Southwest SoaringQuarterly Newsletter of the U.S. Southwest Soaring Museum

A 501 (c)( 3) tax exempt organization

March 2006

1938 photo of Robert Lee Moore seated in the primary glider. Charlie Dobkins is standing on the right. The man on the left is unknown. Mr. Moore recently passed away in Washington State.He was the donor of the Southwest Soaring Museum’s Nelson Hummingbird motorglider. Charles Dobkins of Dallas, Texas provided this historic photo.

Board of Directors

George Applebay, President505 832-0755 (business)505 328-2019 (cell)gapplebay@aol.com

Steve Hill, Vice President505 832-1148 carbonprop@amigo.net

Kathy Taylor, Secretary505 672-0152kathytaylor1000@msn.com

Carol Roeske, Treasurer505 275-5935roeskes@comcast.net

Lynn Buckingham, Editor and Membership505 298-1239 (home)505 269-7822 (cell)lynnbuck@worldnet.att.net

Allene Lindstrom, SSM Foundation President505 662-7510

Bob Leonardbbleon@flash.net505 281-9505

Bill Barber505 884-4460bbarber971@aol.com

Rick KohlerSundance Aviation505 832-2222info@soarsundance.com

J. D. Huss505 764-1221 (work)jd.huss@faa.gov505 899-9169 (home)abqtubbycat@earthlink.net

Bob Knight505 856-7656RmkB727@aol.com

Jim BoboMajor supporterjimbobo@mindspring.com

www.swsoaringmuseum.org .

Editorial

I know! The museum is still not open but I believe the end of this long wait is in sight. Since the first of the year, lots of activity has taken place in the new building. See “Museum Musings” for further detail.

We would like to thank Frank Whiteley for doing our website. For over three months there was no input and we apologize for this. We thought we had a new web master but that fell through and Frank has graciously offered to take it up again. I guess we’ll start with the December newsletter, then this one.

An office supply company, Access Innovations, has contributed an enormous amount of office furniture and equipment. This includes many large desks, chairs, bookcases, lamps, cubicle dividers and computer equipment. An enormous amount of thanks goes out to them.

Several of our Board members attended the SSA Convention February 2-4 and helped with the Southwest Soaring Museum booth. We enjoyed visiting with our many members in attendance, also other friends.

Thanks to Don DeGasperi for drawings he did for us, depicting different suggestions for museum exhibit furnishings. They are fabulous and just what we need! When built, they will really enhance our displays.

As the SSA Convention was winding down, Fred Taylor of Corpus Christi, Texas came along and offered the contribution of his homebuilt Monerai glider. My husband and I made haste to Corpus Christi the very next weekend and it is now in the new exhibit building, waiting to be assembled. This is a very nice addition to our collection and is ready to display. Another nice thing about this glider is that it is small and will be easy enough to transport to non-flying events in the custom trailer that came with it.

Our master model builder, Fernando Rueda of Houston, has contributed two more collections; The Schweizer’s Saga, 21 models displayed at the SSA Convention and a display of 6 models honoring Hawley Bowlus. Again, thanks, Fernando!

We have several historic reels of 16mm movie film. Does anyone have a 16mm projector they are willing to donate or loan to us?

Thanks to all who have contributed cash and/or renewed their membership with us, also new members who have recently joined our endeavor to become one of the best soaring museums in the world. Our bank account is down into the 4-digit range and we desperately need your contributions to keep us afloat.

If you would rather get your copy of this newsletter electronically, please send your e-mail address to lynnbuck@att.net. Otherwise, we will send a hard copy.

Until June, Lynn

Museum MusingsBy George Applebay

Hi everyone out there in the Soaring World. We are having some spring-like weather in New Mexico for the past 3 days. Expecting some great flights at

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Moriarty this weekend of March 3 and 4. My e-mails from Arizona this past week tell me they have been getting 6 to 8 thousand-foot gains in altitude with strong spring thermals.

Work at the museum’s #3 building is progressing well. Most of the effort has been in the 2,000 square foot restoration room. The rest rooms are complete with heat, working showers and hot water.

You will likely read in Lynn’s current newsletter about all the office equipment we have received but I want to tell you about a special gift. From day one, I have dreamed of a need for 50 computer stations in the educational department. As a busload of students visit the U.S. Southwest Soaring Museum, it has been my desire, after they check the artifacts and display gliders, to sit them down at a computer station and introduce them to our web site. It happened. A company in Albuquerque was changing their direction and offered us 51 free computer stations. It required 5 large trailer loads but all is now stored in the big 38,400 square foot #3 building.

I’m going out on a limb and state, “The new building, along with the two airport buildings, will open with a big all-day-long party on Saturday, April 1”. This is no joke. Our work is now really cut out for all our friends, members, workers and donors. Your past help has made it happen. Your future support will insure USSSM will be the biggest and best Soaring Museum in the world. Sincerely, George and all the Museum Directors

Getting to Know Your Board MembersBy Allene Lindstrom

It was in the late 1960s when my Father purchased my husband’s first flying lesson. Soon after earning his private license, my husband purchased, in partnership, a Cessna 182. In the Cessna we took a number of family trips. We had two small children about that time and I was uneasy as I did not know what to do if my husband should become unable to continue to fly the plane. I found a flight instructor and told him I wanted a “pinch hitter” course.

Obviously, my request for basic instruction was not believed and I had a great time just getting my private license. I remember going to the Albuquerque GADO to take my written exam. In those years the written was a complete flight on paper. If you missed a fuel calculation early in the exam, you would probably miss a few more problems later. I still think this was a much better form of a written exam. The Freedom of Information Act changed this. Just to keep flying, I went on to get the Commercial with an Instrument rating, then the Instructor and Instrument Instructor, all for single engine land. Eventually, I also earned commercial glider and multiengine ratings. I also have a Ground Instructor certificate.The Laister-Kaufman came into my possession via my Father about 1978. It was out of annual when we arrived with it in Los Alamos. The AI did his inspection and would not pass the LK with a bent frame and fabric not to tolerance. So the LK

sat on its trailer for a number of years waiting for me to make the repairs.

George Applebay was starting his collection of antique gliders for the museum. So under George’s supervision, many enjoyable hours, and with lots of help, two LKs were restored. Mine was donated the U.S. Southwest Soaring Museum and the other is on display at the Wright Patterson Museum, Dayton, Ohio. The LK, aka the TG-4a, was flown at Elmira at the Vintage Sail Plane rally by Al Santilli. This time frame was 1995. This is also the time that I was successful in obtaining the 501 (c)(3) tax-exempt status for the Southwest Soaring Museum.

My glider experience includes being a member of the Albuquerque Soaring Club, and one of the tow pilots. I have been a member of Civil Air Patrol since about 1970. With CAP, I conducted a CFI-Glider ground school and I was a consistent staff member of the Lloyd Sallee Glider Academy in Hobbs, NM, as a ground instructor and tow pilot.

Currently, I am a member of the U.S. Southwest Soaring Museum Board of Directors. I have just completed obtaining a 501 (c)(3) tax-exempt status for the Southwest Soaring Museum Foundation, Inc. By default, I am president of the Foundation.

Southwest Soaring Museum Foundation February 17, 2006

By Allene Lindstrom

In November 2005, the Southwest Soaring Museum Foundation, Inc., incorporated in the State of New Mexico, officially received from the IRS its Federal tax- exempt status under section 501 (c)(3) of the Internal Revenue Code. The Foundation is currently treated as a public charity.

The activity of the current three-member Board of Directors is to complete the initial setup of the Foundation according to the by-laws. This includes soliciting additional persons/members to serve on the Board of Directors. In order to provide a source for Board candidates, we also need dues-paying members. The primary responsibility of the members and Board of Directors at this level of organization is to solicit investment funds, with the interest from the investments to be used for the annual operating expenses of the U.S. Southwest Soaring Museum, Inc.

“Money” is a nasty to discuss, but it is the name of the game. Therefore, it should go without saying that if you are doing any financial planning, that the Southwest Soaring Museum Foundation would appreciate being given some positive consideration.

Estates, tax-deductible contributions and memorials are thoughts for consideration. One colleague this year gave a tax-deductible contribution to his favorite charity instead of the routine “white elephants” to his friends and relatives. His recipients were very pleased with

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this idea. I am sure you can think of other ways to help.You have an invitation to become a member of the Southwest Soaring Museum Foundation, to be a volunteer to become a servicing Board member, and to remember the Foundation financially. Please join us.

Sincerely,Board of DirectorsSouthwest Soaring Museum FoundationAllene Lindstrom, PresidentKathy Taylor, SecretarySteve Hill, Treasurer

Gliders and SpaceBy Bertha M. Ryan

The author is an aerospace engineer who worked for NASA at Edwards, CA, in the ‘60s during the lifting body program. She is a graduate of Emmanuel College in Boston and the Massachusetts Institute of Technology as well as a pilot for both sailplanes and airplanes.

Approximately 34 years ago, Ms. Ryan addressed the women in the SSA in a first newsletter, which eventually evolved into the WSPA and Hangar Soaring. She built a 1-26 and flew it from Inyokern. She was the SSA record keeper for years and has written many articles about soaring for a variety of magazines. Thank you for a very interesting article, Bertha. Do you realize that glider technology has contributed to space travel? It all began in the early ‘60’s at Edwards Air Force Base. An engineer at NASA (Dale Reed) had the idea that an ideal way to come back to earth from orbit would be to return in a vehicle with a lifting body shape. This type of shape has high volumetric efficiency and the blunt nose necessary to withstand the heat generated during re-entry. But could such a vehicle be flared and landed safely? Many people were doubtful.

So the engineer felt he had to convince the Director at NASA Flight Research Center (now Dryden) that it was practical to conduct a flight test to determine if such an idea was feasible. He built a model of a lifting body similar to a shape that had been tested in the wind tunnels at NASA Ames Research Center. Then he built a model of a tow plane and proceeded to tow the lifting body shape with the model tow plane in the halls of NASA. Since the Director of NASA at that time was well-known record setting sailplane pilot Paul Bikle, this technique was acceptable and even received enthusiastically. As a result of these activities, another engineer was assigned to the program tolook into the possibilities from a theoretical point of view. I had the good fortune to be that engineer.

Soon it was decided to construct a lifting body based on the M-2 shape which had been tested at Ames and which was utilized in the model flown in the halls of NASA. The design consisted of a steel tube inner structure with

an outer frame of plywood in the M-2 shape. A cockpit was fitted with a plexiglas canopy. In addition a plexiglas nose was installed as the vehicle would need a high angle of attack during the flare. This extra window enabled the pilot to see in front of the aircraft when the nose was at a high angle. The wood shape was constructed by Gus Briegleb of Briegleb Aircraft Company, a glider manufacturer located at nearby El Mirage.

Further analysis, wind tunnel testing and simulations were conducted. The actual flight vehicle was tested in the full scale (40x80) wind tunnel at NASA Ames. The aerodynamic data obtained from these tests was put into a simulation so the pilot could have some experience with this strange shape prior to the first flight. It was planned to air tow the vehicle, as it was unpowered. But it was not known exactly how to simulate the aero tow prior to flight. Guesses were made at the parameters involved and checked out with aerodynamic input from a Schweizer 1-26A sailplane owned by one of the engineers. In addition, a simulation engineer was taken for a ride in a sailplane and allowed to fly on tow so he could compare the actual flight towing with the simulation. When he got into trouble on tow and the back seat pilot took over, he said she was like a reset button! But eventually a realistic simulation of the 1-26 on tow was developed and then applied to the lifting body.

The next problem was to determine how to make the first flights with the M2-F1 (M2 for the shape and F1 for the first flight vehicle). It was decided, as with many new sailplanes, to try ground tow first so the pilot could get somewhat used to the handling characteristics prior to making an aero tow to altitude. But, what to use for a tow car? It had to be powerful, preferably a convertible. NASA had to clear automobile purchases through higher government authority and it was thought that the choice of a Pontiac Catalina convertible with a high power engine and roll over bar might not be considered a prudent selection as an automobile for a government agency. So the order for the Pontiac was placed as the lifting body power plant.

At last the day for the first ground tow arrived. Everyone assembled on the dry lake, the pilot climbed aboard the M2-F1, the chase vehicles prepared (a motorcycle and a NASA van), the Pontiac was in place. The first ground tow started and the M-2 barely lifted off the ground. The vehicle appeared unstable in roll so it was decided to install a center fin. It was later determined that the instability was mostly due to the pilot’s unfamiliarity with the vehicle. More than 400 ground tows were made and extensive data collected.

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Now it was time for an aero tow. Initially it had been planned to utilize a Stearman as tow plane but it was later decided the NASA R4D would be more practical (also known as C-47 or DC-3). The crew – lifting body pilot, R4D pilots, crew chief, mechanics, engineers, etc., assembled on the dry lake bed early one morning. The rope was attached, everyone was ready, the signal to start the tow was given. The lifting body started to move, lifted off the ground but before the climb could be started, the rope broke! You can imagine the reaction of the Director of NASA-Edwards, Paul Bikle, an experienced glider pilot. You just do not allow a rope break on the first flight of an experimental flight vehicle – especially one with such a strange shape as the M2-F1! But the lifting body pilot touched down safely and work began to prepare again for take-off on the first aero tow.

A lot of time passed; the lifting body pilot wondered aloud – perhaps we should wait for another day? It is getting late and turbulence may be developing. Even a courageous and talented test pilot can have doubts when flight activities are delayed. But soon everything was ready again. The R4D started moving and soon the lifting body followed, then lifted up in the air and flew successfully on tow to an altitude of 12,000 feet. After release, the average rate of descent was 3600 feet per minute giving the pilot only a very short time to learn to fly the strange craft before landing. The landing was “routine” and, thus, the concept was proven. Flight vehicles with L/D’s as low as 3 can be safely flared and landed. Further tests were carried out with 90 aero tows in the M2-F1.

Work continued with follow-on lifting body vehicles – a heavy weight lifting body of the same shape was built and flown (M2-F2 and M2-F3) and two other shapes (HL-10, X-24). These aircraft were launched from a B-52 at altitudes of approximately 45,000 feet. Space vehicles for the purpose of landing back on earth currently undergoing design and flight testing are primarily lifting body shapes. The work of the ‘60’s based on glider technology contributed the necessary background data for these efforts.

M2-F1 Characteristics: Half-conical in shape with no wings

Dimensions: Length -- 20 feetHeight -- 10 feetWidth -- 13 feetWeight (with pilot) -- 1140 lbs.

Controls:Two vertical rudders -- yawTwo trailing edge flaps -- pitch

Two elevonsMoving in synchronization -- pitchMoving differentially -- roll

Other non-technical articles on the lifting body by the author:

Woman Pilot magazine February/March1994(Bath Tubs Fly Too)The National Soaring Museum’s Historical Journal, Vol. 17 No. 1, 199 (Soaring into Space)

Photos:LB1: Wood shell of M2-F1 built by Briegleb Aircraft arrives at NASALB2: M2-F1 in full scale wind tunnel at NASA Ames Research CenterLB3: M2-F1 and Pontiac Catalina tow car on dry lake at Edwards AFBLB4: Pilot Milt Thompson and M2-F1LB5: M2-F1 in flight on aero tow

LB3 photo by B.M. Ryan. You have permission to print.All other photos by NASA. They give general permission to print.

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Fernando Rueda with the Bowlus collection Lynn Buckingham photo

President George Applebay in our 2006 SSA Convention booth, Arlington, TXIn the background, behind George, is The Schweizer Saga exhibit by Fernando Rueda. Lynn Buckingham photo

Fred Taylor of Corpus Christi, Texas, donor of the Monerai, with his Long EZ LB photo

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Current Members

Individual Members

Michael J. AdamsTerry AdcockRobert AndersonJudy ApplebayAl BackstromPeter BakewellRick BarberRon BlumTaylor BoyerWilliam H. ChambersAugie ChavezRaymond CheethamHenry M. Claybourn, Jr.Burt ComptonCharles DobkinsDuane EisenbeissEarl FainChip GarnerH.P. GildersleeveBill HannahanArthur HeavenerJack HickmanGlenn HolfortyWilliam J. HuckellBob HudsonHarry IrvineRaymond E. JohnsonBill JonesArnie JurnDarren LibyBob LorenzoMarilyn R. MelineCharlie “Lite” MinnerLewis J. NeylandDaan PareBill RothlisbergerJohn ProdanDavid RussellBertha M. RyanPhilip SchmalzJan ScottWendell ScottPaul SearlesGary W. SullivanLeon Tracy

Family Members

Jan and Dan ArmstrongJohn and Jean BrittinghamDennis and Jane BrownGerald and Katherine CleaverLeo A. DoyalWilliam and Susana FitzgeraldMatthew and Nicole GrunenwaldDon and Diane JacksonKenneth and Jane JacobsCurt and Sue McNayStephen Metz and Diane ClaytonRichard T. MocklerMark and Neita MontagueCarl and Shari OsojnakDan and Carolyn PalmerStan and Carol RoeskeHarry and Betsy Saxton

Dick Seaman and Phyllis WellsCharles and Joann ShawBob StephensMike and Linda StognerDarrell and Maureen WatsonMike and Marla WersonickPatrick W. and Elaine Wilson

Supporting Members

David AllynRichard and Barbara AndersonGalt and Doris BowenConstance and Ernest BuenafeBob and Laurie CarltonAshton B. CollinsVal DeanCraig A. DenmanMae and Doug FroniusFred and Magda HeftyBill HillBill and Sophie HolbrookDon and Christie KawalEmil and Mary Lou KisselPaul and Judith MacCreadyThom and Judith McGuireJohn and Marjorie NielsonDavid OchsnerJohn and Joy PierceDavid Roth and Ann MorrisonCharles and Joann ShawJulie SmithWilliam T. Smith and Linda McCann-SmithBrian and Carol UtleyChris Wilson

Sustaining Members

Carl and Rhonda EkdahlBob HollidayRobert L. HurniJ.D. HussSergius and Katherine KohudicKen and Michelle JensenSteve LeonardDieter and Suzanne LoeperMark MinterNeal and Miriam PalmquistBill and Linda PattersonNeal and Karen Pfeiffer

Life Members

Mike and Mary AnayaToney and Elaine AnayaGeorge ApplebayJohn ApplegateGeorge AventBetty BakerBill BarberDieter BibbigJeffrey BlochJim and Suzy BoboAnn BrattonLynn and Allen BuckinghamJeff ByardTimothy CampbellHank CapleDean and Tammie CarswellShirley Crisp

Mario and Linda CrosinaJeanne EbersoleWarren GaedeGeorgann and Jim GarverCarson GilmerGary C. GilmerNed Godshall and Ellen TorgrimsonLee Goettsche, Jr.Ted GrussingGeorge B. HarrisonMr. and Mrs.Robert O. HausnerCarl and Ann HawkBarry J. HicksSteve and Lilly HillBob and Carol HoeyDick and Alice JohnsonRim and Johanna KaminskasOlin and Maile KaneMike and Helen KensrueRobert M. KnightGeorge LaumanAl and Irene LefflerBarbara and Bob LeonardSteve LeonardAllene and Ivar LindstromBill LiscombJohn T. LudowitzJerry and Cindy MercerJohn MildonArlen and Gerri MooreRobert Lee MooreEarl and Audrey NelsonKonrad and Johanna NierichN.B. and Eloise NolandPaul OldershawCurtis RandellDavid and Jan RaspetJohn V. RawsonGlen ReiboldtDan RihnVaughn RobertsFernando and Alicia RuedaJim and Doris SandsDon SanteeAlcide SantilliJJ and Patricia SinclairBob SparlingFred TaylorKathy and George TaylorMary TeboMike TomazinCharles TurkleTom TurkleBob von HellensDon WallenJohn and Sandra WhitelamFrank and Rita Whiteley

Corporate Donors

EAA Chapter 179Vintage Sailplane Association1-26 AssociationAccess Innovations(Albuquerque)

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U.S. Southwest Soaring Museum

P.O. Box 3626Moriarty, NM 87035

RETURN SERVICE REQUESTED

USSSM Membership ApplicationBenefits of memberships include:1. Free admission to museum facilities.2. 10% discount on gift shop purchases.3. Receive all USSSM mailings.4. The satisfaction of knowing that you are helping to build a first-class museum.

Life members and major contributors and their minor children receive these benefits for life. Other members receive them for one year. Family, Supporting and Sustaining include minor children. Supporting and Sustaining accrue toward a Life membership.

Send check to: U.S. Southwest Soaring Museum P.O. Box 3626 Moriarty, NM 87035

New_____ Renewal_____

Individual_____$35 Family_____$45 Student_____$20 Supporting_____$100 Sustaining_____$500Life Member_____$1,000 Major Contributor_____$$$$$

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