The Smilin’Jack |
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| EAA Chapter 866 monthly newsletter September 2002 |
Chapter Meeting Weds. September 4th at 7:30 PM at Dunn Airpark Bldg. 10
N. Williams Ave, Titusville
By: Steve Pangborn
August just disappeared. Does anyone know where it flew off to? Which brings us to the next important milestone for the year….well, actually two. First off, we have our regularly scheduled culinary delight….our pancake breakfast scheduled for September 7, followed 2 weeks later by the Smilin' Jack flyin. It will be a busy 3 weeks for the chapter, so I'm asking everyone to participate. We'll need brains and brawn…the brawn to help set up and TEAR DOWN the flyin site on Friday and Saturday {the 20th and 21st}, plus all the required help to put the flyin on.
The brains will be needed to come up with some creative ideas for covered dishes of food for the flyin lunch and "brains" to make our flyin successful and safe for all. Keep a sharp eye out for unattended kids {and parents too!!}, for folks smoking around aircraft, and for warm bodies around operational aircraft. Safety is everyone's responsibility. We have managed to have a safe flyin for many years, and I'd like to keep it that way!
October is chapter officer election month, so think about whom you'd like as YOUR chapter leaders. I'm stepping down after this year as your president, and I'm sure if anyone were to volunteer, the others offices would miraculously open up to you! So give it some thought and be prepared to sign up new faces at our October meeting.
The Nieuports keep plodding along. All but one is on the gear, and that one will come along shortly. Everyone is working on control systems, fuel tanks, etc. Hopefully we'll have a "gaggle" to display in September.
Well, I'll cut this short. I'm being yelled at {yeah, I can hear you Larry!!} for copy, so let me "put this to bed".
Until next time, keep the blue side up!
by Larry Reynolds
On June 13 this Summer, my wife, Marilyn, and I flew our newly refurbished Piper Warrior PA 28-161 on our first long cross country flight 423 nautical miles to Franklin, N.C. The intent was to fly up on a Thursday, spend a long weekend, and fly back to Arthur Dunn on Sunday. We have a cabin in the Northeast Georgia mountains and the Macon County Airport in Franklin is the closest facility, about 20 miles away. This was a monumental trip for me as I am a 120 hr. private pilot who just got his ticket in December of 2001. It was basically uneventful except for the cloud bank just south of Jacksonville which appeared from a distance to top out at about 8500' but as we got closer, I had to keep climbing but with the 28-161, the service ceiling is 11,000' , and pretty soon we were at 10,500 and that was all she would do, so I had to dodge a few to make it through legally. Next time I will know better and go under.
I was using flight following (this was also a first for me without an instructor), but decided to cancel when Jax Center attempted to turn me over to Atlanta Center. I told Jax to cancel flight following and that I would revert to squawking VFR. Jax Center acknowledged and said they would advise Atlanta. I don't know why I did this except that we would not be flying even close to any busy airports for the remainder of the trip. Near Athens, GA I tuned in to the local airport frequency and heard what I thought was the tower calling 20PF, my N number, but thought that I was hearing things. I did not respond convinced that they were calling a similar tail number but then I heard it again and it was definitely 20PF he was calling. I answered and was advised by Athens ATC that Atlanta Center was looking for me. They
were apparently taking a shot that I would be in the area. I told them that I had cancelled flight following with Jax and the controller surmised that Jax had never advised Atlanta and left me in the computer. Next time, I won't cancel flight following. It is good to know, however, that they don't forget about you.
We had a great weekend visiting with my Mom, sister, aunts, uncle, and cousins, but then it was time to go home. This was one of the very reasons to get the license, and buy a plane. We could now get to our cabin in 4 hours instead of the usual driving time of 9 to 10 hours plus the headache of dealing with traffic on I-75 and Atlanta. Now it was just 4 hours back to Dunn, right? Wrong!!! Remember the bad weather that started in mid June and lasted for several weeks. The weather in the Georgia mountains was beautiful but I couldn't get back to Florida. No problem. My wife drove my truck, which is normally kept there, back to Florida because she had to go back to work (somebody has to pay for the flying) and I stayed with Trigger (my 65 lb. poodle) all the while thinking I would be flying back any day as the weather cleared, but it never did. I started feeling sorry for myself being stuck there while sitting in my recliner in my log cabin in the woods as I watched my 32" TV with its digital satellite signal, my dog and airplane with me. As I stared out of the two story glass wall at the back of the house at the 100' waterfall still feeling sorry for myself, I asked "What is wrong with this picture?" The answer was "nothing". Suddenly I felt much better and made the best of this "terrible" situation.
We were planning a week stay at the cabin the first week of July anyway, so I just decided to stay regardless of the weather. Marilyn drove back up on July 4, and we planned to fly back on the 11th or 12th but guess what? Even though there was perfect flying weather in Florida, it rained for 3 straight days in Georgia and we could not get out. I had things that were absolutely necessary to take care of in Florida, so we piled into the truck and drove back leaving 20PF tied down in Franklin. I arrived back in Titusville on July 13 via ground transportation exactly 1 month after flying up for a long weekend.
An old sage that makes regular appearances at Arthur Dunn once told me that there was an old saying among those involved in general aviation that goes something like this, "Time to spare? Go by air." I laughed and thought that was just nothing more than a rhyme but now I know better.
P.S.
I convinced one of my instrument rated flight instructors to drive back up to Georgia with me and then fly back the next day in order to get 20PF back to Dunn. This was getting necessary as I was getting withdrawal symptoms with no airplane fix. Robert Bellman and I drove up on Monday, battled bumper to bumper construction delays on I-75 in South Georgia and then got to Atlanta just as rush hour was starting, making the idea of flying back the next day very inviting. We made it there by evening and planned on an early departure the next morning from Franklin in order to avoid Florida's afternoon thunderstorms. We arrived at Macon County Airport at 0800 and there was a solid blanket of fog covering the mountain tops. The fog did not clear until about 1030 Hrs. but by then thunderstorms had moved in across all of South Georgia with mostly category 2 and 3 severity with some category 4 and a 5. Robert said that it was better to wait so we did. So much for our quick instrument flight back to Florida. The storms never did clear up. We decided to fly half way landing in McRae, GA, where I have a nephew who would put us up for the night if necessary. We left N.C. at 1400 and arrived in McRae at 1600. There was still solid thunderstorms south of us. Finally, at about 1900, Flight Service said that there was an opening that we might be able to get through. Robert quickly filed an IFR flight plan to Dunn and we departed by 2000 hrs. After a beautiful 2 hr flight during which we didn't go through a single cloud and watched the full moon rise over the Atlantic, we arrived at Dunn at about 2200 hrs. Another day of flying where we had "Time to Spare" .
Larry Reynolds
Thanks to Larry Reynolds for this article. Articles like this one really make for a much more interesting newsletter.
Hey Larry, we at Dunn airpark really missed your dog Trigger while you were gone.
Old Sage
By Larry Gilbert
As a representative of EAA C866 and AOPA ASN guy, I attended a meeting along with members of TAPTA concerning the coming hangar rent increases. Here is what I have to report.
There were representatives from Merritt Island, TICO, and Dunn at this meeting. Dave Edwards presented us with the proposed coming increases in our hangar rents. I'm looking at approximately a 20% increase in the rent over a two year period, the first 10% will be implemented soon (02/03 I think) and the second increase will be forthcoming in the next fiscal year of the authority. (03/04) Some of the rent increases at Dunn are higher percentage wise and now all of the hangars there will the same price. The new rate $214.20 + taxes. I have a rate schedule and if you need to see this stop by my hangar when you see us there. In addition to this there is a clause that will allow the authority to raise rates based on the cost of living by a maximum of 2% per year when the fiscal year 2004 begins on March 1, 2004. In five years there will be a new appraisal and rents could be adjusted once again either up or down. The 2% COLA is not cast in stone either and that may be adjusted also. The question came up about grant money used to subsidize construction of new hangars and why that since the authority uses this money, why should they attempt to achieve a return on the total investment as though it was all their money. Dave explained that in order to receive grant money the authority has to show a fair return on these grant monies. So, when an application is made for the money, a plan must be in place and submitted and when the contract is signed, they are obligated to follow the guidelines in the contract. Another question was raised about how the appraiser arrived at the suggested rates for our hangars. The report is available to anyone interested in seeing it. From what I understand a survey was made and the comparison of airports with like services to ours was made and a conclusion made on the basis of the survey. The rent increase is a bitter pill to swallow. The plan of the authority is to encourage the growth of corporate aviation and revenue generating businesses on site at Space Coast Regional and they say they are also supportive of general aviation and admit that we are an important piece of the puzzle.
Dave found time for me to stop in and talk with him about our frustrating situation at Dunn when I stopped at the authority office to pay my hangar rent. He said he understands our problems and frustrations at Dunn and is working towards correcting these. Dave also shared the budget figures for Dunn Airpark with me. It seems that with the hangar rent increases the airport should make budget and not be any burden to the taxpayers of Brevard co.
By Larry Gilbert
Gene Driggers and I have been wallowing around the sky in Debenair's C152s. We've been practicing maneuvers we all remember and seldom practice anymore. Maneuvers like turns around a point, slow flight, power off and power on stalls, S turns, short and soft field take offs and landings, etc, etc. Remember that stuff? These tired old trainers don't have the performance of the Jabiru powered Titan he's used to. Have you ever seen the Titan climb out on take off? What do you think would happen if you used the same outside visual references climbing out with a Cessna 152. We're going to try this at altitude…Maybe with a turn thrown in eh, eh. After a few minutes in these 152s, my left foot was becoming numb. You know what I mean it went to sleep. Dr. Driggers diagnosed my problem. Gene asked if I was carrying a wallet in my hip pocket and I told him I was. He suggested that I remove the wallet from my pocket. I tool his advice and moved the wallet to another pocket and sure nuff, no more problem with the foot!
One Saturday a friend brought his two young sons down to fly with me and become Young Eagles. The two boys, 7 and 8 years, are genuine aviation enthusiasts! How often do you see this? I've never been around youngsters of that age who were more knowledgeable and interested in flying. While at Dunn Airpark the boys had a real aviation experience! Neale took them down to our chapter building and showed them the Pietenpol project and Bill Mitchell had them at his hangar and let them sit in his plane and then showed them the operational jet engine he owns. One of them pointed to a picture on Bills hangar wall and said "that's a P38."
When we flew they were nervous at first but once we were airborne and they were experiencing the unexpected "slow" sensations associated with flying in a C172 they began to loosen up and talk and point out the windows. The younger boy, Brian, leaned to the left as we banked right the same way I did the first time I flew. We flew out north over the Indian river and then turned west to explore the St. Johns river. Of course you have to let the guy on your right get a feel for the roll and pitch control by letting him take the yoke and letting him apply pressure in all directions. It is always satisfying to do this because it is so enjoyable for them (and more for me). They always are a little nervous because they suspect that they could put the plane out of control, I think. They become accustomed to the feel quickly. Too bad they can't reach the rudder pedals. After they boys were done their father flew with me and although he doesn't qualify as a Young Eagle it was his first flight in a light plane and he had as much fun as his boys. I also let him have the yoke for a few minutes. (his boy did better than he did) and he also now appreciates the pressures needed to turn and change pitch with that control. He could reach the rudder pedals but I didn't say anything about them. He had his hands full trying to control pitch.
Jerry Russell and I took his C140 out for a couple of hours on a Saturday so he could begin getting familiar with the little tail dragger. The additional 200+ lbs made a remarkable difference in the performance in this little plane. The fact that the temps were in the 90s also weakened the performance. Those pedals that wag the tail really come in handy at times. Just ask Jerry. I think Jerry's C140 is beginning to like me!
If you're faced with a forced landing, fly the thing as far into the crash as possible. (Bob Hoover - renowned aerobatic and test pilot)
This information submitted by Bill Mitchell
1934 The radio range antenna field on Garnet Avenue is put into operation in December. It is one of only five in Florida and 112 in the country. It is part of the aerial navigation system operated by the Department of Commerce. An associated communications station is located at the airport. It is later moved to Melbourne and eventually becomes the MLB Flight Service Station.
When a prang (crash) seems inevitable, endeavor to strike the softest, cheapest object in the vicinity as slowly and gently as possible.
OK, this is the biggest event of the year for Chapter 866….. Like the old recruiting poster said… WE NEED YOU! Come to the Sept. meeting and volunteer for one of the available jobs posted on our large white board at the meeting room. Posters and letters are being distributed and phone calls are being made. We need more members involved in getting the word out. Pick up some posters and call all of your aviation friends and get em to our fly - in.
Airspeed, altitude, or brains. Two are always needed to successfully complete the flight. A smooth landing is mostly luck; two in a row is all luck; three in a row is prevarication.
By Larry Gilbert
Just a reminder, R2934 (NASA airspace) is under close scrutiny and they're very sensitive about any aircraft that gets into that space. On August 20th a Brevard Co. Sheriff's dept chopper dropped in at Dunn Airpark and they were looking for an aircraft that had been flying along the Playalinda Beach that morning. This beach is in the R2934 area. The perpetrator wasn't one of our guys at Dunn but our airport is the first place they'll look when something of this nature happens as we are the closest airport. Of course all of us based at Dunn are well aware of the boundaries of the restricted areas around here. Ain't we? By the way, did you know that our airspace at Dunn was shut down for the Atlas 5 launch? Ask me about TFRs if you haven't heard about them yet.
By Larry Gilbert
At our August board meeting we discussed our computers, e-mail funnies, and of course most importantly the up and coming Smilin Jack event. We are concerned that in the last couple of weeks a lot of survey stakes have sprouted around the airport and this may mean we'll have to deal with a construction project on Sept. 21st, the day of our fly - in. The stakes themselves are a concern, so we are checking with the authority about help in dealing with these things. Having fuel is another concern that we have to address…. Maybe a fuel truck? We think that Bill Mitchell and Larry Gilbert may have a handle on aircraft parking as they have been doing some preliminary work concerning this. Mickey Mc Connel our Dunn Airpark grounds maintenance man has been extremely helpful with this also. Who would know the grounds better than he? Neale has written a dozen or so letters to Pietenpol owners and other antique/experimental aircraft owners. Is it all coming together? Not without the help from the rest of us so, at the next meeting on Sept. 4th is crunch time.
What do we do about the Geese that have taken up residence at Dunn? You know they're a federally protected bird and we can't kill em. I certainly hope one of them doesn't kill one of us by taking off into our flight path especially on take off. Hope they're gone by the time of our Smilin 'Jack fly - in. Hmmmm. How about deep fried goose for lunch at the fly - in? Can't do it they're protected. Aren't they supposed to be up North during this time of year? Have you ever seen the result of a big bird strike? The commuter planes at the airport where I used to live ingested a couple of these and it cost $375,000 to repair the engines. They refused to fly until the situation was taken care of. First they tried noise makers, then tried chasing them, and finally had to get permission to shoot them.