In this national election year, WVFC is entering our own election cycle, and the board encourages all of our members to actively participate in the upcoming election of directors for our club. We also encourage our members to stand for election to the board, and participate in the executive management of West Valley. As a director you'll provide guidance to the organization as we expand and optimize our organization and operations. The role of a director is to provide oversight and insight to the club management, and set the strategic vision. In addition to making an invaluable contribution to our organization, you'll benefit professionally from the activities and responsibilities of being on a board.

If you'd like to find out more about being a director, please contact the current board members by sending email to board@wvfc.org, or attend our open board meeting in April to discuss it with us in person. The official notice of elections (below) lists the dates and timelines for the election process. I look forward to a large voting turnout amongst our members, and an exceptional slate of director candidates.

Richard Terrill
Chairman, WVFC
rterrill@wvfc.org

This year two at-large board seats and one WVFC aircraft owner board seat are up for election.

Acceptance of candidature and candidate statements opens at 00:01 AM (PDT) on Monday, May 24, and closes at 11:59 PM (PDT) on Sunday, May 30. Candidate names and statements will be posted on the WVFC website on Monday, May 31. Candidate names will be posted in alphabetical order by last name. Candidate statements will be posted in the order in which complete and final statements are received. Candidate names and statements shall be submitted via email only at candidate@wvfc.org.

The following times have been reserved for in-person “Meet the Candidates” sessions. These meetings are open to all members and provide the opportunity to meet candidates in person.

• Session I – Tuesday, June 8 at 6:30 PM (PDT) at WVFC in Palo Alto
• Session II – Thursday, June 10 at 6:30 PM (PDT) at WVFC in San Carlos
• Session III – Saturday, June 12 at 10:00 AM (PDT) at WVFC in Palo Alto

March brought us some spectacular flying weather. As we have all experienced, there have been some unusually warm, clear days for this early in Spring. Let’s hope the good weather continues, despite the fact that now you can go back to being number 5 in line to take off or land at Palo Alto and San Carlos.

Speaking of facilities, a lot of hard work is going into the San Carlos office to upgrade the look and feel. The preliminary results look great. The walls have been painted and new carpet laid, and we are just really waiting on some finishing touches. I hope everyone likes the new look. We will then be moving to do some minor upgrades to Palo Alto, including recarpeting the accounting office, fresh paint, and a new look to the surrounding areas.

I would like to welcome Anna Potgieter to our employee ranks. Anna is the club’s new Accounting Manager/Controller. Anna comes to WVFC via our South African connections and is a former Controller of such organizations as Xmarc of Sydney Australia, and Tiger Oats of Randfontein South Africa. Anna has also been a accounting consultant to WVFC for the past year. Her involvement has included re-engineering the accounting procedures, 2003 & 2004 budgeting, cash flow forecasting, and balance sheet reconciliation. Anna has been a large part of WVFC’s turnaround over the past year and I look forward to working with her on a full-time basis.

To hear more about the initiatives that have been passed by the B.O.D and myself, and the strategic plan for the next fiscal year, I would like to encourage all of the members to come to the open board meeting on April 21 at 7:00pm at the Palo Alto office. Please note that the meeting has been moved from the original date of April 20 due to scheduling conflicts for two of the directors.

With elections coming up, I would like to add my two cents on board participation. There are three spots open for the elections: two at large and one for a club aircraft owner. I would like to encourage people to participate. I work with the board of directors to establish business plans and determine the strategic vision of the organization. I would warn you that this does come with a significant time commitment, as we meet at least once a month and each seat is a 2-year term. The rewards, however, are well worth making that commitment. The first part of the process is nomination. Please consider nominating your fellow members or yourself if you are interested in this process. See Ettore Leale’s communication above for details on the appropriate timelines and communication links.

Finally, I would like to give everyone a brief synopsis of some of the aircraft that will be entering the fleet over the next month, and four new reasons to enjoy WVFC even more:

1. 206DW is a 1999 Turbo 206 at Palo Alto. Time requirements are 200 hours total time, with 25 hours in high performance aircraft.
2. 432TW is a non turbo 1999 Piper Saratoga based out of Palo Alto. Time requirements are 200 hours total time, with 25 hours in retractable aircraft.
3. 1403C is a 2003 SR22 that will be housed at PAO for now. This will be fully loaded with the weeping wings.
4. 669TW is a 2002 172SP with the MFD and three axis auto Pilot.

Mother Nature has got us all confused. Two weeks ago we were cooking and the other night it was 36 degrees. The membership really took advantage of the summerlike weather and flew like crazy; it has been a very busy March 2004.

The SQL remodel project is in full swing. Joel, Josh and Chris got the office repainted 2 weeks ago, carpet was installed on the first day of spring, and we are progressing with the final touches. The desk at PAO is now open until 6:00 pm, rolling over to 7:00 pm toward the end of April. The SQL office will be closing at 5:00 pm through April.

Roy Aero will be remodeling the PAO office front façade in the middle of April. At the same time the Accounting Department offices will be improved and recarpeted. Please bear with us through the week we are forecast to finish these improvements.

The desk has a need for some more PC donations; if you have an older unit around that needs a home we may be interested. Some new faces will be showing up at the desks this spring. We are currently interviewing several potential new desk employees and anticipating a busy and fun Spring/Summer flying season.

This is the latest and most unusual news from the WVFC Accounting Department. Accounting is happy to inform you that its “Cash for Weather” Fund has been approved by the Board of Directors.

As of the 1st of April our business relationship with Weather Solution Executive, Ltd. (WeaSEL) is officially launched. Extensive testing of WeaSEL services conducted in March provided positive results. Most of you probably noticed unusually nice and steady sunny conditions for a considerable part of the month of March, and rightfully so – WeaSEL is no joke. This company employs the most professional Weather Directors available both nationally and globally. By significantly increasing the number of sun dance sessions they conducted on our behalf in March 2004, WeaSEL’s Shaman Team has drastically improved weather conditions for aviators in Northern California.

Impressed by the results achieved while testing WeaSEL products, the WVFC Board contacted the US Dept. of Agriculture, CA State Senate and Sierra Club, and worked in close coordination with them to assure minimal environmental impact of the WeaSEL activities conducted on our behalf. AOPA is monitoring our initiative and NASA representatives hinted at that agency’s potential interest in it.

As you can see, all the components are in place. Our Cash for Weather Fund will initially be used to pay WeaSEL for its services. Eventually, however, there is a possibility of bringing the services in-house by creating a Weather Director position on the Board.

Fellow pilots, the choice is now yours. If you want to improve and stabilize weather conditions for General Aviation, if you want to make West Valley Flying Club a major player in the future of the weather industry, voice your support now for the Cash for Weather Fund. The person you can contact is Alex Hansen, who is always glad to hear your opinions on this or any subject relating to your membership.

Enjoy the weather. And in case you forgot, Happy April Fools Day!

Well OK, I’m a broken record! I am still getting an inordinate number of flat spots on tires. How does this happen?

1. Getting off the runway before you’re slow enough!
2. Short field practice when saying, “heavy braking” would be sufficient!
3. Landing too fast and braking!

Last month I said I was going to write about the “Oral” this month. Actually, I’m going to write about the “ground portion” of the Practical Test. The difference is that the oral continues into the flight. Any time the DPE (Designated Pilot Examiner) asks a question that can be answered verbally, on ground or airborne, that is part of the oral.

Which is the most important part of the checkride, the ground or flight portion? Obviously the flight portion, right? The ground portion is mostly paperwork, a few questions about flight planning and night flight and the preflight. The real test is getting up there and showing what you can do, isn’t it? Well…

Remember what your dad told you before that job interview. The first impression is the one that counts. The PTS requires that the ground portion be completed before the flight portion can begin. So the ground portion is that first impression.

Be Prepared
Naturally you will want to look the part when you make your entrance. That means dressed to fly safely. Sturdy shoes. Sensible pants. A shirt that reflects the weather. However, it is probably best not to wear the sunglasses and baseball cap until you go outside for the pre-flight inspection. Some of us old fogies were brought up to believe it is disrespectful to wear your hat indoors.

The first thing the DPE needs to look at is your application, the 8710-1. If it is 100% correct, you have already indicated that you and your CFI attend to details. Most applications are not exactly right. A good idea is to follow the attached instruction sheet to the letter. Your CFI should proofread the application after you have filled it in and signed it. Sometimes I get applications that have been signed and dated by the CFI long before the applicant signed. Those applications typically have many errors. It looks as if the CFI signed and handed his student a blank form. That does not give the DPE a warm and fuzzy feeling.

You should know that any error on the application that gets to the FSDO (or, God forbid, to Oklahoma City) causes it to be bounced back to the DPE. It is a black mark for the DPE. Excessive errors are cause for the DPE’s annual re-designation application to be rejected. Several years ago, a San Jose District DPE lost his designation. The stated reason was that his applicant file error rate was excessive.

Check Your Log Book
Your log book needs to show that you have completed all the prerequisites for the test. The required ground training must be logged. In addition to all the solo and solo cross-country endorsements there are three endorsements by your CFI that are needed. They are listed under Part 61.39 (a)(6). The third endorsement is not needed if you got 100% on the Knowledge Test.

Check the Aircraft Log Books
Here is where things often get painful. The DPE asks whether the aircraft is airworthy in terms of maintenance records. The applicant says “yes.” The DPE says “please show me.” The applicant says “here are the log books” and presents a full brown paper envelope. The DPE says “proceed.” The applicant dumps out the books and begins flipping through them. It quickly becomes obvious that he/she has not recently checked the logs for the required inspections and airworthiness directives. How did the applicant know that the books were OK without checking them? We trust our mechanics, but in the case of a checkride, we must verify. That verification should take place prior to the test. It is a good idea to tab the relevant pages in the books with Post-It notes.

Do the Weight and Balance
Prior to the test, you need to know the destination of the cross-country (unless you are applying for an add-on rating) and the weight of the DPE and his/her bag. Calculate the weight and balance using data for the actual aircraft you will be using. You must show that the aircraft will be within limits at both take-off and landing. That means two calculations. I like to calculate the CG with zero fuel, and then with take-off fuel. If both are within limits, I know that even if I get lost and run low on fuel, I will remain in CG. No use compounding my problems.

Check the Weather
Your flight plan needs to reflect the latest weather, including winds aloft. It is a good idea to get a briefing from the FSS. However, you must be able analyze weather reports, charts and forecasts from various sources with emphasis on METAR, TAF, FA, surface analysis charts, radar summary charts, winds and temperature aloft charts, significant weather prognostic charts, convective outlook charts, AWOS, ASOS and ATIS reports. Be sure you know the actual and forecast weather at or near your destination.

Plot your Course
Apply the principles your CFI taught you. Be sure you are familiar with all the airspace en-route and adjacent. Know the rules of that airspace. Draw lines on the map that you will be able to see while you are flying.

Fill in the Navigation Log and Flight Plan
Here is where a lot of people have problems. After they do the wind calculations, they forget to do the reality check. I have often seen nav logs showing headwinds; but groundspeed exceeding the true airspeed. The applicant simply put down numbers without asking himself/herself whether they made sense. This could get dangerous on a long trip. It can, and has blown checkrides.

Next month: More on the ground portion.

As mentioned elsewhere in the newsletter, West Valley is now a Cirrus Training Center. There are a couple of significant factors that lead to this designation. One, pretty clearly, is the fact that we have more Cirruses (Cirri?) than any other school or club in the world. In addition, the completely professional approach to training and standardization that Ken Frank and Don Styles have set up was compelling to the Cirrus folks who came out to visit.

Underlying the whole effort is a trend started nearly six years ago to acquire new aircraft and updated technologies for the West Valley fleet. This began with an effort to get approach-approved GPS units installed in some of our airplanes. Admitted, these were Apollo GX-60s (which at the time were pretty hot stuff), but as the King 89b and 94b and the Garmin 430 and 530 came along, the fleet upgrade was in full swing. New Archers, 172SPs, Mooneys, and finally Cirruses arrived. With these additions, came a subtle change in documentation and rules that this column will make less subtle and more blatant.

For those of you with long memories or a love of history, a similar change took place about 40 years ago. Back in the 1950s, the POH of most airplanes was a 20-page pamphlet of creative writing that had little to do with reality. By the mid-1970s, most POHs were of a standard form, were more procedurally oriented, and were far more useful in actual performance calculations. (Although in many cases you still can’t find anywhere in the POH what the minimum oil level is.) As avionics and features became more complex, Section 9 of the POH (Supplements) began to grow. Now some of the additional equipment is so complex that a mere supplement isn’t enough, and the actual POH for the GPS, the Primary Flight Display, or the Autopilot is in the plane.

Better than that (or worse, depending upon whether someone has walked off with it), the avionics POH is required equipment, and must be in the airplane or it isn’t legal or airworthy. If you check the POH of a Cirrus, you’ll see that the S-TEC 55 Autopilot POH, the Avidyne FlightMax (MFD) Pilot’s Guide, Garmin 430 Pilot’s Guide and Reference, and Sandel Avionics Navigation Display Pilot’s Guide or the Avidyne PFD POH (depending upon how the plane is equipped) are all required equipment, and without them the airplane must be grounded. Similar restrictions apply to most of the airplanes with the newer avionics. For example, the new Cessna Turbo 206 (which in most respects is a 172 on steroids) requires the King KLN-94 GPS Pilot’s Guide to be available to the pilot during IFR operations using the GPS. In addition, the 550 MFD manual and the Stormscope manual must be available if using the Stormscope. If they aren’t in the plane, quite simply, you’re not legal. A squawk is in order – not just a condition report, if any of these POHs are missing; that’s a groundable item, and the West Valley staff needs to know immediately.

The way in which these airplanes are flown is also different, and the differences show up particularly when it’s time to land. In a Cessna 152 or 172, or an Archer or Warrior, or a Citabria (which have anything but laminar flow wings), one can do a full stall landing even in a crosswind. One can even apply that technique to landings all the way up to Saratogas, and 210s, though it isn’t the best way to land them. However, when landing a Malibu, a Mooney, or a Cirrus, a full stall landing will result in consequences unplanned, and undesired. This is especially true in crosswinds. When an airplane with a laminar flow wing approaches stall the wing continues to provide lift for a long time, but when it’s done flying, it’s DONE. A landing that is about a foot high will result in a more severe drop in a laminar flow plane than in the other planes in our club. Also, in a crosswind, the uphill wing can easily stall first, dropping rapidly to the runway, causing damage and even ground looping. Cirrus actually recommends landing with no more than 5 degrees nose up, and going around if the pitch angle exceeds 7 degrees. A 10 degree nose up angle will likely result in a tail strike. You even need dual instruction in closing the doors! Otherwise the pins get bent, start mucking up the airplane’s finish, and can even result in the pilot getting stuck inside the plane.

There are different normal and emergency procedures for these planes, as well. In the Cirrus, for example, the failure of the Primary Flight Display can’t just be treated like a partial panel exercise in an older plane. The PFD must be completely disabled by pulling two circuit breakers that you may not be able to see. And, in many of the newer airplanes, the autopilot supplement or the autopilot POH calls out the autopilot preflight as mandatory if it is to be used in flight.

The list of no-go items is different on these newer planes as well. On the Cirrus SR-22, if the aileron gap seals are missing, or if either of the vortex generators near the wing roots is missing, the plane can’t be flown. On each of the Cirrus models, spider-web cracks in the finish are no-go items

The point of this article is that although there are many similarities between the newer planes and what we’ve been used to flying, there are enough differences that a more thorough study of the POH, supplements and the other pilot’s guides and handbooks is in order. Only then can you be certain that your flight is both legal and safe. The new phase check packet for the Cirrus captures these differences, and forces the otherwise well-prepared pilot to scramble for answers he or she needs to know.

This really is NOT your father’s airplane. Unless you’re really lucky, I guess, in which case he may let you fly it.

There’s lots coming up as we ease into Spring weather. If you’d like to meet other members, get more involved in the club, and have a great time doing it, you should consider volunteering to help with an activity. Contact the committee at activities@wvfc.org, or just show up at our April meeting – April 13, 6:00 pm at the club’s Palo Alto location. In addition, the club’s Marketing and Member Steering Committees, as well as the Bay Area Chapter of Women in Aviation International, continue to meet monthly at the club. If you are interested in participating in any of these groups, please contact Torea Rodriguez at globug@mac.com.

**Aircraft Tax Seminar – 03 April 09:00, Palo Alto**
Learn from the best. Mel Steiner, former Board Chair and current IRS trainer will be at the Palo Alto facility April 3 from 9:00 am to Noon to give anyone interested - and there will be many - his famous aircraft ownership tax seminar. Anyone who either owns an aircraft or is considering it should attend this event. Please arrive early. In addition, post Mel's talk, Josh Smith will give a brief synopsis of having aircraft on line at WVFC, and several aircraft manufacturers and financial people will be on hand to discuss the purchase process.

**Cessna T206H Stationair Seminar – 06 April 19:00, Palo Alto**
Many members have asked about getting more 6-seater aircraft on line. Guess what - the club now has an "as new" T206. This seminar will give members a chance to find out more about this great 6-seater. The seminar will be presented by Scott Stauter, FAA Gold Seal CFI, and veteran WVFC Instructor. It will cover the essentials of the T206, and go over the extensive avionics and systems including King KLN94 Color IFR GPS, KMD 550 Multi-function display, WX500 stormscope and other features of this airplane. The seminar will also cover basic high performance, fuel injected, turbocharged operations - specifically with respect to the T206 - and the use of its engine monitoring equipment, JPI EDM 500; its KAP 140 auto pilot; and its built-in oxygen, all of which will give you a great start in getting your ground review form filled in, and get you well on the way to being checked out in this excellent touring airplane in time for the summer. There is no need to register. Just show up at 7:00 pm, Tuesday April 6 at WVFC Palo Alto. Of course, RSVP'ing to scott_s@ix.netcom.com will ensure that we don't run short on donuts...

**PAO Tower Tour - 13 April 18:00**
We had more interest than space available in February. Please join us for another Tower Tour. The controllers enjoy the company and the visitors get a first hand feel for what goes on in the tower and how flight coordination is done. It's fun (and enlightening) to sit back and watch them when they get busy, or to linger when it's slow and get them to tell you their favorite near-catastrophe stories. These are non-structured visits open to all West Valley members who are US Citizens. Please send an email to Jim Roach (kunafloat@yahoo.com) if you would like to go.

**WVFC Quarterly Open Board Meeting – 21 April 19:00, Palo Alto**
Please note that the date for this quarter’s open meeting has been changed from April 20 to April 21 to accommodate schedule conflicts with multiple board members. Topics will include upcoming elections, a financial update, strategic direction of the club, and more. It’s your club… come participate!

**Pacific Coast Dream Machines Show - 25 April - HAF**
The 14th Annual Pacific Coast Dream Machines Show, a massive and awe-inspiring showcase of motorized mechanical marvels from throughout the 20th and 21st centuries – attractions include a Messerschmidtt-109 World War II German fighter, an F/A-18 Hornet fighter/bomber used by the U.S. military in the Iraq War, and a remarkable exhibit of automobiles and motorcycles of every style and era. Displays include autos ranging from hot rods, customs, low riders, street machines and muscle cars to fanciful touring, luxury, and sports cars; also warbirds, classic and homebuilt aircraft, tricked out trucks and motorcycles, model-T fire engines, military tanks, one-of-a-kind gas and steam-powered engines and tractors, helicopter and bi-plane rides, a Tractor/Truck Pull, kid’s amusements, food, and live music featuring blues legend Terry Davis and Celtic folk band Claddagh – to benefit the Coastside Adult Day Health Center.

**Tailwheel Transition Skills Clinic - 01 May 10:00 Palo Alto**
Following the 21 April Safety Seminar, "Top Ten Reasons You Should Get Your Tailwheel Endorsement," WVFC is hosting its first Skills Clinic of 2004. And shockingly enough, its a Tailwheel Transition! We will start the day off with an hour of ground that will count towards your transition endorsement instruction. The ground session will be an introductory curriculum for the start of your transition. In the afternoon, we will pair up students with CFIs and tailwheel aircraft. You will then get your first hour flight for your transition and be well on your way to becoming a taildragger pilot. For folks who participate in the Skills Clinic on the 1st of May, you will qualify for a special reduced rate on select aircraft rental for your transition. Some CFI's are willing to offer reduced rates for the transition training as well. What better time to start the transition, just in time for those summer trips cruisin' the coast in a classic. And if nothing else, that Stearman is coming online and you will want your transition for that great bird!! To RSVP, please send an email to Torea Rodriguez (globug@mac.com).

How to Kill An Engine
April 14, 7:00 – 8:30 pm, WVFC - PAO
Presented by: Kevin Pinger, FAA IA, West Valley Director of Maintenance

Everything you've always wanted to know about engine management. How to preflight, start, run up, operate, and shut down an aircraft engine. We'll discuss leaning strategies, tricks you can you use to troubleshoot engine problems, and techniques you can use to improve engine life.

Kevin Pinger is an FAA IA and holds a Bachelor's Degree in Aircraft Maintenance Engineering from Northrop University. He is currently the club's Director of Maintenance. He previously worked at McDonald Douglas for seven years and at General Electric's Turbine Division for six years. While at GE he had the opportunity to work on both Air Force Ones. He also lived in Alaska for 15 years, where he learned the real nuts and bolts of general aviation maintenance.

Tailwheel Transition
April 21, 7:00 – 8:30 pm, WVFC - SQL
Presented by: Nick Ulman, CFI, CFII, MEI

Tailwheel airplanes offer an exciting challenge for all pilots. If you are at all curious about learning to fly with the small wheel behind you, be sure to attend this seminar. Nick will talk about the characteristics of tailwheel airplanes that distinguish them from tricycle gear airplanes. The "Top Ten Reasons You Should Get Your Tailwheel Endorsement" will also be revealed! This seminar will be followed by a tailwheel skills development clinic at PAO on May 1.

Nick Ulman is a flight instructor at West Valley Flying Club and was the WVFC CFI of the Year for 2003. One of his specialties is tailwheel transition training. He holds Instrument Instructor, and Multi Engine Instructor, Sea Plane, and Helicopter ratings.

Let me introduce myself. I am not much of a critic, nor am I a high nosed snob of Continental Cuisine. What I am is a consumer, and a consumer who likes to eat out a lot. I love the greasy spoon as much as I love 5-star elegance. What I look for is whether the experience was what I expected, whether the food and service match the price and atmosphere, and whether I would go back. Starting this month I will review some of the many diverse airport dining experiences available to us as pilots.

First on the list is Havana Yacht Club, located on the San Carlos airport property right next to the Hiller Aviation Museum. Havana Yacht Club took over the old Houlihan’s location after Houlihan’s did an exit-stage-left in the middle of the night.

My companion and I were excited to try out the new local establishment, and the first impression promised not to disappoint. The warm Cuban decor pays appropriate respects to Hemingway, who did much of his drinking at the original Havana yacht club in the 1940s. There was an enthusiastic greeting from the host, followed by prompt attention and seating within a few minutes. The food started off impressively with a delicious calamari hors d’oeuvres, but it was all downhill from there. The restaurant has a limited menu of what you could call nouveau seafood cuisine. Prices are high, and portions are small. Drinks are the same. Our waiter made up for this by providing the slowest service possible.

At one point we were asked if we were ready for our meal. I appreciated the question, and think in general that it’s a fine idea to let the customer establish the pace. Once our desire to eat the food we’d ordered was clearly established, however, it still took another 45 minutes to actually get it to the table. At that point it would have had to have been pretty spectacular, and our appetites were such that stale foie gras would have been appealing. But the food, when it arrived, was just average. I had the roast duck. My companion had the Sea Bass. Upon receiving the $100 price tag, I’m sorry to say that the experience was simply not worth it.

I supplied the manager with constructive feedback to give him a chance to make up for the negative dining experience, but this seemed to fall on deaf ears. Oh well. Roger Wilco gives Havana Yacht Club a sad thumbs down. If you have any thoughts on this please feel free to email them to rogerwilco@wvfc.org. This is Roger Wilco – Over and Out.

The club currently has three ground schools in process or starting soon. You may join any ground school mid-session. These courses are open to anyone. Membership at WVFC is not required, so feel free to invite along a non-member friend or acquaintance who is also interested in learning how to fly.

**Instrument Ground School meets Tuesday evenings from 6:30 to 9:00 pm at PAO with instructor Linda Monahan. The cost is a $200, one-time fee; you may then re-attend this Instrument Ground School as often as you like. Current session started March 9. Contact Linda by email at lindajmonahan@hotmail.com.

**PAO Private Pilot Ground School meets Thursdays from 6:30 pm with instructor Kyp Kypta. The cost for the course is a once-only charge of $100, after which you may attend any and all sessions as often as you like. Current session began March 4. Contact Kyp by email at lkypta@earthlink.net.

**SQL Private Pilot Ground School meets Tuesdays from 6:30 to 9:00 pm with instructors Molly Davis and Lindsay Hanson. The cost is $200. Next session begins April 6. For information, contact Molly Davis by email at molly_s_davis@hotmail.com; or Lindsay Hanson at linsgrins@hotmail.com.