It was cold, wet, and windy for our monthly fly-in breakfast, but this didn't dampen the spirits of the Smilin' Jack members and friends on Sat. Feb. 3rd at Dunn Airpark. The faithful started showing up around 6:30am and by 7:00 had the tables and cookers etc. ready for business. Business began around 7:45 when our own members were brave enough to try the sausage and biscuits/gravy and pancakes. The biscuit/sausage gravy is a new feature of our breakfasts and from the comments I heard, they'll be served regularly from now on. Colleen Betts made the sausage gravy and sent it with Steve cause she had to be at work this morning. Loretta made the biscuits. Steve was calling the biscuits hockey pucks just to aggravate Loretta. If I was Loretta Id've seen what kind of goalie he is when I whipped one of these at him! Rave reviews on the sausage & biscuit breakfast! The choice was pancakes & sausage or biscuit & gravy w/ sausage for $3.00, or a combination of both for $5.00. ( we call this the triple by pass special) Slowly but surely people started straggling in til we had sold about $100.00 worth of the stuff. (We cleared $80+)
As unpleasant as the weather was, when Jim Garrison fired up his portable campfire and everyone gathered around to lie about flying to each other it was a good time! More and more, the Dunn residents migrate over to our breakfast area and join in on the fun. Our chapter breakfast was honored by the appearance of Robert -------- , former Tuskegee airman and former judge. Oh yeah, this was a fly-in breakfast and no one flew in, probably because of the low overhead ( ceilings). VFR not recommended, etc, etc.
Omitted form last months newsletter
Steve Pangborn recieved an award at our winter party in January for his outstanding work as fly-in chairman for the year 2000. In last month's letter I mentioned that if I forgot to mention any of the awards rec'd, I'd take care of it this month. So there, that's done!
By Larry Gilbert
On Saturday the 27th of January, Sam Beddingfield and I were watching Faye Skidmore fly his Bobcat for the second time. He took off from the sod runway and flew around and into the pattern for 33, did a touch and go and remained in the pattern. We watched him start his turn from base to final and he suddenly went out of sight behind some buildings. We waited a reasonable time for him to show up at the runway and when he didn't show we walked out to where we could see. Skid and the Bobcat were not in sight. Paul came riding up on his tractor and said "he's down." Sam and I hopped in his car and we drove to the sight of the crash. Pieces of the Bobcat were hanging high in an oak tree and Skid was still in the fuselage section of the wreckage. He looked a lot worse than he was actually injured. There he was in the upright fuselage, blood running down his face and his arm hanging out of the cockpit, not moving. The rescue team was on the scene in a short time and Skid was extricated and whisked away in a helicopter. Thanks to Paul who spent about 10 minutes making sure that Skid was fastened in by his belts and shoulder harness he was not seriously injured and was home from the hospital in a couple of days kinda bruised and scratched up but not seriously hurt.
One day a few years ago, a very busy Fort Worth Center controller kept calling a particular aircraft repeatedly, only to end his transmission with, "...Cessna 123, disregard." Some of his instructions were quitecomplicated, but he still ended with the same directive.After minutes of busy, almost frantic transmissions between the controller and his charges, a lull in the action finally occurred.After a moment, the controller finally said, "Cessna 123, what are you doing right now?"The obvious reply came right back: "Cessna 123 is
disregarding."The not-so-obvious response? "Roger, Cessna 123.
Nobody sang happy birthday to Steve but that was the only short fall. A special birthday cake size 34D was baked and served along with home made ice cream in his honor at the chapter meeting on Feb 7. The way Steve went after that cake with a knife was enough to give you the heebie jeebies. Looked like John Wayne Bobbit's revenge! Whew, he's a crazy man! Aw you just had to be there.
Twenty three people were in attendance this month and we picked up three new members! Neale gave the treasurers report and as a result of our fly-in breakfasts and donations in the Pietenpol can we are doing OK. Steve solicited progress reports from members about their projects and Gil Jones reported that they are about done with the right sides of the five Nieuports under construction at Dunn. Jim Morgan is now working on the flaps of his RV6 and trying to figure out a riveting problem with them. Jim also reported that John is in the process of putting the floor and seats in his RV. Wayne Bullington says that there will be some noticeable progress on the chapter Pietenpol soon. He and Neale are attending a machine shop class and are fabricating some of the metal pieces for the plane. Steve mentioned a fly-in at Melrose Landing on the 10th and Valkaria on the 17th. Refreshments consisted of a special cake baked by Loretta for Steve's birthday. (A Boob cake) This was served with home made ice cream and coffee. The program, one of the most interesting we've had, was done by Ray Thomas.
Ray, while flying an Allegheny Airlines 727 from Pittsburgh to Philadelphia was skyjacked to Havana, Cuba. Ray played the actual communications tape between him and the air traffic controllers and embellished on these as he told the story. Although it was very serious business, looking back, some things were humorous. Maybe Ray just added the humor, for instance they were figuring out the navigational details without charts beyond Miami and Ray said they picked the Identifier HVN out of the air as a logical ID for Havana. Nope, this would have put them in New Haven Connecticut! A policeman was able to sneak a loaded pistol to a flight attendant but she didn't know what to do with it so she just stuck it in the back of one of the passenger seats and didn't tell anyone about it until the skyjacking was over. Interesting story, you shoulda been there.
by Larry Gilbert
This month N3652L and I flew a couple of the neighborhood kids for about an hour one afternoon. Gotta get that Y-E paperwork done. Another afternoon it was xwinds at X21 and I decided to just take up the challenge and do some touch and goes. Then Saturday Feb. 10 rolled around and the place to go was Melrose Landing. This is an airport community 14nm West of Palatka. 3500' of blacktop with a good sod overrun on one end. There was a fly-in breakfast there that day. Steve had e-mailed me the co-ordinates and I found the place on the Jacksonville sectional. I didn't write the co-ordinates down because I thought it looked easy enough to just take up a heading of 270 from Larkin and this would take me right to it. I flew by it once and when I saw I was only 14 mi from GNV I tuned GNV VOR and flew the 075 radial until we ran across it. Neat little place! Lots of planes, mostly all leaving by the time I got there. Figured out they use 122.9 as CTAF, slow flew the pattern to let a gaggle take off then eased down to rway 23 and once on the ground and slow enough exited the runway to the sod parallel taxiway to allow for a Cherokee to depart. Once into the parking area and shut down I was greeted by four gentlemen who wanted to look at 52L. Talked to them a while and invited them to our breakfast on the 1st Sat. of ea month at Dunn. ( they said they would be there) Saw Jim Garrison's Bonanza and Steve with his Luscombe "Lily". Had a wonderful breakfast pancakes, sausage, eggs, biscuits, toast + other stuff. I was about the last to eat and it was time to leave so we taxied to 23 and were soon on our way home via Larkin/Deland/Dunn. It never ceases to amaze me the number of big birds that like to play "chicken" around here. Whew, couple of close ones and man some of them have interesting colort schemes! Arrived at Dunn while there was an air circus going on. Steve and Lily were calling downwind, base, and final for 22. Somebody was lined up for the pavement and I think Lily decided to go around. Then someone said quite defensibly, "the active runway is 15." 52L and I were giving all of this wide berth. I crossed the South end of the field with the intention of using a left hand pattern for 15. We flew by another Cessna going in the opposite direction and entered downwind for 15. In the meantime I heard a comment on the frequency, something like "they don't know there's more than one runway at Dunn". Hmmm, I wonder what that's all about? The Cessna that passed me a couple of minutes ago was on the other side of the runway flying parallel to it going North. I turned base and as soon as I turned, he turned towards me and announced base for 15. He was on a right base so I asked him if he had me in sight and he said he did. At this time the jump plane guy said the skydivers were out. I landed ahead of the other Cessna ( cause I was closer). Then the Cessna pilot said "before I come here again I'm gonna read the AFD! (Hey there's a thought) There was a Stearman entering the pattern to land on the grass, somebody warned him too. FUN!
An old customer of mine came down for the Daytona races and stopped down to see us and we decided to get 52L out and do the Shuttle Landing Facility tour flight. NASA tower graciously let us fly the length of the runway at 500' or above. After this we decided to fly out to the beach and look for manta rays. No manta rays but we saw a whale and her calf and circled at 400' while my friend took pictures. What a privilege to see this!
Bill Furnholm and I did some practice take offs and landings on a nice Feb. morning too.
Every First Saturday Dunn Air Park, EAA Chapter 866 Pancake Breakfast.
Every Second Saturday, Charlotte County Airport, Punta Gorda, EAA Chapter 565 Pancake Breakfast/ Young Eagles, 941-575-6360.
Every Second Saturday, Tampa, EAA Chapter 175 Fly-In Breakfast/Young Eagles, 813-654-2921.
Every Second Saturday, Homestead, Fly-In and "Chikee Chat" Seminar, 305-247-7886.
Saturday after Every Third Tuesday, Kissimmee Airport, EAA Chapter 74 Pancake Breakfast, 321-678-5873.
Every Third Saturday, Valkaria Airport, Pancake Breakfast/Young Eagles, 321-724-8671.
Every Fourth Saturday, Orlando, EAA Chapter 74 Pancake Breakfast & Young Eagles, 321-841-7981.
Every Fourth Saturday, Crestview, EAA Chapter 108 Pancake Breakfast, 904-862-2673.
Every First Sunday, Ft. Myers Airport, Chapter 66 Pancake Breakfast, 941-945-7000.
Every First Sunday, Punta Gorda, Lo and Slo Flyers meeting, 941-505-0493.
Every Second Sunday, Naples Airport, EAA Chapter 1067 Fly-In Breakfast, 941-261-5701.
Every Third Sunday, Kissimmee Municipal Airport, west side of the field, 9 am on.
Every Third Sunday, Sebring Airport, EAA Chapter 803 Pancake Breakfast, 941-465-6996.
Every Fourth Sunday, Bob Lee Airport, De Land, EAA Chapter 635 Fly-In Picnic, 904-734-1032
.Every Last Sunday, Quincy, FL, EAA Chapter 445 Pancake Breakfast.
At this month's Board of Director's meeting it was decided that the program for the March meeting will be a BIG work PARTY! We are going to do work on the Pietenpol and related things. Wayne Bullington will have a list of things to be done that will help the cause of our Pietenpol project. So, instead of our usual shirt, tie, and sportcoat for the men and the high heels and dresses for the women, you should wear clothes more suitable to do some shop work in.
The up and coming monthly fly-in breakfast was discussed and it is decided that we'll continue with the combination breakfasts of sausage gravy and hockey pucks (Steve's term for Loretta's biscuits) and pancakes and sausage, because it went over well last month.
We plan on selling some of our stuff at the Sun n' Fun "Fly Market". At this month's monthly meeting we will appoint ask for a volunteer to inventory the stuff that we want to sell. We may include the extra engine that we have in with this stuff.
by Steve Pangborn
First, I would like to thank everyone {especially Loretta} for helping me celebrate my birthday at the last chapter meeting. I'm STILL trying to figure out who the model was for the cake!?? Anyway, birthdays aren't hard to take when you're in good company.
We finally "got bit" by the WX for our last breakfast. Didn't get any fly ins, but the chapter faithful and a few new faces did show up in their ground transport The biscuits and gravy seemed to be a hit, so much so, we're going to offer them again, along with pancakes. We were able to meet expenses and have a little extra for the Piet N Pol project. Just want to thank everyone that came and especially to those who helped with the setup/breakdown. In addition to any monetary gain, we more importantly get to share the camaraderie and "tell all those lies" that everyone loves to participate in.
The FSAACA flyin this month is at Englewood March 3 and 4. If anyone is interested in going, I can give you the information on the location. That about covers it this time. Larry is going to fill you all in about the program for the March meeting, so, until then, "keep your airspeed in the green" CAVU
Steve
Have you paid your chapter dues for 2001?
If you don't pay-up soon, we'll stop sending you "The Smilin' Jack" newsletter. If this doesn't work we might send our collection agency to your door. We have ways and means and mean ways to make you pay!
Seriously folks, Neale has informed me that some members haven't paid dues for 2001. Don't even think of dropping out!
If it works out, our chapter will be sponsoring an official FAA safety meeting. This will probably occur in May sometime. The subject: Joint operations at an airport with an on going Skydive operation. This should serve us well as we have such an operation going on at Dunn Airpark (X21). I have contacted Obie Young at Orlando FSDO and he has expressed interest in this. Obie has told me that we must provide a "controlled environment " classroom type setting for this. Jim Morgan is looking into using the public library in Titusville for this. We'll keep you posted on this.
Larry Gilbert
"Reprinted from AOPA Pilot Magazine"
Submitted by Steve Pangborn
Some pilots do and the results are often quite discouraging. "Engine babyers" mean well by their engines, in fact they have been lead to believe that by not using all of the available power for take-off and cruising with low power settings, they are conserving their engine. Usually this type of thinking is the result of experience with the stock automobile engine. In reality the aircraft engine has very little in common with the stock automobile engine in terms of operating procedures. The aircraft engine is the athlete of its species and it was designed for high power output. if this be the case, then you are not going to do it any disservice by using full power for take-off and 65 to 75% power for cruise. Even in view of these statements, many pilots are still reluctant to fly their engines at high power settings simply because they are still not convinced that such operation won't hurt the engine. if you are one of those pilots "not quite convinced" perhaps it would help if you knew what your engine had to do to prove itself before the FAA would grant a type certificate for its production.
Let's say that you are flying an airplane powered by a Teledyne Continental Motors Model 0-470-R engine. This engine, like any other, began on the drawing boards. From the drawing boards it became actual hardware and then it entered the developmental stage. Now a period of considerable testing and refinement follows until an engine ready for production finally emerges. However, before actual production and subsequent sale of this engine can begin, it must pass an FAA type test.
The first production engine off the assembly will usually be the type test engine and here is what a type test involves.
The type test engine is mounted in a test cell and given a standard production acceptance test. After completion of this series of runs, the engine is ready to begin its type test (also called an endurance run). The engine will now be operated at full power (maximum rated manifold pressure and maximum rated RPM) for a period of 50 hours. During this period, the engine's CHT and OT (cylinder head temperature and oil temperature) will be held at normal range (first 2/3 of the green arc on your airplane gauges).
Upon completion of the first 50 hours, the engine is checked and made ready for the second 50-hour period. During, the next 50 hours, the engine will continue at full power - - only this -50 hours will be at red line CHT and OT. Imagine that! - fifty hours at "full bore" with red line temperatures.
The last 50-hour phase will be alternating sequences of 65 to 75% power and at red line CHT and OT. Often I am asked how we are able to control temperature with the engine running, especially at full power. Cooling shrouds are placed over the engine in the test cell and actual cooling air is supplied from an outside blower. The minimum number of hours required by your FAA is 150 and in the sequence just described. Engine manufacturers often exceed this figure by as much as two or three times simply for their own satisfaction that all is well and the engine is trouble free.
After all type test running is completed, the engine is removed from the test stand, completely disassembled and every part carefully examined. Each moving part is checked with measuring instruments to determine if any appreciable wear has taken place. Each part must be able to pass the blueprint specifications for new parts. Now let's sum all of this testing up in terms of pilot or owner benefits.
The type test engine operated for 100 hours at full power, 50 hours of this time at red line temperature and still another 50 hours at red line temperature during the 65 to 75% power run. A minimum of 150 hours total, often more and during all of that demanding operation, no parts failed and actual wear of moving parts was for all practical purposes, negligible. You would have to fly your engine six minutes every hour at full power and for 1000 hours just to equal that portion of the test. A type test is quite an achievement in the eyes of most pilots but it isn't to the engine manufacturer. The type test is simply proof that the engine is able to do the job for which it was designed, and that the materials from which it is constructed are equally capable.
Now let's talk about all the other production engines that will follow the type test engine. Each new production engine is given a standard production acceptance test. The last part of this test is the oil consumption run and is conducted at full throttle. The purpose of this test is initial seating of the piston rings to the cylinder walls. The run is conducted at full power because that is where greatest B.M.E.P. (Brake Mean Effective Pressure) occurs and a high B.M.E.P. is necessary for good piston ring break-in. The test house at the factory determines initial piston ring seating by the amount of oil consumed by the engine during this run. Only a few hours are involved in the acceptance test and the new engine is by no means completely "broken in." The finishing up break-in rests with the pilot who will be flying the engine during the first 100 hours of its life.
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PresidentSTEVE PANGBORN 4625 JAMES ROAD COCOA, FL 32926
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Vice PresidentCOLLEEN BETTS 4801 DOREEN ROAD COCOA, FL 32927
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Secretary/TreasurerNEALE CRANSTON 2021 MALINDA LANE TITUSVILLE, FL 32796
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Newsletter Editor
LARRY GILBERT 2002 MALINDA LANE TITUSVILLE, FL 32796 321 385 1908 |