Clearing the runway

The Chicago Glider Club currently owns 4 sailplanes and 2 towplanes.  We operate an "all glass" fleet, something very few clubs if any can claim in the USA. All club aircraft are very well maintained by CGC members and are always kept in the club's two hangars.

The club is constantly reviewing it's equipment needs as member needs change and as equipment ages. This review has lead to the club replacing sailplanes in the past few years; for example, the Duo Discus was purchased in 1999 to replace the Grob Twin Astir that the club had owned for several years, in order to provide a high-performance two-seater as a next step up from the mid-performance ASK-21. More recently, our ASW-24 was replaced by an Discus-CS, and in 2019 our older ASK-21 has been replaced with a new ASK-21B. 

Prior to purchasing the Discus-CS in 2018, the club has owned an ASW-24 in 2008, a Pegasus in 1998; prior to that the club's single seater had been an ASW-19, and before that a Mini-Nimbus, which - being a 15 meter flapped sailplane - made an 'interesting' step up for members graduating from the two-seater ASK-21.

Club Sailplanes

The club now owns three two-place sailplanes:

2 Schleicher ASK-21 sailplanes:  Basic training and checkout is now performed in one of our ASK-21's.

The ASK-21, manufactured by Alexander Schleicher GmbH, is widely used by soaring clubs around the world as an intermediary trainer. CGC's second ASK-21B was purchased new from the factory in the winter of 2019.

Schempp-Hirth Duo Discus: The Duo Discus is quite easy to fly, but it is expected that adequate proficiency in other sailplanes be acquired before soloing. 

The Duo is a high performance 2-seater with 20 meter wingspan, manufactured by Schempp-Hirth GmbH; the club bought it new in 1999 using loans from members, which have since been paid off in full. 

CGC members pay only $20 per hour to fly this glider, which is a fraction of what one would expect to pay at a commercial operation!

The club's single-seat sailplane is a Schempp-Hirth Discus CS

The higher performance Discus CS requires previous flying experience in similar single-place sailplanes and/or getting experience in the ASK-21 and the Duo-Discus.

Club Towplanes

235 hp Pawnee

180 hp Christen Husky

During the winter months skis are often installed on the Husky towplane. It is then used for pilot proficiency and winter glider tows. The Super Cub shown on skis has been replaced, but it does show the club's runway covered with snow.

Privately-Owned Sailplanes

Many members own their own sailplanes and base them at the CGC gliderport. A trailer tie-down area for private ships is provided with sufficient space that ships can be assembled without moving the trailers.

The number of private sailplanes, which tend to be higher performance, cross-country type ships, on the field varies from 15 to 20, and currently includes one or more of the following:

  • ASW-24
  • ASW-27
  • ASW-28
  • ASG-29
  • ASH-31
  • LS-3a
  • LS-8
  • Discus CS
  • Discus 2C FES
  • Ventus 2
  • PIK-20E
  • KA-6CR
  • DG 400
  • Libelle 301
  • Std. Libelle 201B
  • Std. Cirrus
  • LAK 17b FES
  • Lak Mini FES
  • SZD-55


ASK 21 in hangar   
 ASK 21 in flight  
 Duo Discus in hangar  
 Duo Discus on runway  
Pawnee 2  



Rules of the Northern

Illinois Soaring


Sponsored by the Chicagoland Glider Council Inc.

Updated: April 26, 2017


Northern Illinois Soaring Contest Rule Changes as of April 2017

1.     Any day on which three pilots fly a handicapped distance of 40 statute miles will be treated as a contest day.  Turnpoints are any public-use airport on the sectional chart in Illinois, Wisconsin, Indiana or Iowa and those RLAs listed on the Worldwide Soaring Turnpoint Exchange for the contest. The contest data base can be downloaded in a wide range of formats from that source. SSA glider handicaps will be used.  The contest will be scored using the SSA’s Winscore program.

2.     Tasks may be declared in advance or not.  If a pilot declares a task in advance (by radio or posted announcement at the take off airport), a 10% bonus will apply in recognition of the increased difficulty of flying a declared task. Pilots need to inform the scorer (This email address is being protected from spambots. You need JavaScript enabled to view it.) if they flew a pre-defined task.  Tasks may be of any type recognized in the SSA regional sports class soaring rules (“SSA Rules”):

A.     Assigned tasks with mandatory turn-points and no time limit, although minimum time will be one-hour if no other period is declared;
B.     MAT (modified assigned task) tasks consisting of a series of assigned turn-points that must be flown in order, but the series may be cut short by returning to the finish and will be scored as completed tasks; a time minimum task time may be included (also with any declared time or the default 1-hour period); or

C.     Turn area tasks with a set time or the default duration of 1hour, and defined turn-points with a defined radius for each as specified in the declaration (turn areas, the and finish must not overlap and must be separated by at least two statute miles).

3.     While a scoring formula providing, in effect, a bonus for longer flights makes sense in terms of recognizing the increased difficulty of longer tasks, applying the bonus may be discouraging flights in club gliders that must be shared since pilots may not feel competitive.  Therefore, the bonus will be eliminated.
4.    Although the default time will be one hour, pilots are encouraged to declare longer time periods if glider availability is not a factor. 
5.     The start cylinder will be 2 statute miles in radius centered on any of the starting airports (Chicago Glider Club, Hinckley, Dacy or Sky Soaring).  The top of the cylinder will be the lower of 4,500’ MSL or 500’ below clouds if clouds are present.  The finish cylinder will be 1 mile in radius centered on the same airport from which the flight began.  The floor of the finish cylinder will be 1,500’ MSL.  The penalty for low finishes as provided in the SSA Regional Sports Class Rules will apply to finishes below that altitude.  A pilot can start the task by thermaling through the top of the cylinder.

6.     Scores will be computed using the SSA Rules.  Scores will be tallied on a monthly basis.  There will be a monthly winner each month from April through October.  A month will count for purpose of determining a monthly winner as long as at least three pilots each fly at least two contest days in the month.
7.     Scores will also be maintained on a cumulative basis for the year and the pilot with the best score for the year will be recognized at the end of the season.  The contest will start on April 1 and end on October 31. 
8.     Pilots must submit the flight log to the scorer in a format that can be read by the SSA Winscore software, with a statement of the turnpoints claimed and the definition of the task, and with a statement as to whether it was declared in advance. Because Winscore requires the total weight of the aircraft, pilot and equipment, pilots must provide that weight with the first flight log submitted and advise the scorer of any revision of more than 10 pounds during the course of the season. Winscore adjusts the standard handicaps based on weight.

9.    As in past years, pilots may carry water ballast in NISC contest flights. All pilots who take off with water will be scored as if all the water on board at takeoff was carried throughout the flight. When submitting flight logs for scoring, pilots are required to inform the scorer of the weight of the water on board (both in the wings and in any tail ballast containers) and of the revised weight of the glider at takeoff with water. (Winscore adjust handicaps based on glider weight. The adjustments can be significant. As an example, an ASG-29 with a light pilot and no water will weight about 803 pounds. The same glider with a pilot 60 pounds heavier and carrying 30 gallons of water will weight about 1103 lbs. Winscore calculates -- and we will apply -- a handicap of .8582 for the first pilot and .8075 for the second pilot.) Pilots should familiarize themselves with safety and handling issues for their glider before carrying water. For pilots without extensive experience flying with water in the model of glider used for NISC contest flights, careful review of the applicable provisions of the Pilot's Operating Handbook or other manufacturer information and of all applicable limitations relating to operating with water ballast is recommended – as is a discussion with an instructor experienced in flying with water ballast in similar gliders. As in all aspects of NISC flying, the pilot is solely responsible for the safety of his or her flight and for complying with all regulatory and POH requirements.

10.     If not otherwise provided in the NISC rules, the 2017 SSA Regional Sports Class Rules will apply.  All pilots will be responsible for their own flight decisions and for compliance with the Federal Aviation Regulations. Any complaints or protests may be sent to the scorer who will resolve them, unless he is involved in the matter, in which case it will be referred to a neutral and experienced contest pilot for decision.

11.    By submitting a log for scoring or otherwise participating in the contest, a pilot agrees to be bound by the release of liability set out in full in complete rules.


Basic safety issues:


Don’t count on RLAs to be landable, especially for gliders! RLAs are often narrow. They can be misplaced on the map and databases. Some may have reverted to crops or become housing developments. Others are not often mowed or maintained, and may present a hazard due to high grass or potholes. RLA conditions can change over the course of the season. RLAs are private property. The Northern Illinois database carefully distinguishes between "airport" and "private". "Airports" are public use airports, and their location and landabilty is much more reliable. Fields with the "private" or "landable" attribute (depending on software) are RLAs, and subject to the above unreliability.


This warning includes such fields used as turnpoints.

Chicago airspace is very congested. Power planes are not looking for gliders, especially away from airports, and gliders are very hard to see. We strongly suggest that you purchase and install a transponder and/or a passive traffic avoidance device (zaon mrx) or power flarm. In any case, keep a sharp lookout. It is a good practice to occasionally take some turns on long glides so you can see behind you.

When possible, plan your flights to take you away from common approach routes, class B and C airspace, and the 30 nm Class B veil. Be aware of airways (the blue lines on sectionals) and VORs, and anticipate power traffic on airways and in the vicinity of VORs.


All pilots are required to comply with FARs, including cloud clearance and visibility requirements. You must wear a parachute on NISC flights.


Be careful around parachute operations, especially Skydive Chicago, Rochelle, and Beloit. Monitor their frequency when nearby. Parachute operations communicate with Chicago Center before jumps, so they know you're there but they don't know your intentions. Talking to the parachute operator is a good idea.  Note:  Skydive Chicago is not a permissible turnpoint.  This rule has been adopted to discourage NISC flying in the area of that airport


The most common source of problems in cross country flying is putting off the decision to land in a field until too late, and as a result not doing a proper field inspection and pattern. Commit in advance of every flight that you will not make this mistake. Expect a scolding from the scorer if your trace shows a straight-in landing to a field at low speed, and points penalties for repeated violations.


Unlike SSA contests, there is no contest management to check weather and airspace (NOTAMs, TFRs, etc.). Each pilot must take responsibility to obtain this necessary informaton. Don't assume that because you hear others on the radio that they have done so.


Ask for help. Any of the NISC pilots at your airport will be delighted to guide you through the rules and procedures.


Please read the full rules for more information by clicking on the link below ("pdf").

Competition Rules

The complete competition rules can be viewed as a pdf that can be downloaded and printed.

Results for 2018: 2018 Results

Below are the results from previous years (in Excel format).


Previous Winners

The Northern Illinois Soaring Championships is a sports class contest. It has been won by pilots flying everything from a 1-26 to a Ventus. The top 8 daily scores (8000 points max) are counted each year. If not enough contestants fly, then some years have a lower possible maximum score (see rules for complete details). The winner is awarded a traveling plaque to hold for 1 year. The top 3 finishers from the previous contest are listed in order along with their aircraft and their point total/maximum possible points. Congratulations to all the previous winners of this contest.

 The following list of winners will be brought up to date.

Year Participants Place Pilot Sailplane Points
2018 11 1 Mike Shakman ASG-29-18 6272
2 Bob Spitz ASW-28 4737
3 Hubert Elsen ASW-24 2623
2017 16 1 Herb Kilian ASG-29-18 7881
2 Mike Shakman ASG-29-18 7743
3 Mark Akerley ASW-27 6940
2016 19 1 Herb Kilian LS8-15 7187
2 Mike Shakman ASG29-15 6627
3 Mark Akerley ASW-27 3860
2013 28 1 Herb Kilian LS8-15 8000
2 Mike Shakman ASG29-15 7720
3 Hubert Elsen ASW-24 6937
2012 24 1 Herb Kilian LS8-15 8000 (11 x 1000-day)
2 John Cochrane ASW-27 8000 (10 x 1000-day)
3 Mike Shakman ASG29-15 7400
2011 19 1 Herb Kilian LS8-15 8000
2 John Cochrane ASW-27 7938
3 Mike Shakman ASG29-15 7585
2010 16 1 Herb Kilian LS8-15 8000
2 Mike Shakman ASG29-18 7355
3 Bob Spitz ASW-28 6945
2009 21 1 John Cochrane ASW-27 8000
2 Herb Kilian LS8-15 7992
3 Bob Spitz ASW-28 7095
2008 25 1 John Cochrane ASW-27 8000 (10 x 1000-day)
2 Herb Kilian LS8-15 8000 (8 x 1000-day)
3 Bob Macys Ventus 2B 7965
2007 22 1 John Cochrane ASW-27 8000
2 Herb Kilian LS8-15 7769
3 Neal Ridenour ASW-27 7691
2006 19 1 Mike Shakman ASW-24 7775
2 Herb Kilian LS8 7584
3 Motti Pikelny Ventus 7513
2005 16 1 John Cochrane ASW-27 7928
2 Herb Kilian LS8 7875
3 Mike Shakman ASW-24 7871
2004   1 ? ? ?
2 ? ? ?
3 ? ? ?
2003 18 1 Herb Kilian LS8 7987
2 John Cochrane ASW-27 7931
3 Mike Shakman ASW-24 7728
2002 13 1 John Cochrane ASW-27 8000
2 Mike Shakman ASW-24 7796
3 Jeff Russell LS 4 7784
2001 16 1 Mike Shakman ASW-24 7693
2 Neal Ridenour ASW-27 7543
3 Bob Macys Ventus 2B 7526
2000 15 1 Duane Eisenbeiss Discus 7972
2 Mike Shakman ASW-24 7745
3 Don Kroesch Genesis 2 7684
1999 22 1 John Cochrane Discus CS 7719
2 Rudy Kunda ASW-27 7618
3 Bob Macys Ventus 7576
1998 20 1 John Cochrane Discus CS 7795
2 Rudy Kunda ASW-27 7766
3 Nigel Cripps DG-303 7536
1997 28 1 Neal Ridenour Mini Nimbus 7791
2 Rudy Kunda Pegasus 7743
3 Bob Quas SGS1-26D 7524
1996 21 1 John Cochrane Pegasus 7849
2 Kevin Hobbs Std Cirrus 7474
3 Rudy Kunda Pegasus 7354
1995 25 1 Kevin Hobbs Std Cirrus 8000
2 John Cochrane Pegasus 7770
3 Bob Quas SGS1-26D 7752
1994 20 1 John Cochrane Pegasus 7898
2 Rudy Kunda Pegasus 7642
3 Mark Akerley LS-1 7544
1993 10 1 Mike Shakman Pegasus 4604
2 Rudy Kunda Pegasus 4550
3 Bob Macys Mini Nimbus 3792
1992 17 1 Rudy Kunda Pegasus 7786
2 Neal Ridenour Mini Nimbus 7617
3 Bob Macys Mini Nimbus 7579
1991 18 1 Bob Quas SGS1-26 D 8000
2 Rudy Kunda Pegasus 7777
3 Neal Ridenour Mini Nimbus 7685
1990 12 1 Duane Eisenbeiss Discus 4000
2 Bob Macys Mini Nimbus 3774
3 Mike Shakman Pegasus 3471
1989 12 1 Bob Macys Mini Nimbus 7156
2 Mike Shakman Pegasus 6890
3 Rudy Kunda Pegasus 6883

The Chicago Glider Club address is:

Chicago Glider Club
26045 W Airport Road,
Minooka, IL 60447

The clubhouse telephone is: 815-467-9861.

Please note that the telephone is unattended when no members are present at the clubhouse, and messages cannot be recorded.

The webmaster can be contacted at: This email address is being protected from spambots. You need JavaScript enabled to view it.

The best way to make contact with the club is by email to the This email address is being protected from spambots. You need JavaScript enabled to view it..  See the Board of Directors page for additional contacts.

Individual members' contact information is not publicly available on this website, however club members can find this information by logging on and then selecting the Member List menu command.

For maps and directions, see the Directions page.

Pay your CGC bill using either a PayPal or Credit Card Account here:


Please note: There is a service charge associated with this method of payment from 2.9% to 6.0% depending on if you use PayPal or a credit card.  This service charge will be charged to the member, in addition to the billed amount, for the convenience of using this payment method.  There are no service charges when using a check thru the mail.

The Chicago Glider Club has an active membership of about 80 pilots involved in all aspects of the sport, from instruction through to participation in local, Regional and National soaring contests.

Founded in 1953, we own and manage all of our facilities: our grass runway, hangars and clubhouse were all constructed - and are now maintained - by dedicated and highly proficient members who take pride in the club.

We own a fleet of high quality sailplanes and towplanes that provide economical soaring to club members; many members also own their own sailplanes and base them at the CGC gliderport.

CGC 500K Club

The following members have made a cross-country soaring flight of at least 500 km from the Chicago Glider Club's normal field of operation:
Name Distance Date Glider
Robert F. Hupe 330 Miles - Free Distance Aug 20, 1961 Ka-6 
Harold Jensen 435 Miles - Free Distance April 14, 1962 LO-150
Richard W. Hawker 344 Miles - Free Distance May 24, 1962 Ka-6 CR 
Dr. Hartmut Schmidt 314 Miles - Free Distance May 18, 1963 Ka-6 CR
Dale S. May 367 Miles - Free Distance May 22, 1963 Fauvette 905
Neal H. Ridenour 360 Miles - Free Distance April 14, 1964 Prue Super Standard
John C. Slack 355 Miles - Free Distance April 14, 1964 LO-150
Michael S. Greenwald 337 Miles - Free Distance July 4, 1967 Ka-6 BR
Ward Hubbard 322 Miles - Free Distance April 18, 1974 Libelle
E. G. Hammond 325 Miles - Incomplete Triangle June 27, 1974 HP-11
Robet Spitz 325 Miles - Incomplete Triangle July 17, 1976 ASW-19
Lance Flynn 320 Miles - Triangle May 4, 1980 Standard Cirrus
Ronald Ridenour 320 Miles - Triangle May 4, 1980 Mini-Nimbus
Robert Macys 316 Miles - Triangle May 25, 1985 Mini-Nimbus
Gernot Neubauer 318 Miles - Free Distance June 27, 1987 ASW-20
Gene Hammond 324 Miles - Triangle June 23, 2001 ASW-20
Bob Macys 315 Miles - Triangle June 23, 2001 Ventus 2B
Don Kroesch 329 Miles - Triangle June 23, 2001 Genesis 2
John Cochrane 338 Miles - Multiple Turn Points June 28, 2005 ASW-27
John Cochrane 364 Miles - Multiple Turn Points June 30, 2005 ASW-27

Boom-a-Rang Contest

The Boom-A-Rang contest is a task set in the shape of a boomerang. It starts at the club field and goes to TP1, back to the club field, then on to TP2, with a finish at the club field (hopefully). TP1 and TP2 are defined on the contest day in relation to the weather. This task is held in conjunction with the club's annual Pig Roast. Since this event is held in late September to early October, the task distance is usually rather short (35-50 miles). The following members have won the annual Boom-A-Rang contest. The speed listed is a handicap speed using the SSA Handicap list.
Year Name Speed
1973 Ward Hubbard Unknown
1974 Neal Ridenour Unknown
1975 Burt Meyer Unknown
1976 Robert Spitz 60.3 MPH
1977 No Contest
1978 Burt Meyer 49.3 MPH
1979 Duane Eisenbeiss 33.7 MPH
1980 E. G. Hammond 50.9 MPH 
1981 Robert Spitz 35.2 MPH 
1982 E. G. Hammond 49.8 MPH 
1983 Ronald Ridenour 53.1 MPH 
1984 No Contest
1985 No Contest
1986 Robert Macys 35.9 MPH 
1987 Neal Ridenour 45.0 MPH 
1988 No Contest
1989 Burt Meyer Unknown
1990 E. G. Hammond 48.7 MPH 
1991 Ronald Ridenour 45.2 MPH 
1992 Ronald Ridenour 48.7 MPH 
1993 Duane Eisenbeiss 45.1 MPH 
1994 No Contest
1995 Duane Eisenbeiss 38.6 MPH 
1996 John Cochrane 41.0 MPH 
1997 Duane Eisenbeiss 48.0 MPH 
1998 Don Kroesch 65.6 MPH 
1999 Nigel Cripps 45.7 MPH 
2000 Mike Shakman 62.8 MPH 
2001 Mike Shakman 50.2 MPH 
2002 John Cochrane 42.1 MPH 
2003 Jeff Russell 55.2 MPH 
2004 Tim Gossfeld 54.7 MPH 
2005 Ron Ridenour 37.4 MPH 
2006 Bob Spitz 35.5 MPH 
2007 Roderic Read 57.0 MPH 
2008 Ron Ridenour 56.0 MPH
2009 Roderic Read 63.4 MPH
2010 Kevin Hobbs 57.7 MPH 

The club owns its own grass runway, two large hangers, a clubhouse, and a large grass area for trailer tie-down and sailplane assembly. The clubhouse has a large general area, two rest rooms with showers, and a kitchen.

Construction of the runway, clubhouse, and hangers was accomplished by volunteer workers from the membership. The only professional help used was to pour the concrete for the large hanger and clubhouse floors.

CGC Runway 
The runway is a grass strip about 300 feet wide and about 1800 feet long with an east-west orientation. On the north side of the property near the east end is the fully equipped clubhouse and 2 hangers.  CGC clubhouse
Adjacent to the east side of the hangers is a large grass area used for trailer tie-down and sailplane assembly.  CGC tie down
The inside of the clubhouse has a large general area, two restrooms with showers, and a fully equipped kitchen.  CGC inside clubhouse

The Chicago Glider Club was formed in 1953, as evidenced by this announcement that our local historian Simine Short found in the National Soaring Museum in 1998.

As described in the announcement (see text below the illustration), CGC was formed by a small group of members from the Chicagoland Glider Council, which had already been in existence since 1937.



The Chicago Glider Club is not to be confused with the Chicagoland Glider Council. It is composed of members of the Council who wish to actively participate in the flying of gliders Those who are now activating the organization are as follows: 

	Mr. and Mrs. James Ducy			Julian Hall
	Cyril Rogers				Millard Wells
	Bob Mouroski				Allen Schultz
	Joe Trefney				George Ott
	Richard Hawker				Sue Yager
	Pat Heraeg				Bernie Mossberg

The Club has been formed around a Schweitzer TG3 owned by Bob Mouroski and Joe Trefney. The Chicagoland Glider Council and the Chicago Glider Club both wish to extend their gratitude to both of these men for making this ship available to them. 

The purpose of this Club is to encourage the art of soaring flight in the Chicagoland area. The Council is most pleased with the interest and enthusiasm with which this new venture has been met. If this Club is as successful as it promises to be, other gliders will undoubtedly be made available under this plan for all those who wish to fly them.