September 2018 Newsletter

Transcription

1 September 2018 Newsletter NMPA IS A GRASS ROOTS ORGANIZATION OF MEMBERS WITH A PASSION FOR AVIATION THAT PROMOTES GENERAL AVIATION, AVIATION SAFETY, PILOT CAMARADERIE, AND PRESERVATION OF AIRFIELDS AND AIRSPACE. FOR MORE INFORMATION CHECK OUT OUR WEBSITE AT OR CONTACT US AT NMPA@NMPILOTS.ORG 1

2 New Mexico Pilots Association NMPA operates exclusively for charitable, educational, and scientific purposes for promoting general aviation, aviation safety and education, and pilot camaraderie; preserving airfields and airspace; and to engage in any activities permissible for nonprofit corporations, organized under the laws of the state of New Mexico. New Mexico Pilots Association Officers President - Joyce Woods (niner3echo@flylonecone.com) VP - Art Tangen (a1tangen@hotmail.com) Treasurer - Ken Summers (kens@gksummers.net) Secretary - Lori Myers (lmyers428@comcast.net) NMPA Newsletter Contributors Editor Lanny Tonning, lt@flyrallye.com VFR on Top Joyce Woods, niner3echo@flylonecone.com Back Country - Larry Filener, lfilener@filnercpa.com Safety and Education - John Lorenz, johnlorenz@geoflight.net Advocacy Joyce Woods, niner3echo@flylonecone.com and Ron Keller, radarpapa182@yahoo.com Day Trips - Lanny Tonning, lt@flyrallye.com Mountain Flying Cliff Chetwin, kestrelair1@gmail.com Tech Corner Will Fox, nmpa@nmpilots.org Table of Contents Editor s Log p. 3 Upcoming Events p. 4 VFR on Top p. 5 Advocacy p 6 USPA Fall Fly-in p. 7 Mountain Flying Clinic p. 8 Day Trips pp NMAAA Stem Expo p.11 Back County - Mystic Bluffs p. 12 Safety and Education pp 15, 16 Mountain Flying pp Obscure and Scenic NM pp Tech Corner pp Mystic Bluffs Pix p. 23 August Cover Photo Land of Enchantment Fly In KAEG August 25,

3 The Editor s Log by Lanny Tonning Fly Ins Fly Outs Flying Fun in NM Through summer and our spectacular New Mexico fall great times for aviation in New Mexico. The late August Land of Enchantment Fly In at Double Eagle not only saw more than forty planes drop in.but also more than 1200 aviation enthusiasts who came to see those planes and meet their pilots. Then there s the big one.the mid-september AOPA Regional Fly In at Santa Fe. This will draw pilots and planes from every direction. NMPA will be front and center with the Mountain Flying Clinic that coincides with the AOPA gathering. In addition to the chalk talk, pilots will have the opportunity to do some serious CFI mountain flying over terrain few states can match. Visitors will also get a Trike s Eye View of New Mexico courtesy of NMPA s Jeff Gilkey s presentation. Meanwhile, the success of August s Mystic Bluffs Fly In clearly shows that there is support for in-state destination flying opportunities along with the Fly Out pick up games that pilots create.on the fly as it were. As much as jumping in the plane and just punching holes in the sky means to pilots, the option of getting together with other pilots to aviate and congregate is icing on the sky cake. The NMPA Facebook page provides a great place to gin up group activities, share tips on places to go and things to see, tips on safety and maintenance and things we can share about weather, airfields and things to NOT do in hopes others won t have to learn lessons the hard way. 3

4 Upcoming Events Sept 1 Hatch (E05) Chile Festival Fly In hosted by Santa Teresa EAA Chapter 1570 Sept 13 NMPA Mountain Flying Familiarization Clinic Santa Fe (KSAF) Sept AOPA Fly In, Santa Fe, (KSAF) Sept NMPA Gila Regional Fly In to Reserve (T 16) and Negrito (ONM7) REGISTRATION REQUIRED Sept 27 NM Aviation Aerospace STEM Expo - Alamogordo White Sands Regional Airport Sept USPA Fall Fly-in Los Alamos Oct 13 Angel Flight Brews and Props fundraiser Albuquerque Oct Bar 10 Fly In spend a Sunday/Monday at a Grand Canyon ranch For more details and registration, see our Upcoming Events Calendar. Negrito flight line at spring work party Photo by Stephen Fleming. FOR MORE INFORMATION ON THESE EVENTS AND OTHERS, CHECK OUT WHAT S UP AROUND NEW MEXICO ON THE NMPA HOME PAGE AT 4

5 Vice-President s Report Best time of year for flying! VFR On Top by Art Tangen NMPA Vice-President Art Tangen, NMPA s vice-president got his Private Pilot License in August 2007, IFR rating in 2017, and just completed his Commercial rating. He has flown 120 Angel Flight missions and served as NM Angel Flight Wing leader since Art is a member of EAA, AOPA, and the NM Aviation and Aerospace Association. Greetings aviators and enthusiasts. This is the time of year when roasting chile and airplanes fill the smooth air. NMPA has been productive in its efforts this summer. The Back Country Committee has accomplished a massive fencing project at Negrito, and made great progress preparing a Gila airstrip maintenance plan. By the time this is published, the Mystic Bluffs Fly In will be in the history books with a record number registered! Hope you enjoyed the hard work to prepare! Thanks to owner Cindy and daughter Halley, Edd Coffey for field prep, plus Perry and Jason Null for organizing, promoting, and hosting it. The Safety Committee is forming up the final touches on the Mountain Flying Clinic coming up in September. Special thanks to Ron Orozco for his efforts with the Hildago County Commissioners and the City of Lordsburg to keep KLSB open. NMPA Board of Directors voted to remain members of USPA this year, with Ron Keller, Bob and Anita Worthington as our delegates. Fly Out Dates 2018 & 2019 September 01 October 27 December 01 January 19 February 16 March 16 April 20 May 18 June 15 Hatch, E05 Ruidoso Artesia or Carlsbad Lordsburg Deming Truth or Consequences Gallup or Farmington Santa Fe / Los Alamos Raton or Clayton Planned Fly Out dates and locations (subject to change). Plan a weekend out, bring a friend. Details coming. FlyOuts! We are going to organize fly-outs this year to all corners of New Mexico. The idea is to promote weekend type events about once a month, (usually the third Saturday weekend) that will bring pilots together for fun, camaraderie and perhaps a Safety meeting. Also we will promote GA and bring awareness to the community leaders and chamber of commerce as to the economic benefit their local airport provides. The full planning is not complete but you can save the dates, and if you are willing to lend hand, your input is appreciated. Let s join EAA Chapter 1521 s September 01 HATCH Chile Fest. Land at E05, ride a golfcart to the fair grounds. (No fuel available nor tie downs provided) Looking forward to seeing you around the state!

6 Advocacy by Joyce Woods The NMPA Advocacy Committee serves as a resource to the NMPA Board, providing proactive leadership to keep abreast of issues and concerns of interest to general aviation pilots statewide. A key priority is preservation of airfields and airspace for general aviation access. Lordsburg Airport Back on Track! Good News! As previously reported, Ron Orozco presented NMPA and AOPA s concerns to the Hildago County Commission in July, regarding the Lordsburg Mayor s proposal to close the airport. The Commission did not take action indicating, It appears the Mayor has backed-off his thought of closing the airport. Since then, the Lordsburg City Clerk also verified to Ron that the Mayor s position is that the Lordsburg Airport will not be closed. Meanwhile, as a result of his involvement, NMPA member Ron Orozco was named AOPA Airport Support Network Volunteer for Lordsburg Airport, and began receiving information in support of the new role. Thank you Ron for your leadership and successful resolution. Quick Action, Money Talks! Thanks to AOPA Regional Manager Tom Chandler, Ron received details of an immediate and special funding opportunity for rural airports like Lordsburg. $1 Billion in federal funds were made available for rural airports, requiring no local funding match. The problem was, grant applications had to be filed by Aug 8, 2018 to receive funds before October There wasn t much time. Projects needed to be already defined. Interestingly enough, the project that initially sparked the idea of Airport Closure is likely to go forward with the Mayor s full support! Preliminary engineering had been completed for a parallel taxiway would eliminate the need to back taxi at Lordsburg. The project was endorsed by the FAA and state Aviation Division but set off alarms locally because of the high cost. The City of Lordsburg has now applied for a $700,000 FAA grant to fund that project without any local match required, bringing positive economic impact to Lordsburg. Who could refuse? I call it icing on the cake. Not only will the city quit wasting their energy to eliminate a valuable asset, they will invest to improve it. AOPA and NMPA continue to express our full support and assistance to the City of Lordsburg in their pursuit of an economically viable airport. If you pass through, consider stopping! Thanks to you! Thanks to each and every NMPA member for your support and input. We do our best to represent you. We protected an airport through creating mutual understanding, hopefully not creating hard feelings. We strive to stay informed, understand how FAA funding works, and partner with aviation decision makers to support the network of airports in New Mexico. At our side through this have been the Airport Managers Association and the National Business Aviation Association. Thanks also go to NMDOT Aviation Division, AOPA, NMAMA and NBAA! 6

7 USPA FALL FLY-IN LOS ALAMOS, NM Sept 2018 This fall USPA members will have the unique opportunity to visit the greatest secret of WW II: the location of the Manhattan Project (the creation of the atomic bomb, which ended the War). The city of Los Alamos with 18,000 residents was a secret Army base of military and civilian scientists and support personnel which began in 1943 from a boys outdoors college preparatory school (the Los Alamos Ranch School). It was so secret that the post office had a Santa Fe address and the driver s license had no real address. The city is home of the Los Alamos National Laboratory owned by the US Dept of Energy s National Security Administration. Optional guided van tour: USPA will provide an optional 90-minute guided, narrated tour in a 6-passenger van (with excellent viewing), developed and operated by a local native. It begins with the geological make-up of the region, follows with information on early inhabitants and visits sites of historical importance to Los Alamos and the National Laboratory. USPA will schedule when you ride the van (it is optional) and provide you with the day and time. All departures will be from the Bradbury Science Museum front entrance. Cost $25/person. Airports: USPA primary airport Santa Fe, NM (SAF): USPA will be using two airports, Santa Fe and for those USPA members who are experienced mountain flying pilots, the airport at Los Alamos (KLAM). Santa Fe Municipal Airport (KSAF): Santa Fe Airport is at an elevation of 6348 ft NSL. It has 3 runways, but one is closed so 4 approaches. It is an IFR airport with ILS, GPS (RNAV), and VOR approaches. USPA FBO: Jet Center at Santa Fe ( (phone ) (ASRI ). Jet Center is located just NE of the center of the field, NE of the tower and on the ramp just opposite taxiway G. It is a fullservice, award winning FBO with Hertz rental cars. USPA members will get a fuel discount. Parking, though, is not controlled by the FBO as the city owns all the ramp parking spaces and the fee is $6/night. Jet Center has arranged to have this fee waived so parking for USPA planes will be free. Make sure the FBO understands you are part of the USPA fly-in. Los Alamos Airport (KLAM): This airport is owned and operated by the county. There is no FBO but a terminal building with rental car counters, a lounge, and restrooms. The airport is at 7171 feet elevation and has a single 6000-foot east-west runway. It is one way in (from the east) and one way out (east). The area is populated with flying hazards with a restricted area right up to the airport running south and two mountains about 4000 feet above the airport immediately to the west and northwest. It has two RNAV IFR approaches. The 100 LL fuel is self-serve and there are rental cars available at or There is a county-mandated tiedown fee of $5/night. 7

8 The acclaimed New Mexico Pilots Association Mountain Flying Clinic will be held again in Santa Fe, September 13-15, As an added benefit this year the Clinic will overlap the AOPA Regional Fly In at KSAF, September 14-15, allowing pilots the opportunity to attend both events. Mountain Flying Clinic The Clinic, held at the New Mexico Army National Guard facility on the Santa Fe airport, starts with an all day ground school on Thursday covering the tools necessary to understand and plan for the unique and rewarding challenges of mountain flying. The 2018 curriculum includes mountain flight planning, aircraft performance, mountain weather, aeromedical factors, risk management & survival, mountain communications, and mountain flight maneuvers. Scheduled instructors include regionally and nationally recognized CFIs, including Michael Szczepanski, Craig Stapleton, Chuck Grosvenor, Dr. Tom Navar, J.D. Huss, and Cliff Chetwin. The following days offer optional flight opportunities with a highly experienced mountain flying CFI over spectacular mountainous terrain, through mountain passes, and landings at several high-altitude airports. Successful completion of both the ground school and the optional flight will meet the flight review requirements of 14CFR Credits under the FAA WINGs Pilot Proficiency Program are available and some insurance companies will provide discounts for participating in this safety clinic. For Complete Details and Sign Up Info, click here: Mountain Flying Clinic Truchas Peaks - Respectful Admiration Required When Flying Nearby 8

9 Day Trips Lanny Tonning Water is Life Especially In Arid New Mexico What better way to see how we handle water in New Mexico than from above? Thanks again to flying buddy George Young for a day trip flight in the Tecnam. This time we visited the series of northern lakes created by the San Juan/Chama Diversion Project. Since our place (Old Town Farm) is just a half mile from the Rio Grande, I m well aware of the history of agriculture in one of the few places in New Mexico that provided a significant area for farming from the early times of human habitation here the Rio Grande Valley. The irrigation system here preceded the Spanish Entrada built by the people of the Pueblo Province of Tiguex. The Duranes Lateral that forms our farm s western boundary is thought to be the oldest registered irrigation ditch in the United States. Even so, the Rio Grande watershed had warning signs by the 1920s that it had just about reached the limit of the water it could provide to the growing cities and attendant increases in farming along the river. Studies going back to the 20s suggested tapping the other major river flowing into New Mexico from the Colorado Rockies the San Juan. The San Juan makes only a brief appearance in our state before heading west into Utah from the Four Corners. It would be another forty years before work began to divert water from the San Juan into the Rio Grande watershed. Post WWII growth had significantly added to the need to do something to avert a water crisis in the Rio Grande Valley. Abiquiu dam on the Chama River forms one of several reservoirs that store water as it is diverted from the San Juan River to the Rio Grande. 9

10 Several tunnels were constructed to divert water from the San Juan to the Rio Chama a major tributary of the Rio Grande. El Vado Dam was modified to allow greater downstream flows, work began on Heron Dam north of El Vado. Downstream on the Chama, the reclamation dam at Abiquiu was already serving as a significant reservoir. On the Rio Grande south of where the San Juan meets it near Espanola, one of the world s largest earth-fill dams was constructed resulting in Cochiti Lake. This chain of reservoirs was finally completed in the late 1970s. There is no way Albuquerque and towns up and down the valley could have sustained the growth experienced in the past half century without the water channeled into the Rio Grande from the San Juan/Chama Project. Even Santa Fe found itself about tapped out in the late 1960s. In the 1970s, the Buckman Project was built to pump water from the Rio Grande up into Santa Fe to augment the city s water system. Until then reservoirs above the city on the Santa Fe river and the in-city well system were the only sources of city water. The San Juan/Chama bonus? Reclamation AND recreation. New Mexico now has a few more places to camp, sail, swim, fish and just do things that don t require constant attention to digital devices.. Heron Lake, west of Chama, is the northernmost of the San Juan/Chama Diversion Project storage lakes. When it has water in it between droughts it is a premier New Mexico place for camping and sailing. The rugged Chama River Canyon between El Vado Lake the reservoir just south of Heron Lake - and Abiquiu Lake is a favorite rafting run. 10

11 NMAAA STEM EXPO Getting the next generation of pilots and aviation careers jump started. New Mexico Aviation & Aerospace Association NM Aviation Aerospace STEM Expo Sept 27th, 9 a.m. - 3 p.m. Alamogordo White Sands Regional Airport By Bill Shuert, NMAAA President The NMAA STEM Expo is a focused event for mid and high school students. Last year over 3,000 students attended in Alamogordo! This one day event helps exposes students to not only aircraft but industry/career paths into aviation and aerospace. America and the aviation world are heading towards huge manning shortfalls in both the cockpit and on the ground. For the last five years this program has encouraged New Mexico students to consider an aviation/aerospace career path. New Mexico has secondary schools which can get these students prepared for the future. NMAAA encourages you to participate in this influential event to educate and encourage these students. To participate in person or to, visit or contact Bill Shuert at marked the return of the long running New Mexico Pilot Bash - Sponsored by NMAAA 11

12 MYSTIC BLUFFS Every year for the last six years, the residents of Timberlake NM in conjunction with owner Cindy Crawford and NMPA member Perry Null have hosted the annual flyin to Mystic Bluffs (NM56). Back Country by Larry Filener Shot of Mystic Bluffs NM 12

13 HERCULEAN EFFORTS NMPA and the BC Committee have been blessed to have the membership we have and that was never more visible than last weekend (8/18 and 8/19) when the annual flyin at the Mystic Bluffs airstrip was held. Each year, owner Cindy Crawford invites NMPA members to a truly special event. The local community of Timberlake NM shows up and furnishes what has to be one of the best breakfast experiences in NM. Each year local resident and pilot Edd Coffee works hard to prepare the runway and make sure that it is in good shape. Additionally, NMPA member Perry Null works to organize the event. Over the years, Perry and his son Jason with owner Cindy Crawford have installed facilities and worked to improve the airstrip. Additionally, this year Edd Coffee not only did his normal maintenance of the airstrip but also expanded vehicle and automobile parking. And that was fortunate as the event drew a record amount of aircraft and visitors. As of the day of the event, there were some 50 aircraft registered. GREAT BREAKFAST AND BEAUTIFUL VISTAS - The ladies of Mystic Bluffs put on one fabulous breakfast for all of us lucky enough to attend the event and this year was no exception. You can t have a finer breakfast at a four star restaurant. Along with the fine dining experience comes the magnificent vistas of the Ramah Lake area. In close proximity is the El Malpais National Monument, El Morrow Ruins and Blue Lake State Park, this is a truly beautiful area and is a treat to see from the air. NMPA member Harley Wadsworth biked to Ramah Lake and took this shot.. LARRY FILENER IS ONE OF THE FOUNDING MEMBERS OF THE BACKCOUNTRY COMMITTEE AS WELL AS A MEMBER OF THE RECREATIONAL AVIATION FOUNDATION. HE IS MARRIED AND THE FATHER OF FOUR AND HAS ALWAYS ENJOYED FLYING AND SHARING THE NEW MEXICO BACKCOUNTRY WITH FAMILY AND FRIENDS! 13

14 RECORD TURNOUT The weather couldn t have been more cooperative for the Mystic Bluffs flyin! That was fortunate as some 50 aircraft and over 65 individuals had signed up for the flyin! Fortunately, Edd Coffee had expanded the parking area and the expanded facilities was more than adequate and accommodated all of the participants! This event has been growing every year and the good ladies of Timberlake work overtime to put on this really wonderful breakfast for an ever growing number of participants. And they didn t disappoint. It was another fabulous event! Great weather! Great food! Great company!! Thanks to all involved for another tremendous event! Campers at the Mystic Bluff Flyin Flight line of the Mystic Bluffs Flyin LARRY FILENER IS ONE OF THE FOUNDING MEMBERS OF THE BACKCOUNTRY COMMITTEE AS WELL AS A MEMBER OF THE RECREATIONAL AVIATION FOUNDATION. HE IS MARRIED AND THE FATHER OF FOUR AND HAS ALWAYS ENJOYED FLYING AND SHARING THE NEW MEXICO BACKCOUNTRY WITH FAMILY AND FRIENDS! 14

15 Safety and Education by John Lorenz John Lorenz is a 6000 hour CFII, MEII, glider, and sand-lot acrobatic pilot. He has given over 2000 hours of tailwheel instruction. During the day he is a consulting geologist. Beware the Gauges and Instruments Those gauges and instruments that rely on the pilot to set them correctly, so that they can in turn give correct information back to the pilot, are inherently incestuous: they come with some insidious gotchas. For example, the magnetic compass is usually considered to be the ultimate in instrument independence, but someone needs to adjust the compass for the magnetic disturbances caused by the airframe and nearby electronics, and if it is not adjusted properly it will lead you astray. Take another simple instrument: the clock on your instrument panel is perfectly happy to tell you that it s midnight even if the sun is high in the sky if you set it that way. Once it is properly set, however, a clock is independent and reliable until the battery wears out or the spring winds down, when it is content to lie to you again. Or take the vacuum-driven Directional Gyro. The DG lies if you neglect to set it, if you set it incorrectly, and if you do not consistently re-set it during flight. If you are holding a heading based on the DG, that heading can be off significantly if you set it incorrectly. The DG can provide dangerously misleading heading information if you take off into the clag before setting it, or if you set it incorrectly. The DG by regs is allowed to precess by up to 3 per 15 minutes, and many older DG s exceed this limitation, so unless it is slaved, a pilot needs to set a DG to the correct magnetic heading on a regular basis. Clocks and un-slaved DG s are totally old school and they have been largely supplanted by digital instruments. So, do digital instruments have the same problem? Yup; consider the digital fuel-totalizer/fuel-remaining gauge, the accuracy of which depends entirely on the pilot remembering to set it, correctly, before flight and after refueling. At least one pilot Sure it indicates that you are heading Northwest, but that s only true if you have set it to the magnetic compass, and if the magnetic compass is properly compensated for the local magnetic environment of the airframe and electrical system. 15

16 has run out of fuel with the totalizer indicating abundant fuel in the tanks because the instrument was re-set to indicate full tanks when fuel had not in fact been added. And if your fuel totalizer indicates you have lots of fuel but your old-school gauges indicate you are nearly out, which do you believe? The totalizer tabulates the fuel which passes by the transducer in the fuel line between the tank and the engine, and it is possible for a leak in the fuel tank or in the fuel line upstream of the transducer, or maybe a loose or forgotten fuel cap, to unknowingly remove fuel from the system. That missing fuel does not show up in the used-fuel tabulated by the transducer, so it still shows in the gauge as fuel in the tank even though it is no longer there. The old mechanical fuel gauges are typically so inaccurate that most pilots use fuel-level readings with a healthy skepticism, but at least they are independent of leaks and the forgetful pilot. Electronic flight planning is also interesting, given that it is easy enough to plan to the wrong fix, whereupon the tablet guides you where you told it to guide you, not where you wanted it to guide you. It happens with VOR frequencies too, especially where a VOR is located near an ILS and their frequencies are listed close to each other on the charts. At least the FAA has been changing VOR names so they are no longer similar to the names of nearby airports, minimizing that source of confusion. So beware of those gauges where you have to tell them what to tell you. These pieces are meant to be short and thought-provoking. They are meant to inspire pilots to go out and practice. They are not meant to discuss all the details and ramifications that could be explored for each topic. These babies are wonderfully accurate, but only if they are anchored to reality and not to belief. 16

17 How Good Are You? Mountain Flying by Cliff Chetwin A pilot and two passengers of a Piper Cherokee 235 were fatally injured when trying to follow an interstate highway over a high mountain pass. Employees of the fixed base operator (FBO) at the departure airport reported that the pilot had asked about routes across the mountains. Based on the conditions at the time of the accident, the airplane's climb rate would have been reduced by more than 90 percent. It is likely that, as the pilot attempted to cross over the mountainous terrain near the pass, he raised the airplane's nose to the point that he exceeded the airplane's critical angle of attack. With the airplane's decreased performance, this led to an aerodynamic stall and loss of control. (CEN14FA328) A private pilot and three passengers of a Mooney M20E were fatally injured during takeoff in gusty wind conditions from an airport located at an elevation of 8,380 feet. The pilot had no prior experience flying out of These are higher than they look! the accident airport and limited experience flying in mountainous terrain. Witnesses reported that the pilot seemed confident about his ability to fly the airplane and he was not concerned with the wind conditions. As the airplane departed, the reported wind was 33 knots, gusting to 47 knots. Later review of weather data showed mountain wave activity in the area. After the airplane lifted from the runway, it crabbed into the wind, and then rose and fell repeatedly as its wings rocked, before coming to rest inverted. (CEN13FA183) The pilot and two passengers of a Cessna U206G were fatally injured and two passengers sustained serious injuries when the airplane collided with mountainous terrain. The pilot was transporting the passengers to a remote back country airstrip. As the airplane proceeded on the flight, ridgetops on both sides of the valley became obscured with an overcast cloud layer at 7,000 feet, and ragged clouds with mist were probably present 17

18 beneath the overcast. Local pilots reported that in these types of weather conditions, numerous drainages can be similar in appearance. Radar data showed that the airplane was well short of the position reported by the pilot. Because of this, the pilot misidentified the drainage he intended to reach and instead turned into a drainage that ended in a box canyon. After impact, all communication, survival, and foul-weather gear aboard the airplane were destroyed in a post impact fire. Although the pilot s logbook indicated that the pilot had 2,723 hours total flight time, it showed minimal back country or mountain flying experience. (SEA04GA192) Were these accidents preventable? As with most accidents the answer is a resounding yes. All of these accidents, and many more, had a lack of training and experience in the unique conditions encountered in the mountains as a key factor. Pilots with limited training and experience in mountain flying can be surprised about their aircraft s different, and usually much degraded performance under high density altitude conditions commonly encountered in the mountains, often leading to serious or fatal accidents. Wind and other weather phenomena interacting with mountainous terrain often lead unsuspecting pilots into situations that are beyond the capabilities of both the pilot and the aircraft. Worse still, mountain conditions are highly localized and techniques that worked in one area often are inadequate in another area. Should a crash occur, a pilot who survives but does not have appropriate survival gear immediately accessible may not survive the harsh environment long enough for the rescuers to reach the location. What can pilots and flight instructors do? Through training, pilots can develop skills and techniques that will allow them to safely fly in mountainous terrain. Flight instructors should encourage their students to attend a quality mountain flying course, such as the 2018 NMPA Mountain Flying Clinic in Santa Fe, before attempting flight in mountainous terrain or at high density altitudes. Rated pilots should seek mountain flying training before venturing into the mountains. All pilots should consult with local flight instructors before planning a flight into mountainous terrain. Even experienced mountain pilots may not be familiar with local conditions and procedures for safe operations. Pilots should be aware that weather interacting with mountainous terrain can cause dangerous wind, severe turbulence, and other conditions that may be unsafe for aircraft, especially light GA aircraft. Pilots should consider survival equipment (such as personal locator beacons in addition to a 406 emergency locator/gps transmitter) targeting the unique hazards of the mountain environment, and develop a plan for immediate access to the equipment in the event of a post accident fire. FBO staff should be alert for customers who appear to be planning flight into mountainous terrain who could benefit from mountain flying instruction. Rescue helicopter crashed when density altitude exceeded service ceiling Yosemite National Park My thanks to the NTSB whom I borrowed from liberally for this article. Until next month, enjoy the mountains and fly safely! 18

19 Obscure and Scenic New Mexico by Jeff Gilkey ShipRock This spot captures the spirit of New Mexico like no other. I still remember the first time I approached the mountain from the air. It was on my first long cross country flight from Belen to Monument Valley back in January I was by myself and as I rounded Chuska Peak, heading north out of Gallup, I saw three pyramids along the horizon. On the left was Bennett Peak, on the right Ford Butte, and at the center, 60 miles distant rose Tse-Bit-ai, The Rock with Wings, ShipRock. There is a bit of ambiguity on the English name. The nearby town is named Shiprock. US Geological Survey maps indicated the name of the mountain as Ship Rock, although I have seen it designated as Shiprock Peak elsewhere, I ll compromise with ShipRock. The mountain is a volcanic neck, the remnant of a long dead volcano that erupted about 27 million years ago. Lava radiated outwards and solidified in cracks to create volcanic dykes that extend up to 6 miles out at the surface. Years later, the soil eroded away to reveal the towering peak and wall-like dykes. From the air, Shiprock appears to me like a huge monster with three long tentacles. In the Navajo folklore, Tse-Bit-ai is a huge bird that was turned to stone. Paul s trike inside the Bear s Mouth, note Cabezon Peak in the background. Jeff Gilkey has been flying his Aerotrike Cobra (ELSA, weight shift control) since He has logged over 1700 hours on cross country adventures into nearly every corner of New Mexico with many extending into Colorado, Arizona, Utah and Texas. For more information, visit his website at I am astonished by the number of pilots I have met who have never visited the peak from the air. While the view from the ground is spectacular, it pales in comparison with the experience of maneuvering around the peak in an aircraft. In my opinion, ShipRock is by far, the number one scenic spot for a flying trip in New Mexico. The Farmington airport is conveniently located for such a trip. If you approach ShipRock in calm cool early morning air and maintain a wide berth, you should have no difficulties. However, I can t begin to imagine the power of the thermals cracking off this beast in the afternoon on a hot summer day. The Maw of ShipRock 19

20 ShipRock is prominently featured in our new New Mexico Pilots Association banner, first displayed at the Land of Enchantment Fly-In at Double Eagle on August 25. If you didn t get a chance to see it there, here it is to the right. Thank you Mike Marker, for letting us use your stunningly beautiful photo in the banner. That s Mike and Jan Marker s Murphy Rebel in the foreground. I visited ShipRock this past July on a flying trip into Colorado. I approached it in the morning of course (10:30am). My imagination always runs wild when I fly over this peak, and from this direction I see a huge beast with open jaws pointing into the sky. The view straight down as you cross over is exhilarating. I am not bothering with latitude, longitude this month. You shouldn t have any difficulty finding it. It s the big pointy mountain near the Four Corners. Approaching ShipRock along the southern tentacle. 20

21 Tech Corner by Will Fox Spreading Ashes You know, you never know what is going to happen to you when you go to the airport. Take the other day. I m working on my plane when a buddy walks up to me and asks me what I know about spreading ashes. He s got a nylon bag and some rope in his hands and is trying to figure out the best way to spread ashes from his plane. Some friends have asked for his help and he is trying to figure out the best way to do it. I can t help him out too much with that, but if he wants to know how not to do it, I m your man. I ve spread ashes on several occasions, mostly on the inside and outside of my plane. There is nothing like that incredible moment, when you have taken friends or loved ones aloft on a beautiful day to honor the deceased by gently dropping their ashes over a special place, only to find that as you deploy your special ash spreading gadget, the cabin immediately fills with the deceased and everyone begins to cough uncontrollably. Or, you manage to get the ashes out the window, but when you land you find that the side of the aircraft and the tail feathers are covered with a very fine gray dust indicating that the deceased would like to take another ride with you. I once thought that I had come up with a great solution for spreading ashes without getting them all over the inside and outside of the plane. The idea was to wrap the ashes in toilet paper, and then toss the combination out the window figuring that it would gently unroll and release the ashes a few hundred feet below me. When I tried this though, the toilet paper refused to unroll, and the ashes began plummeting towards the ground in their Charmin urn. For a moment I thought about diving after them and trying to cut the toilet paper open with the prop, but decided that this wouldn t be showing the proper respect for the deceased, Professional Ash scattering services are available for those that wish it. Photo courtesy of A Journey With Wings. 21

22 So the ashes dropped like a marshmallow bomb all the way to the ground. I consoled myself, and the family, by rationalizing that after a few rains, the biodegradable toilet paper would dissolve and the winds would gently spread the ashes. But what I really wondered was what a hiker or hunter might think, if they came upon what appeared to be a neat pile of ashes surrounded by a nest of toilet paper. Scattering ashes is a perfectly legal thing to do provided it is done safely and with the proper permits when required. The FAA has this to say about it in FAR : "Dropping Objects. No pilot in command of a civil aircraft may allow any object to be dropped from that aircraft in flight that creates a hazard to persons or property. However, this section does not prohibit the dropping of any object if reasonable precautions are taken to avoid injury or damage to persons or property." Scattering ashes over public lands may require permission, as is the case for a National Park. Scattering ashes over water may require approval by a state agency if the body of water is governed by the Clean Water Act. A permit may be required on some National Forest lands. Permits to spread ashes on BLM lands are not required as long as it is not a commercial activity. Spreading ashes from 70,000 MSL appears to be free of permitting requirements since the ashes will circle the globe a few times before settling to the earth s surface as rain and snow according to Mesoloft. This strikes me as the way to go, pun intended. Now if I just knew someone with a U-2. For those that want more information, the internet is only a click away, or you could take a look at this well written article on scattering ashes in Flying magazine. For those that seek a much greater dispersion of their loved ones Ashes, a company by the name of Mesoloft will release them from over 70,000 MSL as they did for Kodiak. Will Fox is an active flight instructor and homebuilder. He also serves as a Technical Counselor and Flight Advisor for the EAA. In his spare time he enjoys working on and flying his two homebuilt aircraft, a Pegazair P-180 and a Questair Venture. He is also fascinated with solar power and electric vehicles, so his next airplane will be electric. 22

23 Mystic Bluffs Fly In Heaven The flightline at Mystic Bluffs Trike Groupies await Jeff Gilkey s arrival with a wing and a tent just plane fun.bring a bike and ride to Ramah Lake like Harley Wadsworth who took all these pix did! 23