SSA
SAILPLANE
BUILDER

Issue # 10-2013
Sailplane Builder
c/o Andy Kecskes
6248 Spruce Lake Avenue
San Diego, CA 92119
October 2013
Published Monthly
Experimental Soaring Association
Purpose
Table of Contents
The purpose of the Experimental Soaring Association is to
stimulate interest in sailplane design and construction by
ESA News, Letters, Tidbits & the Like
3
homebuilders. To establish classes, standards, categories,
where applicable. To disseminate information relating to
Dick Harrington Obit
construction techniques, materials, theory and related topics.
To give recognition for noteworthy designs and
By Dave Hudnut
4
accomplishments.
Affiliation
Eastern Workshop Wrap Up
ESA
is
a
division
of
the
Soaring
Society of America (SSA).
By Jerry Gross, Ron Odgen, Al McCarty
5
Our affiliation requires a 66% or higher percentage of ESA
members to be members of SSA. ESA encourages all its
Aerodynamic Study of the Wright Brothers
members to join SSA, which provides many services to the
By Phil Barnes
6
ESA and its members.
Editorial Policy
Electronic Memory Jogger
Material published in Sailplane Builder is contributed by
individuals and members of the Association. Accuracy and
By John Kevern
9
validity of opinions expressed is the responsibility of the
contributor. Information communicated to the Editor (or any
Classified Advertisements
11
officer), whether those communications occur in printed,
electronic or other media, is considered publishable in the
ESA Officers
12
Editor’s sole discretion, unless the author instructs the Editor
in advance that it not be subject to publication (or other
Membership Application
12
dissemination among the membership through the newsletter,
website or otherwise). Other publications may reproduce
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(Formerly the Sailplane Homebuilders
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Publication
Website: http://www.esoaring.com
Dedicated to designing, building, testing and
flying sailplanes and the science of soaring.
www.esoaring.com
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October 2013
Page 2

EDITORIAL: This was looking like it was going
to be a short issue since I had a limited amount
of information from the workshops and only
limited correspondence from the membership.
Thanks to Phil Barnes submitting his synopsis
on the Wright Brothers I came up with enough
for a full newsletter. I have asked several of the
western workshop speakers for an article to go
along with their slide presentations, but nothing
has come in yet so I am not sure what the
November issue is going to look like.
I find it hard to believe that out of all our
members (we are over 200 strong right now)
there are not groups that have similar interests
and lots of questions that need to be answered
by those with experience. Whether it is theory,
building from plans or building from scratch, I
know there are times when you are stuck on
something and need to discuss it with someone.
It would sure help me and the association if you
shared these things with the group so we can all
learn new techniques or better understand how
something works.
So, please send in your letters and emails with illustrations or pictures so I can get
them out to the members and give you the
feedback you are probably looking for to
complete your project.
------------------------------------------------------------Hi Guys
I
have recently subscribed to the ESA, having
subscribed in the past, my last newsletter being
received in 1995. My interest now, as it was then
was to build one of Jim Maupin’s designs. The plans
for the Windrose and the Carbon Dragon were
obtained, but other things got in the way and I built
other aeroplanes. Several of them. I now find myself,
because of a regulation change in the UK. wanting to
build a Woodstock, for which I don’t have the
drawings. Smart move ! The drawings and build
book were downloaded from
http://www.ihpa.ie/carbon-dragon/ There are a few of
questions I have;
Who, if anyone, would I need to pay a license fee to,
to build a Woodstock?
www.esoaring.com
Is there anywhere I can buy a set of full size
drawings for the 13m Woodstock? As I have seen a
number of enquiries on various forums for these
drawing I would have thought it would be in
someone’s interest to start producing them again?
Failing this. Is there anyone who has a used set of
drawings and are willing to get them copied and sent
to me. I will of course pay for them in advance?
My last copy of ‘Sailplane Builder’ April 1995
contained Clint Brooks’s ‘Woodstock builder’s
Forum. Is there anywhere I can get the full run of
those excellent articles?
How do I go about getting back copies of electronic
Sailplane Builder?
Best regards
John Webb
(ed. - I have forwarded this message to Dan
Armstrong who might a better source for your
questions on the plans.
Right now the electronic copies of back
issues are not stored in any type of public forum
where you can download them. I have all the ones
from 2003 forward since that is when I took over as
editor. However, I am trying to put together a
complete library of all the issues but it is a large task
and taking more time than I anticipated. I don't have
anything of substance for the 1995+ period right now
so can't be of much help there at this time.)
-----------------------------------------------------------------------
John,
O
h how I envy those very few people who own a
Carbon Dragon. This is an aircraft that will
provide long enjoyable flights on days when other
gliders either remain on the ground or are towed up
for "sled rides" back to the ground. I remember Gary
Osoba describing how he flew in the "ridge lift" from
a row of trees next to his field ... how his wife would
auto tow him aloft ... first to take off while other are
waiting for the thermals to develop ... and be the last
to land. If he felt lift at 300 feet he got off tow;
otherwise, he stayed on tow to 600 feet.
October 2013
Page 3
The website link you posted was created by Phil
Lardner, Wales, who took over my website. He is
doing a much better job than I ever did.
photo files, and I may have a photo or two as well.
I'll get to work on a little obit. Steve Adkins will
remember Dick as well.
I sold my plans to a fellow in Iowa who promised to
build ... haven't hear from him in years. I also sold
him a few parts and a full spool of 12K Carbon Tows
at a really great price! Previously, I actually received
"threats" from people who demanded I sell them
plans because I wasn't building.
Dick had a number of airplane projects he was
working on in past years, and (a year or two ago) his
wife and son asked my opinion on their value. I in
turn asked Steve Arndt if he'd take a look (he lives
about 20 miles from Dick's place in New Hampshire),
and Steve reported that it was too much of a mess to
be worth much. We passed that on to the
Harringtons (tactfully). I did see (several years ago)
a self-designed airplane in one shop, and in another
building the fuselage of a full-scale version of a
motorglider he used to discuss at workshops, but it
was my opinion at the time that a prudent potential
buyer would not want to risk his life in either one, if
they were to be finished.
There have been a few reports of buying plans
through ebay. Also, the various Yahoo forums on
building ultralights, gliders, etc. are a source worth
watching. Early, in my endeavor to build the Carbon
Dragon, I contacted many of the early plans holders
to determine the status of their project. One man
laughed ... he was a doctor who bought plans merely
for the enjoyment of reviewing the plans!
ebay - Carbon Dragon Plans ... here is a set for $30!
I might caution you. Original Maupin plans normally
sell for much more.
I know a few other people bought plans who were
building their own designs and wanted the CD plans
for reference.
In deference to the Maupin family and the liability
issue, I chose not to sell copies of my plans.
Hope you find some plans. If you do build, be sure
to use carbon rods in place of carbon tows for the
wing spar caps ... see Jim Marske:
http://www.marskeaircraft.com/carbonrod.html
Sorry, I'm not more help.
S. Steve Adkins
--------------------------------------------------------------------
Andy, Murry:
I
don't know whether you noticed or not (depending
on whether or not you're EAA members), but Dick
Harrington's name just popped up in the latest "Gone
West" obit feature of Sport Aviation, along with Paul
Poberezny's. Dick had been declining for a long time
and was in pretty much of a vegetative state the last
time I corresponded with his wife and their son, so
his passing is not a shock, but he did play a huge
role in the Eastern end of SHA/ESA, as you'll
remember, and we should do some sort of obit in the
next newsletter. I thought I'd put together my
thoughts on the subject, and maybe others will come
up with something. Al McCarty is looking in his
www.esoaring.com
Sincerely,
Dave Hudnut
(ed. – Dave provided his recollections of Dick and I
have included them below.)
Dick Harrington
O
ur old SHA/ESA friend and former Sailplane
Builder editor, Dick Harrington, has died in
Hancock, NH in his 85th year. His wife, Lorraine,
survives him, along with their three children and five
grandchildren. Dick was an early member of the
Sailplane Homebuilders Association (as we knew it
back in the 80s) and a great contributor to the
organization both through his very active
participation in all the Eastern workshops and
through his editorship of Sailplane Builder. It was
Dick who took the newsletter from the stapled pages
level to the look and feel of a real magazine, with a
consistent cover format and better all-around design.
He also championed the name-change from SHAp
TALK to Sailplane Builder, arguing (as did others)
that it more accurately reflected what we were doing
in the organization. He was a great advocate of
Computer-Aided Design for airplanes and sailplanes,
both as a teacher in a local NH tech school and in
our workshops, where he tried to move the more oldfashioned amongst us into the 21st Century (or up to
the threshold, anyway).
There isn’t time at the moment to go into his life’s
work, but you can get a rough idea of it if you have
access to the October 1992 issue of Sailplane
Builder, where he lists his accomplishments. Early in
October 2013
Page 4
his life he became a military pilot, both fixed-wing
and helicopter, and later he was a bush pilot, an
engineer for Hughes Aircraft, and an FBO, among
other things. He was an enthusiastic modeler as
well as a builder of full-scale aircraft. A few years
ago he led his tech school students in the only
American entry into the Berblinger solar-powered
design contest. Somewhere along the line he built
and flew a HiMAX, and in his two workshops (he was
never one to do things by halves) there are two
incomplete projects, both of his own design: a small
airplane and parts of the all-wood motorglider that he
brought for demonstration at Harris Hill workshops.
We will not forget his terrific energ0y and
enthusiasm, his incisive mind, and his many
contributions to ESA.
Nieuport 17 biplane fighter. The visit was part of the
NSM’s effort to reach out to other aviation
organizations in the Elmira-Corning area.
Dave Hudnut
(ed. – The October 1992 issue referenced by Dave is
a two page biography and I don’t have enough room
for it this month. However, I thought you would enjoy
hearing how he got started with the association.)
Russ Lee, Jeff Stringer, Jim Marske and Wife Maureen,
and Jerry Gross at the Aluminum Rib Forming Station
“My affiliation with the SHA began with the first
meeting held at Harris Hill near Elmira, New York.
That’s when I met the original formulators of the
Association, Bob Smith, Bob Storck, Jack Greene,
and many more. It was an exciting period and
everyone looked forward to the next meeting to be
held over the Labor Day weekend, again, at Harris
Hill the following year.”
-------------------------------------------------------------(ed. – Here is the last of the 2013 ESA Eastern
Workshop report submitted by Jerry Gross, Ron
Odgen and Al McCarty.)
Visit to EAA Chapter 533
S
Herb Spicer Squeezes Hard While Jeff Stringer, Jose
Otero, and Volker Fritz look on at the Rivet Station
aturday afternoon, the Experimental Aircraft
Association Chapter 533 at the Elmira-Corning
Regional Airport welcomed the attendees for an
afternoon working with aircraft aluminum. They
created two hands-on projects, which all the ESA
attendees participated in: one involved forming wing
ribs using a wood form, crimping pliers and bare
hands; the other involved driving regular and flush
rivets to build two aluminum tool boxes. Handouts
on specifications and identification of rivet types
were available. Then the EAA members provided
snacks and refreshments after the hands-on
activities. The ESA attendees got to stroll around
and view the aircraft-building projects in the spacious
Chapter 533 hangar. Their aircraft included a
restored Ryan Navion, and a replica of a WWI
www.esoaring.com
This Nieuport 17 was One of Many Interesting EAA
Chapter 533 Projects
October 2013
Page 5
Aerodynamic Study of the Wright
Brothers’ 1902 Glider and 1903 Flyer
By J. Philip Barnes
06 Oct 2013
success. Indeed, for their 1902 glider, it may have
sheltered the canard from stall. But for their 1903
powered “Flyer,” it presented a major obstacle barely
overcome by superior piloting skills.
This article, excerpted from the author’s
“Configuration Aerodynamics” study found at
www.HowFliesTheAlbatross.com, reviews and
renews our understanding of key aerodynamic
features of the Wright Brothers’ 1902 Glider and
1903 Flyer. In particular, we apply a 3D lifting-line
computer model to analyze the distributed
aerodynamic forces on the 1902 glider, discuss the
impact of the changes with the 1903 flyer, and
provide a brief historical narrative.
Wilbur pilots the original 1902 Glider at the Outer
Banks of North Carolina.
The Wright Brothers wisely selected the sand dunes
of the Outer Banks of North Carolina for their testing.
On a windy day, the dunes would provide an updraft
to reduce ground speed and to enable slope soaring.
But more important, the sand cushioned inevitable
hard landings.
The original version of the 1902 glider incorporated a
fixed double fin which failed to overcome, or perhaps
even aided, the adverse yaw which led to many hard
landings. With wing warping, a roll to the left was
accompanied by an unwanted yaw to the right.
Wilbur and Orville
T
he Wright Brothers brought us the world’s first
piloted and powered airplane. They did this
without high school diplomas or college
degrees. However, they possessed aptitude and
persevered over numerous obstacles, often aided by
their powerful collaboration. Understanding the
importance of learning to control gliding flight before
adding power, they became first to independently
control pitch, roll, and yaw.
The Wrights implemented a system approach to
integrate and develop existing and new methods for
aerodynamics, flight control, structures, and
propulsion. And, not only did they design their own
engine, but they also invented aerial propeller theory.
Although with their wind-tunnel they measured the
“lift-to-drift” of various wing and multi-wing
configurations, they did not measure pitching
moment, as they did not understand its importance.
This lack of understanding did not prevent their
www.esoaring.com
Notice the modest wing camber and near-zero
canard-to-wing decalage. The latter is characteristic
of most or all photos of the glider in action, and it
provides our first hint that the aircraft was flown
“statically unstable” in pitch, where the glider was
actively stabilized with small variations in canard
incidence set by the pilot holding by eye a fixed
horizon. But as noted later, the variations of canard
incidence would be far greater for the 1903 Flyer.
(See photo at top of the next page.)
Upon Wilbur’s discovery of adverse yaw, the
Brothers’ powerful collaboration came to the rescue.
Orville suggested making the fin movable, thus
increasing its ability to generate yawing moments.
Wilbur then added that the fin should be coupled with
roll to promote coordinated turns. These features,
together with changing the “bi-fin” to a “mono-fin,”
were implemented with great success. The photo at
the right shows coupled roll and yaw in action. The
October 2013
Page 6
Isometric view of the 1902 Glider.
Dan Tate and Wilbur launch Orville in the modified
1902 glider
--------------------------------------right-hand wing incidence has been increased by
warping, with the fin deflected trailing-edge-left in an
attempt to negate the adverse yaw due to the
increased drag on the right-hand wing.
With what amounts to an aerodynamic finite-element
method, we align horseshoe vortices at the lifting
lines (nominally at ¼-chord) of each aerodynamic
surface, then solving about 100 linear-simultaneous
equations representing the mutual influences of the
vortices with the boundary conditions set by the local
slope of the “equivalent-plate” airfoil along a
downwash line positioned at ¾-chord. The vectorbased approach accommodates sideslip and/or
asymmetric geometry, including non-planar and/or
vertical surfaces.
This is the third photo of the glider supporting
our assessment that the average decalage
for the canard was near zero.
The modified glider enjoyed over a thousand flights,
the longest lasting more than a minute. We don’t
need a YouTube video to imagine the excitement the
brothers must have felt as each took a turn piloting a
flight.
Plan view of the 1902 Glider with lifting and
downwash lines
Coupled roll and yaw in action.
Rear view of the 1902 Glider
We now turn to our 3D lifting-line analysis of the
1902 Wright Glider, beginning with various views of
the model. Notice first the lower-wing cutout for the
pilot. This in effect transforms the aircraft into
somewhat of a triplane, not counting the canard.
www.esoaring.com
Next we show the spanwise distribution of chordweighted lift, including the effects of pitch trim for the
estimated center of gravity position with -5% static
margin. The canard lift balances not only the nosedown moment of the wing lift vector acting (at 23%
October 2013
Page 7
chord) aft of the c.g., but also the nose-down pitching
moment coefficient (-0.02 each) of the modestlycambered wings.
Spanwise distribution of lift coefficient
Spanwise distribution of chord-weighted lift, 1902
Glider
Next is shown the distribution of lift (“normal force”)
coefficient. Notice that the canard is loaded about
50% greater than any of the “three” wings. As
previously noted, the center of gravity (with pilot) is
aft of the aerodynamic center by about 5% of the
mean aerodynamic chord. The photos of the glider in
flight suggest that this level of pitch instability was
manageable. Curiously, if the Wrights had balanced
the glider farther forward, the added canard load
would risk canard stall with incidence excursions,
and this might have delayed or prevented their
success. Thus for the 1902 Glider, what the Wrights
didn’t know (pitch stability) may have aided success.
But that same lack of understanding was nearly
disastrous for the 1903 Flyer.
With the 1903 Flyer, the brothers dangerously
departed from their usual step-by-step approach.
Instead of “simply” adding a propulsion system to
their 1902 glider, or a scaled-up version thereof, they
made significant changes which, initially unknown to
them, would have undesirable effects. First, they
mounted the engine and propellers well aft of an
already tail-heavy c.g. But they also changed the
canard from a monoplane to a biplane, doubling both
its aerodynamic lift capability and its pitchdestabilizing influence. Whereas the 1902 glider flew
at a manageable -5% static margin (+5% would be
the norm in the following decades), their 1903 Flyer
would now be all but unflyable at -25% static margin,
easily twice the instability of a modern fighter aircraft.
Front view of the 1903 Flyer
The world’s most historic aviation
photograph - Wilbur gives chase to
Orville - 17 Dec 1903
www.esoaring.com
October 2013
Page 8
(ed. - Here is an item from the July1985 issue of
SHApTalk, page 5. It is the sort of thing I was talking
about in my editorial on how members can contribute
to the overall knowledge of the entire group. I am
not sure if Radio Shack still carries these items, but if
you are interested visit your local store and see what
you can find.)
ELECTRONIC MEMORY JOGGER
We humans would like to believe that our memories
are 100 percent reliable but unfortunately this is just
not true. We are capable of being distracted by
other momentary pressing thoughts like a bee inside
the canopy, etc. My first, and hopefully last, wheelup landing in my Vari-Eze motivate some serious
thought about ways to assist my feeble mind, like an
electrical alert system.
The Vari-Eze has a belly board drag device called a
landing brake that is very similar to a sailplane
spoiler. The theory is that if you deploy or extend
your landing device you are probably going to land
and you had better have the wheel down. The alert
circuit is activated by deployment of the landing
device which sends an electrical signal to the wheeldown monitor switch. If the wheel is down, the
magnet holds the switch electrically open and no
alert is sounded. If not, a pulsing buzzer jogs you
back into the world of reality.
position with the wheel any place but full down, then
you will hear the buzzer. The circuit is simplified by
the use of switches that are open when the magnet
is near the switch and closed when the magnet is
moved away.
The hardware for this circuit is available from Radio
Shack. The switches are inside a security device,
catalog no. 49-512, normally used to insure that a
door or window stays closed. The switches could be
used in their plastic mounting box, but also can be
removed and bonded (glued) to the airframe adding
very little weight. The magnet supplied in the mating
plastic box can also be removed from the box and
bonded to the moving mechanism to be monitored.
The pulsing buzzer, catalog no. 273-066, will
operated with any voltage from 3 to 28. I use 12v
and a 1 amp fuses in an inline fuse holder – catalog
no 270-1281.
In an attempt to make the circuit as idiot-proof as
possible, it is always hot. As most sailplanes have
the wheel down for all ground operations, you should
never get an inadvertent alert on the ground.
Theoretically, if you fly right you will never hear the
alert, however an occasional in-flight test is
recommended.
John H. Kevern
New Hartford, NY
The same facts stated a different way are: if the
wheel is down, you never hear the buzzer. If you
move the landing brake/spoiler off of the closed
www.esoaring.com
October 2013
Page 9
Here are some shots I took of Josh Kneer’s Prue 215 that he has started through the restoration
process. He has stripped and painted the fuselage exterior but no work has been done on the interior
as of the Western Workshop where he displayed it. At one time this sailplane had a jet engine installed
on a pylon over the center section.
www.esoaring.com
October 2013
Page 10
Classified Ads – Sailplanes/Trailers/Other
Schemmp/Hirth Austria SHK-1 serial #7, the fuselage serial number is #130, purchased new from the factory in 1967. The last and best of the German plywood
ships. Glide ratio of 38 at 54 mph. I have the logs and manual. The sailplane is in good condition, but needs refinishing. The price is $6,000 including the trailer. See
website for pictures: http://ewtq.tripod.com Email: ewt@gci.net Anchorage AK, 99502. Telephone Number: (907)-243-7245.
Plans/Kits
Sailplane Trailers: plans for 13, 15, 18 & 20 meter. Plan sets incld bills of material, source of material, scale DWGs, construction & DWGs.
<RLUEBKE460@aol.com>. 901-767-0495. http://www.oxaero.com/Luebke_Tailers
For sale: Unused Carbon Dragon Plans, #295 Hung flat. Best Offer., Guenther Schmidt, PO Box 603, Langley, WA 98260
Miscellaneous
For Sale: Modified Pioneer used in videos/flight testing. Comes with trailer & set up stands. US registered. $10,000.
For Sale: Monarch F with trailer $8000.
For Sale: Incomplete Monarch G for $7500. About 75% done and have all the parts. Mat, mat@amtelecom.net
Simine Short’s book Locomotive to Aeromotive: Octave Chanute and the Transportation Revolution. is available from Amazon at:
http://www.amazon.com/gp/pdp/profile/AIW6FWYBBRWZ8/ref=cm_cr_pr_pdp
Wanted: Robinson or Pfeiffer Pellet Vario or Memphis Rate of Climb vario. Jim Short, Illinois, 708-301-3198 or <Simajim@comcast.net>.
Drafting, Digitizing, 3D modeling, experience in CATIA, CADAM, own AUTOCAD R13, 3D Studio Max and Pro E. 30+years aircraft design engineer experience.
Contact Robert Topolse, 909-980-6070. <rtopolse@aol.com>.
"Low Power Laminar Aircraft Design" (aerodynamics), "Low Power Laminar Aircraft Technology", "Low Power Laminar Aircraft Structures". $27 ea plus postage
and handling $2, Priority $4. Overseas $4 (Airmail $10). Cirila Strojnik, 2337 E. Manhatton, Tempe, AZ 85282.
Books by Bruce Carmichael: 34795 Camino Capistrano, Capistrano Beach CA 92624. 949-496-5191
Personal Aircraft Drag Reduction: $30 pp: Low drag R&D history, laminar aircraft design, 300 mph on 100 hp.
Ultralight & Light Self Launching Sailplanes: $20 pp: 23 ultralights, 16 lights, 18 sustainer engines, 56 self launch engines, history, safety, prop drag reduction,
performance.
Collected Sailplane Articles & Soaring Mishaps: $30 pp: 72 articles incl. 6 misadventures, future predictions, ULSP, dynamic soaring, 20 years SHA workshop.
Collected Aircraft Performance Improvements: $30 pp: 14 articles, 7 lectures, Oshkosh Appraisal, AR-5 and VMAX Probe Drag Analysis, fuselage drag &
propeller location studies.
Sailplane Design, by Vittorio Pajno. Price 64.50 Euro, including packaging and shipping. Orders to: Macchione - Via S.d'Acquisto 21100 Varese – Italy, or via
the Internet through the site www.macchione.it using a credit card. Many color photos of sailplane construction details, graphs and figures on design
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www.esoaring.com
October 2013
Page 11
ESA Officers
President - Murry Rozansky, 23165 Smith Road, Chatsworth, CA 91311, 818-702-0782.
<mirco@jps.net> Term Expires: 12/31/14
Eastern Co-Vice Presidents – Vacant Position – Anyone interested in volunteering contact Murry Rozansky.
Central Vice President – Vacant Position – Anyone interested in volunteering contact Murry Rozansky.
Western Vice President – Jeff Byard, 13555 El Camino Real, Atascadero, CA, 93422, (805)461-0488,
<jbyard@thegrid.net> Term Expires: 12/31/13
Secretary – Terry Menees, 2587 W Canyon St., Apache Junction, AZ 85220, (480) 288-6931
<TerryM76@msn.com> Term Expires: 12/31/13
Treasurer – Murry Rozansky, 23165 Smith Road, Chatsworth, CA 91311, 818-702-0782.
<mirco@jps.net> Term Expires: 12/31/14 Send your renewals to this address.
Sailplane Builder Editor – Andy Kecskes (appointed), 6248 Spruce Lake Ave., San Diego, CA 92119, 619-589-1898.
<shaeditor@cox.net> Send all material for Sailplane Builder to these addresses.
Webmaster – S. Steve Adkins (appointed), 16624 Jackdaw Path, Lakeville, MN 55044, 952-435-2596
<steve@adkins.name> <www.esoaring.com> or <http://experimentalsoaring.com>
I’d like to join or renew my membership in the Experimental Soaring Association.
I’d like to update/change my information in the ESA database.
NAME_____________________________________________________SSA# (if member)_________________
ADDRESS__________________________________________________COUNTRY (if not US)_____________
CITY______________________________STATE_______ZIP_________E-Mail__________________________
TELEPHONE NUMBER______________________________________________________
SAILPLANES CURRENTLY BUILDING__________________________________________
SAILPLANES INTERESTED IN BUILDING_______________________________________
SAILPLANES HAVE BUILT/HELPED BUILD______________________________________
Dues (1-Year) (U.S. Dollars)
Free (Full-time student, as defined by SSA)
$20
$25
$35
$10
_____ U.S. Student
_____ U.S. Regular Membership
_____ Canada (Air Mail)
_____ All other countries (Air Mail)
_____ Electronic
Make check payable to: Experimental Soaring Association
Mail to: Murry Rozansky, Treasurer
23165 Smith Road
Chatsworth, CA 91311 USA
Our Bylaws require that ESA have a high percentage of membership also be SSA members. Join the SSA at: www.ssa.org/
www.esoaring.com
October 2013
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