PROPWASH EAA Chapter 766 September 2018 September Meeting Members and visitors are encouraged to attend the September 17 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. Chapter Program Director, Chris Roenitz, will introduce an interesting program after the meeting. 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 755.2 ft. CTAF/UNICOM 122.7 Pattern Altitude 1555.2 ft. Wind Indicator Yes Runway 4 / 22 037 217 Magnetic Runway 13 / 31 132 312 Magnetic 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 - 920-467-6151 Airplane Maintenance - Airworthy Aviation (Mike and Troy) - 920-467-8611 Please like EAA Chapter 766 Sheboygan Falls WI
New Members of EAA Chapter 766 Please welcome Mark and Anne Eggebeen to the EAA Chapter 766. Mark, a professional photographer, owned his own photography studio and Anne had a tailoring and drapery business. In their retirement, both are volunteering at the Stefanie H. Weill Center for the Performing Arts and the Aviation Heritage Center. Mark is also a member of the ARRL, American Radio Relay League, which has the largest membership association of amateur radio enthusiasts in the USA. T-33 Project The T-33 Project continues on Tuesday nights including work on the seats, cockpit and fuselage. The beautiful evening sky made a picturesque background of the T-33 in the hanger. Photo submitted by Al. Page 2
Events at EAA Chapter 766 and AHC Monday September 3, 2018 IMC Club Safety Meeting Tony Kolar, CFII and Dave Rudd, IMC Club Coordinator Monday September 17, 2018 - Membership Meeting Hanger talk at 6 pm, meeting at 7 pm with a program to follow Saturday September 22, 2018 Youth Aviation Adventure Day Volunteers are needed Saturday Morning Hanger Talk with Coffee at the AHC The EAA Chapter 766 has 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. The August Road America NASCAR weekend had many jets at the KSBM. Paul Walters arrived at the KSBM in a T-34 and enjoyed a cup of coffee with Luiz C. Photos submitted by Luiz C. Aviation Items for Sale Anyone who has Aviation items for sale or are looking for certain aviation items should email the Newsletter Editor at pay4wardnow@gmail.com. A short description of the item including a photo (jpeg) would be appreciated. Page 3
EAA AirVenture 2018 Photos Photos submitted by Ken Lefeber Page 4
EAA Chapter 766 IMC Club The EAA Chapter 766 IMC Club held a safety meeting on August 6, 2018. Tony Kolar, CFII and Dave Rudd, IMC Club Coordinator, facilitated the meeting. Tony reminded attendees, as PIC, your priorities in order are Aviate, Navigate and Communicate. When contacting the ATC, you need to tell them: Who you are, Where you are and What you want to do. The monthly question included the discussion of What is the meaning of this Black Box with a C in the middle on this approach plate? Those attending class were given the answer in a Power Point presentation. The monthly IMC scenario was 10 Mistakes John Kennedy Jr. Made. On July 16, 1999, John Fitzgerald Kennedy Jr. took off from Essex County Airport in Caldwell, New Jersey, at 8:39 p.m. At 9:41 p.m., he crashed his Piper Saratoga into the Atlantic Ocean seven and one-half miles short of his goal, Martha s Vineyard, Massachusetts, killing himself; his wife, Carolyn; and sister-in-law, Lauren Bessette. 10 MISTAKES JFK JR. MADE LESSONS FROM A NATIONAL TRAGEDY July 5, 2010 (Submitted by Tony Kolar) On July 16, 1999, John Fitzgerald Kennedy Jr. took off from Essex County Airport in Caldwell, New Jersey, at 8:39 p.m. At 9:41 p.m., he crashed his Piper Saratoga into the Atlantic Ocean seven and one-half miles short of his goal, Martha s Vineyard, Massachusetts, killing himself; his wife, Carolyn; and sister-in-law, Lauren Bessette. Why did this happen and what can we learn from this high-profile crash that will make us all better, safer pilots? Get-there-itis. Pilots talk about this common syndrome and some even joke about it. We think it will never happen to us, but it does. We could never be that headstrong, we reason, but we all have felt the urge to get there or, maybe even worse, to get home. Such was the case with Kennedy. He probably believed he had to get there at all costs, because he was flying to his cousin s wedding and he had promised his sister, Caroline, who was vacationing in Idaho with her family, that he would represent their branch of the Kennedy family at the ceremony in Hyannis Port, Massachusetts. Kennedy had also promised his wife Carolyn s sister, Lauren, that he would drop her off in Martha s Vineyard on the way adding one more promise he didn t want to break, and considerably complicating his flight plan since he would have to fly over open water. Kennedy probably felt responsible for getting there and did not want to disappoint anyone by delaying the flight and missing the wedding. Page 5
Stress. Kennedy s level of stress was probably high when he climbed into the cockpit. Consider what he was facing prior to his flight: He had broken his ankle in an ultralight crash on Martha s Vineyard about six weeks earlier. The cast had been removed the day before his flight and he still may have been in pain. He was seen hobbling on crutches doing the preflight. It was possible that his marriage was in trouble. Allegedly he had not slept at home for several nights prior to this trip and marriage troubles had been widely reported in the media. The couple was undergoing marriage counseling. Kennedy s magazine, George, was having financial problems. It had been losing money for months, and his financial backers were threatening to pull the plug on additional financing. Kennedy had spent that July morning in meetings with his financial backers. He did not get much sleep the night before. He had attended a New York Yankees night game and then met friends for food and drinks afterward. He didn t get to his hotel until around 2 a.m.; he probably got only about five hours of sleep the day of the crash. He was running late. His original plan was to be airborne by 6:30 p.m. so he could make the flight in daylight. But Carolyn and Lauren were running behind schedule and dusk was approaching when they arrived at the airport after 8 p.m.; darkness was closing in by the time of takeoff at 8:39 p.m. New aircraft. Kennedy had recently upgraded from a Cessna 182 Skylane to a Piper Saratoga, a faster, more complex airplane. He had flown about 36 hours in his new airplane and it s possible he did not yet feel fully comfortable and confident. Also, because the flight left late, Kennedy ended up flying in darkness, through an unusually heavy haze and over open water. Solo time. Kennedy had about 350 hours of total time and only about 100 hours of that was solo. Most of that was in his Skylane. Of his 36 hours in the Saratoga, fewer than half were solo and fewer than 10 hours were at night. Plus, he had not flown solo in nearly two months, the last time being shortly after he purchased the Saratoga. He was limited because he had worn a cast during this time. In a flight shortly before the fatal accident, his instructor had to help him with the landing since his cast prevented him from handling the rudder pedals. Kennedy did not have an instrument rating. Weather. Although Kennedy did check the weather earlier in the day, he failed to get the current weather just before takeoff. Nor did he check with pilots who had just landed at Essex County Airport; two pilots who had landed just minutes before Kennedy s takeoff reported that conditions were much worse than forecast. One of those pilots, who saw Kennedy s airplane being prepared, went to find him to warn him that conditions were Page 6
bad. But Kennedy was across the street in a convenience store and the pilot never got to deliver his warning. Another pilot, who used a self-styled weather forecast system in which he would pick out a landmark near the airport and if he could not see it would not fly, canceled his trip that night. The flight school also canceled training that night. No instructor. One of Kennedy s instructors offered to accompany him, but Kennedy declined even though he had used instructors for much simpler flights. Frequently, he would hire an instructor to fly with him, and sometimes Kennedy would disembark at a destination and the instructor would fly his airplane back to Essex County Airport. When Kennedy wanted to come home, he would have the instructor come and pick him up and he would fly the return leg. The fact that Kennedy did not take an instructor that July evening is baffling. There was room in the airplane, it was night, and it would have been a difficult flight with two takeoffs and landings. Kennedy likely would not have crashed if he had had a CFI on board. No right-seater. His wife and her sister sat in the back of the airplane and the right seat remained empty. Although Carolyn was not a pilot nor had she taken a Pinch-Hitter course, she had flown with Kennedy before and, if she was in the co-pilot s position, could have listened to the radio, jotted down information, watched gauges, and helped him in other ways. No radio contact. After leaving Essex County Airport, Kennedy never made radio contact with any controller for the remainder of the trip. In addition, he filed no flight plan, made no request for flight following, and made no radio contact of any kind. It is not known if he monitored any key frequencies along the way, but he came close enough to a commercial jet landing at Westchester County Airport to trigger the collision alarm on the jet and at LaGuardia Airport. No autopilot. Kennedy s airplane had a very good autopilot and Kennedy knew how to use it. The NTSB report indicated that the autopilot was not in use at the time of the crash. Did not alter plans. It is clear that Kennedy should never have taken off that night in those conditions (I flew from Cape Cod to Albany, New York, that same day). However, once he did and saw how bad the weather was, he pressed on. He could have returned to his home base; he could have landed at any number of airports along the Connecticut shore; he could have canceled going to Martha s Vineyard and gone straight to Hyannis Port, his final destination. His sister-in-law Lauren did not have a pressing need to be dropped off on Martha s Vineyard that night. Kennedy s decision to continue the flight despite all the problems resulted in the fatal crash that claimed three lives. Douglas A. Lonnstrom, PhD., a Siena College statistics professor and an instrument-rated private pilot with more than 20 years of flying experience, researched John F. Kennedy Jr. s accident for more than 10 years. The result is his book JFK Jr. - 10 Years After the Crash - A Pilot s Perspective Page 7
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 September 14 - 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 12 - Gravity: Two astronauts work together to survive after an accident which leaves them alone in space. November 9 - 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 14 - 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 8
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Aviation Adventure Speaker Series at EAA Presentations take place in the Founder's Wing at the EAA Aviation Museum. Free for EAA members, $5 for non-members September 20, 2018, 7:00 p.m. Jeff Goin and the Art of Flying Powered Paragliding It's just you and the perfect morning air, at the perfect place, ready to go fly. You throttle up and start to run. The wing springs to life, fills with air and comes overhead. You squeeze into full power and with a few more steps, run into the sky. Come learn more about this section of aviation from Jeff Goin. Jeff will elaborate on the freedom and beauty of flying in a powered paraglider. October 18, 2018, 7:00 p.m. Jerry McLaughlin Restoration Project Manager, Jerry McLaughlin will present on the Mighty Eighth Air Force Museum s restoration of its B-17, City of Savannah. The museum was able to complete the full World War II combat configuration restoration in just six years. Learn how the museum and volunteers set out to raft the finest B-17 static display in the world. November 15, 2018, 7:00 p.m. Patty Wagstaff Premiere aerobatic pilot and National Aviation Hall of Famer Patty Wagstaff will speak on her career, national championships, and seasonal work as an aerial firefighter in California. Patty s exciting story in aviation is not one you ll want to miss! December 7, 2018, 7:00 p.m. Wright Brothers Memorial Banquet This annual banquet honors the spirit and achievements of the Wright Brothers. Celebrate the anniversary of the first powered flight and the 50th Anniversary of the Apollo 8 mission with a key-note presentation, cocktails, and full-dinner service. Learn more here. January 17, 2019, 7:00 p.m. Dr. Harry Friedman and the Memphis Belle Restoration Board member of the Memphis Belle Memorial Association and co-author of Memphis Belle: Dispelling the Myths, the most definitive history of the plane to date, Dr. Harry Friedman will present on the recently completed restoration of the B-17, Memphis Belle. The bomber s move from Memphis to Dayton triggered an over decade-long restoration, concluding with the aircraft s public display in May 2018. Join us as Dr. Friedman discusses all who played a part in saving this important aircraft. Page 10
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
EAA Chapter 766 Membership 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 Chapter 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 September 17, 2018 with hanger talk at 6 pm and meeting at 7 pm October 15, 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. September 2018 PROPWASH EAA Chapter 766 Newsletter 766.eaachapter.org