PROPWASH. EAA Chapter 766 March Sheboygan County Memorial Airport - KSBM

Transcription

1 PROPWASH EAA Chapter 766 March 2018 March Meeting Members and visitors are encouraged to attend the March 19 meeting. At 6 pm Hanger Talk will begin and lunch will be served. Please bring a dish to pass. Chapter President, Dave Rudd, will start the meeting at 7 pm. Chris R. will follow with the introduction of an interesting program. Board of Directors President: Dave Rudd Vice President: Ralph Cowin Treasurer: Jim Fintelmann Secretary: Kyle Hokel Membership: Luiz Cordeiro Young Eagles: Bridgett Neu Activities: Glenn Valenstein Programs: Chris Roenitz Newsletter: Bruce Becker AHC Representative: Dave Rudd Sheboygan County Memorial Airport - KSBM Elevation ft. CTAF/UNICOM Pattern Altitude ft. Wind Indicator Yes Runway 4 / 22 Runway 13 / 31 Dimensions 6800 x 100 ft. Dimensions 5002 x 75 ft. Surface Concrete - grooved Surface Asphalt Traffic Pattern Left Traffic Pattern Left FBO, Fuel Providers and Ground Support - Burrows Aviation Airplane Maintenance - Airworthy Aviation (Mike and Troy) Please like EAA Chapter 766 Sheboygan Falls WI

2 Events at EAA Chapter 766 and AHC Monday March 5, IMC Club Meeting 6:30 pm Tony Kolar, CFII and Dave Rudd, IMC Club Coordinator Monday March 19, Membership Meeting Hanger talk at 6 pm, meeting at 7 pm with a program to follow Saturday April 7, 2018 Youth Aviation Adventure Day Volunteers are needed June 17, 2018 Wings and Wheels (EAA Chapter 766) Public welcome to experience aviation up close July 20-22, Great Air Clinic (T-28s, Jets and more!) September 22, 2018 Youth Aviation Adventure Day Volunteers are needed EAA Chapter 766 Membership Dues for 2018 The 2018 membership renewal of $20 is required at this time to remain a member of the EAA Chapter 766 of Sheboygan County. The dues may be hand-delivered at the monthly membership meeting or may be mailed in a timely manner to EAA Chapter 766 N6191 Resource Dr. Sheboygan Falls, WI ATTN: Luiz Cordeiro. Thank you Luiz for doing an outstanding job as Membership Director. Aviation Items for Sale Anyone who has Aviation items for sale or are looking for certain aviation items should the Newsletter Editor at pay4wardnow@gmail.com by September 25. A short description of the item including a photo (jpeg) would be appreciated. Page 2

3 Fly by Night presentation by Andy Miller of AOPA On February 7, 2018, the AOPA Great Lakes Ambassador, Andy Miller, presented Fly by Night. The 42 attendees included pilots, student pilots and guests. The pros and cons of ATC privatization were discussed. It was noted that pilots need to contact their people in congress to help with this decision. A comparison of night flying to daytime flying brought forth some positive and negative thoughts. The positive thoughts were better performance, lower collision and less turbulence to name a few. The negative side included clouds are not visible, optical illusions, problems are amplified and human s nocturnal attribute. Night VFR follows the FAR rules: 3 take off and landings within 90 days before flight. The PIC should also become familiar with the plane during the day before attempting night flight. As always, the PIC is ultimately responsible. The PIC should know his or her personal minimums which includes risk tolerance. The AOPA has a Personal Minimums Contract at the AOPA website which would help with this. Two case studies involved pilots that flew the same plane and route fine during the daylight hours but became disoriented during night flight. Both flights ended in tragedy. The PIC should have considered the Go / No-Go idea. Would an alternative transportation mode have been a better choice in this situation? Lights on the ground and in the air play a huge factor in night flight. Would it be better to fly a straight course from A to B at night without any ground lights or would it be better to follow the highways with lights and cities in between? The second choice made more sense. It was also suggested to view a destination airport with Google Earth to visualize the landing. Page 3

4 Fly by Night presentation continued The VFR Charts include: MEF (Maximum Elevation Figure) Color Coping Tall Towers (have to be below 2000 feet) Wind Farms Two other items discussed were Minimum Vertical Altitude (MVA) and Obstacle Departure Procedures (ODPS). These are not just for IFR but also for VFR. The rule of thumb was stated that a VFR pilot would only last 3 minutes in IFR. This is because VFR pilots need to see the horizon. One of the best places to practice is the Flight Simulator. Sheboygan is fortunate to have the Red Bird Flight Simulator at the Aviation Heritage Center. A basic rule to follow is if a pilot is doing night time VFR, he or she should consider IFR conditions. ATC services were discussed. When a PIC has any questions regarding a flight in route, the ATC people will gladly assist. They would rather hear from you to make sure the airspace is manageable. There is Minimum Safe Altitude Warnings (MSAW) that ATC will provide without requesting them. Page 4

5 EAA Chapter 766 IMC Club The EAA Chapter 766 IMC Club held a safety meeting on February 5, Tony Kolar, CFII and Dave Rudd, IMC Club Coordinator, facilitated the meeting. The monthly question was Can I fly under BasicMed and act as a safety pilot? The simple solution for a BasicMed pilot who wants to act as a safety pilot under FAR (c) without a medical certificate is to meet all currency and qualifications requirements to act as PIC, and to act as PIC during the portions of the flight in simulated instrument conditions. As PIC, your priorities in order are Aviate, Navigate and Communicate. The monthly scenario was Ambushed by Fog. A Beechcraft Model 18 with six pack, no GPS and no onboard weather left South Bend, Indiana (KSBN) on route to Springfield, Ohio (KSGH) in early March at 6 pm. South Bend was reporting 1,700 overcast, 6-mile visibility, light drizzle, temperature 31, dew point 28 and winds 330 at 8 knots. It was noted that the temperature and dew point were only 4 degrees apart which could result in fog. A number of other weather related items came into play including two low pressure areas going through the region. The discussion included: decisions need to be made quickly, have a plan for a VFR weather area and always have a backup plan if the electronics stop working. Was the PIC totally prepared for the flight at this time not knowing all the weather conditions and lacking the proper instruments? Tony reminded everyone that the PIC is ultimately responsible. A good rule to follow: if you need to be somewhere at a specific time, always have a backup plan if you are flying General Aviation. The attendee s skills were tested when copying an IFR release from KSBM. Texting may be coming in the future. Tony suggested viewing the following websites of TRA (Temporary Restricted Area) before flight. The websites and will be essential. To complete a phase of WINGS, the participant needs to complete three Knowledge credits and three Flight credits (not hours). The next IMC Club meeting will be March 5, 2018 at 6:30 pm at the Aviation Heritage Center. Page 5

6 Round Table Discussion at the EAA Chapter 766 On February 19, 2018, the Sheboygan County Airport Manager, Charles Sweet, held an informal round table discussion on the Sheboygan County Airport at the EAA Chapter 766 membership meeting. A number of topics were covered including past, present and future events and projects at the airport. Charles is originally from Illinois, was in the Air Force for four years and held different engineering positions. He continues to run marathons and enjoys time with his child who likes RC planes. Charles switched his major at St. Louis University to Airport Management. One of the main reasons he moved to the Sheboygan area was to be near his family, especially his mother. He feels more comfortable in smaller communities and will soon be living in the Town of Sheboygan. A brief overview of upcoming projects included drainage issues as well as tree removal; both needing DNR approval. The wetland areas are attracting certain birds, which could be dangerous for planes on takeoffs or landings. Resurfacing the GA area, patchwork on 422, parking areas and the airport s central focal point was also discussed. The Rider Cup will attract many people from overseas, so the airport will need a U.S. Customs check point. A potential location at the airport is still under consideration. Members of the EAA Chapter 766 engaged Charles with many questions and suggestions with the informal round table discussion. One of the most notable suggestions was to make the Aviation Heritage Center a focal point for the community and visiting pilots and guests. The group discussed keeping the price of GA low and the corporate prices competitive. The flying club appears to help in keeping the GA cost lower. Page 6

7 Private Pilot Ground School Course at the AHC The Aviation Heritage Center of Wisconsin is proud to offer a Private Pilot ground school course that began January 24, 2018 and will run for six consecutive weeks. The course idea came from the Education committee of the AHCW. The course will be held on Wednesday evenings from 6-9 pm. This is an accelerated course and will be taught by ground school instructors that are members of the Sheboygan Flying Club. The lead instructor for the course is Jonathon Wittman. Currently there are 24 people registered. The AHCW plans to offer additional courses including an instrument ground school in the coming months. Please watch the Aviation Heritage Center of Wisconsin or Friends of the Sheboygan County Airport Facebook pages for more information. Bridgett Neu Coming this year will be a IFR ground school and another Private Pilot ground school course. Saturday Morning Hanger Talk with Coffee at the AHC The EAA Chapter 766 will have Hanger Talk with coffee and sweets every Saturday morning from 9 am to 11 am at the Aviation Heritage Center. Whether you fly-in or drive, everyone is welcome. Page 7

8 Condolences The EAA Chapter 766 expresses condolences to Seth and Brenda Minster. Seth s father, Norman E. Minster, passed away February 16, Norman was active in Sheboygan Turners and the Boy Scouts at an early age. Later he served in the Navy during WWII and earned college credits through the V12 program. Norman became an architect designing many of the local schools and churches. T-33 Nose Section Project Work resumed on the T-33 Nose Section Project on Tuesday, January 9, Kyle H. and Ralph C. refined methods for cosmetic restoration of the wing roots, Dave R. & Randy K. gained access to fuselage damage, while Dave R. & Zeke N. reformed sections using hydraulic pressure. The work continues on Tuesday evenings. If you would like to help with the project, please contact Al S. Al S. The following are photos of the T-33s arrival at AHC. Photos submitted by Ron Kamprath Page 8

9 Aviation History Through Film at the AHC An Educational and Enlightening Journey led by instructor, Dan Miller Second Friday of each month Doors open at 6:30pm Classes begin at 7pm Cost: $2 per night or $20/annually, payable at first session 2018 Aviation Heritage Center of Wisconsin Movie Night Schedule March 10 Rocketeer: A young pilot stumbles onto a prototype jetpack that allows him to become a high flying masked hero. April 14 - Wings of a Warrior: The documentary on the life of the celebrated American fighter pilot Jimmy Doolittle examines his remarkable life and career that includes getting a Congressional Medal of Honor, and advancing the use of various aviation instruments to make flying safer. May 12 Dunkirk: the latest release on the British evacuation of France in June 9 - Silent Wings: From the early race to build gliders to the D-Day invasion at Normandy and Nazi Germany's final surrender, "Silent Wings - The American Glider Pilots of WWII" narrated by Hal Holbrook, reveals the critical role gliders played in World War II offensives. July 14 - Battle Hymn: A classic Korean War movie. True story of the start of the Korean Air Force and the American pilots who helped to form it. August 11 - Gathering of Mustangs and Legends: Documentary interviewing famous ace pilots and the aircraft they flew at an airshow in Columbus, Ohio. September 8 - Flight of the Phoenix: A group of people who survive an aircraft crash in the Gobi Desert and must build a new aircraft out of the old one to escape. October 13 - Gravity: Two astronauts work together to survive after an accident which leaves them alone in space. November 10 - The Blue Max: A young pilot in the German air force of 1918, disliked as lower-class and unchivalrous, tries ambitiously to earn the medal offered for 20 kills. December 8 - Spitfire: The story of Reginald Mitchell, British aircraft designer and the developer of the Spitfire, one of the best-known fighters in World War II. Page 9

10 Winter Flight Submitted by Paul Walter Winter Flight Experience versus Luck (Ice Ice Baby) The occasional audible swoosh of ice departing the propellers and bang of that ice hitting the fuselage provided the only comforting moments of this flight. How did I get here? Countless times when growing up I would look up from the ground at a plane rocketing overhead and wish I was up there; this was the first time while flying that I wished I was on the ground. Would I return to the ground again without incident? In all my years of flying I had never been more in doubt. A classic pilot lesson is that a pilot has two bags: one bag for experience, and the other bag filled with an unknown, but finite amount of luck. Every time pilots fly they must dip into one of the bags, so the goal is to build up the bag of experience before emptying the bag of luck. I try to avoid dipping into my bag of luck, but today I was just hoping it wasn t empty. My IFR flying experience began and was increasing steadily in the early 1990 s. As a project manager for a utility building high voltage power lines in Upper Michigan, I flew the round trip about twice a week from my home in Milwaukee, Wisconsin. With one exception, my little radar equipped, turbocharged Piper Page 10

11 Twin Comanche was well suited for the mission. That one exception was the lackof deice boots. The alcohol propeller system was the plane s only deice capability. The swoosh and bang sounds on this flight assured me that system was keeping the props clear of ice. I had been looking forward to this trip, escaping the cold of the Midwest for island hopping in the warm Bahamas. The plan was a short flight from Milwaukee to Northern Illinois to pick up my son and daughter, then on to Ft. Pierce, Florida, and then off to the Bahamas. The forecast was warmer air entering southeast Wisconsin, ceilings 2,000, tops over 10,000, possible icing 6,000 and above. Thankful to live in the Midwest were one can file IFR well below 6,000, I hoped that I might be able to make the 25-minute first leg in visual meteorological conditions below the overcast. Arriving at the airport the tower beacon let me know the ceiling was not as forecasted, and was instead below 1,000 feet. Now in my bag of experience, recognizing actual weather conditions are worse than forecast is a trigger to get a weather update. But in those days, a time before every pilot carried a cell phone, an update would mean a twenty minute delay to use the phone at the FBO across the field and I was already running tight on time. While pulling the plane out of the hanger a few brief ice pellet showers passed through making the ramp very slippery. However, the surface temperature was below freezing and no precipitation was sticking to the airframe. The ice pellets were also not in the forecast and should have alerted me weather would not be as briefed, and I should call for an update. The flight was normal through takeoff, and as I entered the overcast tower handed me off to departure. Upon entering the overcast, ice began building on the aircraft; Approach, twin Comanche 390Y, off Waukesha, passing 1500 for 3, I m picking up ice and would like to expedite climb to Y Milwaukee Approach, climb and maintain 3000, heading 180. My strategy against icing had been to use the turbos to climb above the icing band. But I soon learned that aircraft all the way up to 10,000 feet were still picking up ice. It didn t take long for the ice accumulation to become serious and I decided the best course of action would be to return and wait for better conditions; Page11

12 Approach, 390Y would like to return to Waukesha. Twin Comanche 390Y, Approach be advised you will be number six for the approach. What, number six?! The frequency is full of calls for help due to ice. Everyone is icing up. The approach controller is doing a superb job handling so many planes in trouble with the un-forecasted ice, most wanted lower altitudes and to land as soon as possible. The Bonanza that is number one for Waukesha has already declared an Emergency. But if the ice accumulation continued at the current rate, I doubted I could wait long enough as number six for the approach. I then decided it would be quicker to continue to my filed destination; Approach, 390Y would like to continue to DeKalb rather than return to Waukesha. 90Y, Milwaukee approach, roger, maintain 180 heading and I will have lower for you in 10 miles. A few minutes later Milwaukee cleared me to their minimum vectoring altitude (MVA). The controller had several planes at MVA. He kept making contact with each one in sequence. Cessna 65C, Milwaukee how are you doing? Piper 74P you are next for the approach at Waukesha. Twin Comanche 390W how are you doing at 2300? How am I doing? Why didn t I take time to call weather again before takeoff? The ice-pellets and lower ceilings were warning signs signs filed into my bag of experience that might help on a future flight, but too late for this one. I have gone full alcohol flow on the prop deice, full climb power and high take off RPM. The windshield has been covered since shortly after takeoff; looking out at wings the ice (or super cooled rain) seems to bounce as it hits causing a horned ice formation on the leading edge. I am maintaining altitude but now I am down to 115 knots, over 50 knots slower than I should be at with this maximum climb power setting. But the good news is I am no longer picking up additional ice! Approach, 90Y is no longer picking up ice here. I also was getting an occasional glimpse of the ground through cloud breaks. Somehow those glimpses of the ground made me feel a little better. Page 12

13 Twin Comanche 390Y contact Chicago Center on The ice has slowed the plane down significantly; the GPS says I will have another agonizing 12 minutes to DKB. Suddenly I see in a small paved landing strip I recognize through a cloud break. Should I go for it? It doesn t have an instrument approach and to remain VFR would probably require some quick banks and a steep descent. My airframe is in no condition to safely change any direction fast. No, don t do anything rash or stupid. I decide I am safer to push on; but if I start to lose control in the next 12 minutes I am going to regret that decision. Cleared for the approach at DeKalb, I leave the power up, flaps up, and plan to hold off lowering the gear until I have picked up speed when descending on final. Full windshield defrost is no match for the ice, and at the time DKB had a VOR approach that flew you past the end of the threshold at an angle to the runway. I ll have to see out my ice covered windshield to at least line up with the runway! I don t dare slip with this ice load. I open up the little side vent window and stick my hand outside. It is really cold but by using my fingernails I manage to scrape a hole in the ice the size of a half dollar coin on the windshield. There is the runway! Now keep the speed and power up. I remind myself that I have a long, long runway, no need to touch down on the numbers. Be ready for anything as you lower the gear, get ready to push over and pick up speed if you feel the slightest shudder. Gear down and locked and the flight path seems stable. I ponder what my stall speed might be with the load and drag of this ice? The small clearing I ve made in the windshield is too small to make the landing flare. However, I have some experience in the landing flare when not seeing forward out the windshield after years of flying radial powered tail draggers score one for the bag of experience. I plan to use my peripheral vision look out the side windows, pull back power and flare just like I had to do in tail draggers, even with a clear windshield. Approaching the runway, I reduce the sink rate, but keep the speed up. I round out and don t pull the power back until I m a foot above the runway. Page 13

14 The landing is uneventful but the braking on the runway is poor due to a coating of ice. I taxi up to the FBO using differential power. Folks come out to look at the sight of the Comanche loaded down with so much ice. It s actually embarrassing, but I m thankful to be back on the ground in one piece. Six hours later, the warm air front has passed. I am climbing out into a clear starlit night heading for Florida with a strong tail wind. I think of the previous flight, earlier that day. I was forced to dig deeply into my precious bag of luck. Had luck run out, things could have easily turned out far worse. Into my bag of experience are triggers for re-checking the weather; weather below the forecast, or weather not in the forecast like ice pellet showers. And, the experience of recognizing the potential icing effects of a warm air mass pushing over a cold air mass. Everyone else on board is now asleep. What a tailwind I have tonight! Life is good. Tomorrow afternoon we will be on a warm Bahamian beach and the only ice will be in my drink. Paul Walter Milwaukee, Wisconsin Paul grew up on a farm flying the family Piper Cub before he got his driver s license. His wife Lisa and Paul still own a Twin Comanche, a T34 Mentor and a T28 Trojan that Paul uses to fly airshows as a member in the six ship Trojan Thunder aerobatic formation team. Guest Speaker for the March Meeting Our guest speaker at the March meeting will be John Dorcey. He is known as Mr. Aviation in Wisconsin. Husband of Rose, secretary treasurer of WAHF (Wisconsin Aviation Hall of Fame) past chairman of SAFE (Society of Aviation and Fight Educators), former Operations Manager of Wittman Regional Airport and longtime consultant for Wisconsin Department of Transportation. John has flown to every airport in the state as a private pilot. A good friend to the AHCW. Chris R. Page 14

15 EAA Chapter 766 Board Members President Dave Rudd Vice-President Ralph Cowin Treasurer Jim Fintelmann Secretary Kyle Hokel Membership Luiz Cordeiro Young Eagles Bridgett Neu Activities Glenn Valenstein Programs Chris Roenitz AHC Representative Dave Rudd Newsletter Bruce Becker

16 EAA Chapter 766 Membership Please welcome Charles Sweet, Lars Graff and Ruth Roenitz to the EAA Chapter 766. Charles is the Sheboygan County Airport Manager, Lars has a Private Pilot s license and keeps his Cessna 172 in his hanger at the KSBM and Ruth has volunteered for many EAA 766 events in the past. Whether you fly, build, restore or simply enjoy airplanes and aviation, you are welcome to attend our events and join our chapter. We are a group of aviation enthusiasts, aircraft builders, and pilots who get together with like-minded people to share ideas, exchange information, encourage safety, serve the local aviation community and have a lot of fun doing so. Please come to our next meeting or event as our guest. The EAA Chapter 766 has a current membership of 47. The yearly dues are only $20. For more information on our chapter, please contact our president on the "Contact Us" page. The EAA Chapter 766 would like to thank Luiz Cordeiro for his outstanding job as the Membership Board Director. Upcoming EAA Chapter 766 Membership Meetings March 19, 2018 with hanger talk at 6 pm and meeting at 7 pm April 16, 2018 with hanger talk at 6 pm and meeting at 7 pm Disclaimer Be aware that as always, in past, present and future, any communications issued by Experimental Aircraft Association Chapter 766 regardless of format, and/or media used. This includes, but is not limited to, this newsletter and audio/visual recordings, is presented only in the context of a clearinghouse of ideas, opinion, and personal experience accounts. Anyone using ideas, opinions, information, etc., does so at their own risk. Therefore, no liability is expressed or implied by the Experimental Aircraft Association, Chapter 766 or any of its members. Any event announced and/or listed herein, except as noted, is done as a matter of information and does not constitute approval, sponsorship, control, or endorsement of said event. Members of Chapter 766 of the Experimental Aircraft Association publish this newsletter for the use, education and enjoyment of the members and others to whom it is provided. No claim is made for technical accuracy of material presented. Editorial content is the opinion of the contributor and does not reflect the position of Chapter 766 or the Experimental Aircraft Association. March 2018 PROPWASH EAA Chapter 766 Newsletter 766.eaachapter.org