August - EAA Chapter 691

Chapter 691
August 2016 Newsletter
IF YOU HAVEN’T YET PAID YOUR ANNUAL DUES, PLEASE FILL OUT THE LAST PAGE OF THIS DOCUMENT AND EMAIL IT ALONG WITH $20 TO EAA CHAPTER 691 (ADDRESS ON LAST PAGE)
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Table of Contents
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Upcoming Events pp. 3-5
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Ongoing Events pp. 6
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From the presidents corner pp. 7-9
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From the resident technical counselor and flight advisor
pp. 10-13
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Doug Wilson interview: the Pegazair pp. 14-17
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From Rose at the flight service desk pp. 18-19
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The Grant Besley Memorial Airstrip pp. 20-23
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John & Judy’s 2016 Oshkosh Adventure pp. 24-30
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Pilot Quiz pp. 31-32
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Chapter links pp. 33
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Video and article links pp. 34-36
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Pilot Quiz Answers pp. 37-38
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Membership Application pp. 39
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Upcoming Events
• Chapter 691 monthly meeting: August 19th, 2016 hosted by Roger Smith
and Skip Egdorf and held at the Los Alamos Airport. Once you are through
the terminal head back west and look for the Lightening project!
Chapter 691
• Chapter 691 Young Eagle Rally Dates:
August 20th, 2016 (Rain date:
August 27th,2016)
KLAM
• Chapter 179 Young Eagle Rally Dates:
September 10th, 2016
KAEG
November 5th, 2016
KAEG
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Upcoming Events- Mystic Bluffs Fly-in
Chapter 691
Mystic Bluffs Fly-in will be
on August 20th. Please
register at
http://www.nmpilots.org/r
egistration.asp?event_id=
mysticbluffs2016
and read the SAFETY
BRIEFING here
http://www.nmpilots.org/
Documents/RAC/FlyIns/MysticBluffsBriefing.pdf
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Upcoming Events- LOEFI
Chapter 691
Check out
http://eaa179.org/land-ofenchantment-fly-in/
for details and schedule.
Hope to see everyone
there!
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Ongoing Events
●
ABQ Pilot’s Lunch - Every Thursday. Formation begins at 11:15 AM at Monroe’s Restaurant at
6501 Osuna Rd. NE (4 blocks east of San Mateo on the north side)
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Santa Fe – Let’s Talk Flying! Coffee, Donuts & Hanger Flying @ The Santa Fe Airport Grill, 9am
every Saturday
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Mid-Valley Pilot’s Lunch - Every Tuesday, Formation begins at 10:00 AM at Bob Henning’s
Hangar, 3884 Tammy Ct. SE, Los Lunas, NM (Mid-Valley Airpark) Phone: 865-0007. From there,
the crowd will proceed to TJ’s New Mexican Restaurant at 235 Highway 314 SW, Los Lunas, at
11:45 for lunch.
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Chapter 555 – Las Cruces – Pancake breakfast (click to see video) on Sunday 8:00 – 10:00 am.
The third Sunday of the month. In the ‘Chapter’ Hanger no less!
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Every 3rd Thursday of each month is the EAA Chapter 691 meeting, mark your calendars!
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From the
President’s
Corner
‘Short Notes’
by Bob Hassel
First a special thanks goes out to Will and Barb, who hosted a
great feast @ Gumbo’s place for out last meeting. For those of
you who missed the meeting, Larry Filener gave a great talk on
Back Country airstrips in New Mexico and the work that the
New Mexico Pilots Association (http://www.nmpilots.org/)
and the Recreational Aviation Foundation
(http://recreationalaviationfoundation.org/) are doing to open
up the slowly disappearing airstrips across New Mexico and
the nation. Seeing some of these airstrips and hearing what it
entailed to get them back in the hands of the aviation public
was eye opening. Speaking of, the Mystic Bluffs Flyin is
Saturday (after the YE event @ Los Alamos  ).
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~~~~
We lost another local (Santa Fe) aviator, in a plane crash at the Fond Du Lac County airport in Wisconsin
the week of Airventure. David D. Spencer was pilot and his passenger Rafael J Chavez, both of Santa Fe,
were critically injured when their ‘plane banked abruptly and crashed’ according to witnesses.
http://wbay.com/2016/07/28/crews-respond-to-plane-crash-at-fond-du-lac-county-airport/
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Witnesses indicated the plane had a mechanical
problem right after taking off from the airport and was
trying to return for a landing. The Fond du Lac County
Sheriff’s Office says witnesses reported the plane was
low.
“The scene isn’t very long. It’s a fairly small area where
the plane literally drove into the ground,” Capt. Rick Olig,
Fond du Lac County Sheriff’s Office, said.
Our thoughts go out to David’s family & friends for their
tragic loss.
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It hasn’t been that long since we lost 2 of our members
(Thomas and Karen) to something similar. Will Fox’s talk
about ‘What does it take to make that critical turn back
to the airport?’ and standard sage advice we’ve all heard about just flying straight ahead into the crash/landing keep echoing in my head.
Your best chance for survival is straight ahead or stay within 20 to 30 degrees of your flight path when something goes wrong.
We had another incident this year, when a Bonanza lost power at the Santa Fe airport shortly after takeoff. He had turned south along the highway headed to Albq when he reported to
the tower that he had engine problems and couldn’t make it back to the airport. He successfully landed on the north bound access road along the highway. Jan and I went out and
watched as his plane was towed by a pickup truck and a large escort of police cars all the way back to the airport. The plane and pilot were ok, except for whatever occurred that ended
in the loss of power and perhaps a change of clothes.
PLEASE - Think nose down, and look for a place to go ahead of you. Turning back can be the last thing you do!
~~~~
A quick note from Joyce Woods of Chapter 179 in Albq: They are not putting on a YE event in Moriarty on September 10th. Word
has incorrectly gotten out in some circles that they were. They are hosting an event on September 10 th at the Double Eagle
airport in Albq, but will not be doing an event in Morarity this year. Additionally, ‘As always, we’d appreciate any help since it
follows our Land of Enchantment Fly In and thus we always get a big crowd of kids. Volunteers (pilots or ground) can contact
Todd Blue (tblue@ix.netcom.com).’
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Speaking of the Land Of Enchantment Flyin…it’s coming up on Saturday, August 27th at the Double Eagle Airport. This is a great local flyin
event! I hope to see your plane & your smiles down there!
~~~~
This month is all about the upcoming YE event this Saturday, August 20 th. The Los Alamos Airport is our ground zero for this event. As you
know, this is our only YE event of the year this year. I hope many of you can make it a memorable one for the kids. Pilot’s will be awarded
with million dollar smiles from their passengers. As well as a heartfelt thanks! I am always amazed by the king and generous people I am
surrounded by in this club! Pilot Brief at 8am and flying starts at 8:30. See ya there!
~~~~
Bob
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Back Country Flying
From the resident
technical
counselor & flight
advisor
by Will Fox
Barb and I had just landed at Grant Besley Memorial Field, a
4500 foot long dirt and gravel airstrip just across the Rio
Grande Gorge from Taos, NM. The folks along the runway were
snapping pictures, waving, and giving us the thumbs up. We
hadn’t done anything particularly special, they were doing that
to everyone who was landing on this brand spankin’ new back
country strip in northern New Mexico.
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Folks were just happy and excited to see their fellow pilots flying in for this very special occasion. As we rolled
out, Larry Filener, who honchos the Back Country efforts for the New Mexico Pilot’s Association (NMPA), smiled
at us and waved us towards a parking spot. Ron Keller, radio in hand, was MCing the aerial ballet of inbound
aircraft, but took a moment to wave at us as well. Ron is another leader in NMPA’s back country activities and
had been intimately involved in the preparations for this fly-in.
We rolled to a stop at the end of the runway
amongst a dozen other airplanes, and, as we
got out, we admired a beautiful Beaver that
was just taxing up behind us. Barb was hoping
it was Harrison Ford, but it turned out to be
Andy, a local pilot out of Santa Fe. Andy’s told
her that while he may not be Harrison, his
Beaver is a lot better looking than Harrison’s.
We and Andy, along with a few dozen other
folks, had gathered here to remember Grant
Besley, a well know local pilot and flight
instructor, who had been killed in an
unfortunate accident a few years back. Steve
and Deborah Weiss, who were very close to
Grant and are the owners and caretakers of
this beautiful piece of land, named the field in
his honor and were hosting the event with a
little help from NMPA.
On approach to the Grant Besley Memorial airfield.
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You couldn’t have asked for a more beautiful day. The brilliant blue sky was laced with a few high cirrus clouds, the visibility was a hundred
plus, and the mountain air was just cool enough to make a long sleeve shirt feel good. As we made our way towards the chow line to grab
some piping hot coffee it was clear that folks were in high spirits. An atmosphere of fun and adventure prevailed as pilots shared this
unique opportunity to fly into a special place, see old friends, make new ones, and share a common flying expereince.
I was just about to get a cup of hot joe when Skip walked up and asked me to help him set up the porta potty. Since Skip, who is a fellow
back country pilot as well as a member of the NMPA Back Country Committee, had been kind enough to bring his Luxurious Backcountry
Latrine (LBL) for the benefit of all in attendance, I could hardly refuse. Skip’s sanitation creation, by the way, is fit for a king, and not only
includes a privacy tent, but also a very effective waste handling and odor control sytem. There is even a basket on the wall containing
flying magazines to read if you aren’t interested in enjoying the scenic view that Skip characteristically frames in the zip-up doorway. With
the LBL set up and operational, I headed back to the chow line for breakfast.
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On the way I ran into Jennifer, a student pilot that has a knack for flying Interstate Cadets. I had met Jennifer at the Negrito work party a few weeks back. She along with John, her
instructor, had flown a couple of Cadets into Negrito to help with some airstrip maintenance and it was her first back country adventure. To say she had been excited by the experience
would be an understatement. On this day she was just as excited and thrilled to be visiting another back country airport. She is fortunate to have an instructor like John, who is exposing his
students to more than the normal private pilot syllabus. It is also great to see young enthusiastic folks like Jennifer getting into aviation.
Steve and Deborah were cooking breakfast for the hungry group with the help of Grant’s family who had come from afar to attend the memorial. The food looked and smelled delicious.
There is something about eating an early morning breakfast in the fresh mountain air that makes food taste all that much better. As I enjoyed the fresh cooked sausage and scrambled eggs,
along with the commaraderie of my fellow pilots and friends, I thought about how fortunate I was to be involved in aviation. You get to meet a lot of great people, visit interesting places,
and enjoy the incredible freedom that comes with flying in this great country.
After breakfast Steve called us together to remember Grant and the impact he had on the people he touched. Sitting there listening to Steve and Grant’s family as they talked about him, I
couldn’t help but think that he had been a very fortunate man to have had such good friends and a family that cared so much for him. We should all be so lucky.
All too soon Barb and I had to head back home. It had been a great fly-in and hopefully the first of many more at Grant Besley field. I think Grant would like that.
If you haven’t tried back country flying, you should consider doing so. It will open up a whole new area of aviation for those that would like to combine flying with the great outdoors. Back
country flying offers the opportunity to visit places that most folks just don’t get to see and also to expand your flying skills. Places like Negrito, Grant Besley, and Mystic Bluffs, to mention
only a few, offer opportunities for a great outdoor experience with some of the most stunning scenery you will ever see.
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What kind of skills do you need for back country flying? Since most back country strips are soft fields you will need to get comfortable again
with the soft field takeoff and landing techniques you learned while you were getting your private pilot certificate. Often times back country
strips are short, and/or surrounded by trees, so you will need to brush up on your shortfield takeoff and landing skills as well. Out here in the
west, these airstrips are often found at higher altitudes and in the mountains, so getting familiar with mountain flying and how your plane
performs at high density altitudes is important. If you want a little help with that, NMPA offers a great course on Mountain Flying every year
that you might consider participating in.
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Another skill you will need to develop is the ability to read the airstrip. Is it long enough? Is it wide enough? What type of surface does it have and what condition is it in? What kind of
approaches does it have? It is not uncommon to find airstrips that are one way operations, or have a significant slope not only up and down, but side to side as well. Animals can be a
hazard in these remote strips as well. In New Mexico it is fairly common to find elk, deer, coyotes, or even turkey occupying your intended landing spot. In fact, as we flared for landing at
the Grant Besley strip a rather large cat with a very long tail raced across the strip a hundred yards in front of us, most likely a mountain lion.
Weather can be a big deal when operating at back country strips, particularly in the mountains. A summer thunderstorm can turn an otherwise nice landing strip into a muddy bog, or create
strong winds and turbulence that make a landing or takeoff impossible. Most flying in the back country during the summer is done early in the morning or late in the afternoon when the
thunderboomers aren’t tearing up the air. Hot dry weather can produce high density altitudes, strong thermals, and dust devils, all of which deserve a great deal of caution.
Fortunately, NMPA provides a briefing as part of the registration process for the the fly-ins that they are involved in, which includes details on the airstrip and general guidance about
operations there. In addition, they keep an eye on the weather and the condition of the airstrip, and will update attendees as conditions change. This is very helpful to everyone planning to
attend, but especially to newcomers to back country flying.
What kind of airplane do you need for back country flying? You see all sorts of planes at these fly-ins, from Cessnas to Pipers to Beeches, to all types of sport aircraft. Taildraggers are pretty
common, but so are tricycle gear aircraft. I think the most common aircraft I see at back country flyins in New Mexico is the Cessna 182. Take a look at the pictures on NMPA’s website and
you will get a good idea of the variety of aircraft that show up for these events. You will see everything from Cherokees to Bonanzas, and Taylorcrafts to Beavers. There are a fair share of
Cubs, Maules, and other types of bush planes in the mix, but you don’t need one to enjoy a lot of back country airstrips.
Don’t you need big tires for back country flying? Not necessarily. Often times you will see bigger than stock tires on airplanes flying into back country strips and this certainly helps on soft
fields, and to smooth out bumps on hard or rocky strips, but many airplanes arrive with standard tires on them as well. On the other hand, you usually don’t see airplanes with tires that are
smaller than 6.00 x 6 unless it happens to be on a tailwheel.
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When flying into a back country airstrip, folks generally take off their wheel fairings and leave them at home so they don’t get damaged by
rocks or mud. You will want to bring a good set of tiedowns with you, since many back country airports don’t have any. Bring some basic
tools as well, because if you have a problem, the nearest FBO may be a two day hike away. And just like when you drive in the mountains,
take a few precautions, and bring along some food, water, and emergency gear even if you don’t plan to do any camping, just in case.
NMPA is planning to offer a back country flying course in the near future to compliment the mountain flying course already offered. This will
be a great opportunity to get familiar with back country flying and learn more about the topic, so keep your eyes peeled for the class
announcement. I encourage you join in and become a back country pilot.
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Have fun and fly safe.
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Doug Wilson
Interview: The
Pegazair
by April Fox
Let’s face it, I’m bias. Towards the Pegazair that is. It’s been bred
into me, and just when I fell in love out east flying J-3’s, J-5’s, and
Super Cubs and thought my love for taildraggers had shifted, the
Peg pulled me back in. That’s why I figured I’d interview Doug
Wilson this month. He bought Peg plans back in 1995 and started
his build in 1996 out in Emporia Kansas. While he isn’t a local
chapter member, he is an avid member of the EAA and in fact has
been an invited aviator in the STOL competition at Oshkosh for
the past few years.
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When I called Doug for an interview I initially got a strange voicemail. It was partially inaudible and all that I
could make out was the tail end of it;
“….I’ll be on the ground in about an hour, call me back!”
and then a CLICK. Wait a minute, I thought, that wasn’t a voicemail. That was Doug answering his phone while
flying and without a phone jack for his headset.
I laughed to myself and
thought WOW, what a great
way to start an interview!
Like many of us did as young
children, Doug looked at the
sky and dreamed. While he
never had plans to become a
pilot, he built model airplanes,
flew them hard, and tore them
up fast. In the early 1980’s a
buddy who worked as a
missionary in the Philippines
flying Super Cub’s introduced
him to ultralights through old
Ultralight and Experimental
Doug and His Peg in Alaska. Photo courtesy of BackCountryPilot.org.
Aviation magazines.
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The Hyperlight was where Doug fell in love with aviation. After the Hyperlight, Doug moved on and built a J-3 Kitten. Longing to go further
distances, Doug bought a Champ, restored it under the guidance of his good friend Harold Farthing, then bought and restored another
Champ.
Harold Farthing was an exceptional aviator. He was 80 when Doug was 40 and certainly inspired Doug in aviation. Doug and I talked about
how in my opinion he wears his airplane (you see, some people fly airplanes and others wear them). In Doug’s opinion he doesn’t wear his
airplane, but Harold wore every airplane that he flew. In 1996 the two bought airline tickets to Canada (Montreal) and headed to
Sherbrooke where Tapanee Aviation is located. There they met Michel LeQuinn (designer and builder of the Pegazair) and where Harold
and Doug test flew the C100 Pegazair.
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Why the Pegazair?
I was led down the road towards the Peg by my good friend who flew Super Cub’s in the Philippines as a
missionary. He was extremely impressed with the Helio Courier, its ability to get in and out of rough fields
AND carry a load. His Super Cub couldn’t do this. I saw an article on the Peg in an EAA magazine, sent away
for info on the kit and was really impressed particularly by the moveable slats. This seemed like the closest
thing to a Helio Courier. I was also motivated by watching a friend build an RV-6.
What tool should every Peg builder have in his/her toolbox and why?
Other than the spars, I built my aircraft with hand tools, a drill press, and a borrowed brake. I used a gas torch
to weld the fuselage. This and a tremendous amount of desire.
You recently converted your Pegazair to comply with a Sport Pilot Certification, is that right?
Since the Pegazair is a special airworthiness aircraft built for education and recreation purposes, and I could
prove that I built 51% of it, I was able to obtain an Experimental Amateur Built Special Airworthiness
certificate.
Photo courtesy of George Stephenson
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Tell me about the STOL competition at Oshkosh
Oshkosh was great. The competition was at the ultralight field this year, which is not as fun and exciting as on the main runway (like in past
years). In past years when using the main runway, you get to sit through the briefing with the likes of Sean Tucker and the Aeroshell team.
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What would you say the average age in that briefing room is?
I would say the average age is about 50. There are some younger folks (and older).
I’ve always found it interesting how many of these accomplished pilots are older or rather not in their 20’s
and 30’s. But I guess hot shot kids are more likely to make stupid (fatal) mistakes than experienced pilots…
People become accomplished pilots when either they accumulate enough experience or money to do so.
You’ve taken your Pegazair up to Alaska five times for hunting, any plans for this year?
I’ll be making my 6th trip this year to go bow hunting for moose and black bear. This year I’m meeting a good
friend and serious hunter who lives up there. In the past I’ve taken friends with me, in fact a friend is going to
fly up there with me this year and take a commercial airline back. That way no one has to endure me for
more than a week at a time (chuckles). Flying to AK isn’t just about AK, but also about western Canada. It’s so
sparsely populated and beautiful, it’s like you get to experience it for the first time over again when you take
a new person along for the ride.
What is September in Alaska like?
September can be wintertime in that part of the world. Good for hunting but not for flying. On a 28 day trip I
took a few years back I spent only 4 days hunting. There’s an old saying that Alaska does have 4 seasons, just
like Kansas, Spring, Summer, Fall, and Winter- but Spring and Fall are only two weeks each and you don’t
know which two they are.
Photo courtesy of George Stephenson
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You mentioned that you started a flying club in the area with a 172. If a 172 is a pigeon, what is the Pegazair?
(Chuckles) Well the Pegazair is such a great short field aircraft. The slats are such a safety feature. I guess it’s like a pigeon with a
parachute.
Well for the record, pigeons have been clocked at 60mph. And they’re quite smart.
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Well there you go!
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ICAO Flight Plans – Are You Ready?
From Rose at the
flight service
desk
by Rose Marie Kern ©
Don’t be surprised to hear your Flight Service briefer answer the
phone a tad differently when you call. As of mid-August Lockheed
Martin turned over a group of its government contracts, including
Flight Service, to a company called Leidos as part of a merger. In
general the flying public should not notice any changes initially as
Leidos will take over all the facilities, equipment and personnel as a
package. But by the time you read this, when you call for a briefing
you won’t hear “Lockheed Martin Flight Service” as they answer
the phone!
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In 1983 I began working as an ATC control trainee at Albuquerque Center. The computer in use at the time was
the IBM9020 – a monster that took up a whole room. A friend of mine, a true computer geek, (and proud of
it!) came to visit and I gave him a tour. As we walked into the computer room he exclaimed in awe —“A
9020…in working condition!”
Since that time, the equipment has undergone improvements, and in 2009 began the implementation of a
new computer system in the nation’s Air Route Traffic Control Centers (ARTCCs). The ERAM, or En Route
Automation Modernization, system was developed by Lockheed Martin. With ERAM, ARTCC controllers are
able to track 1,900 aircraft at a time, an increase of 800 over the old systems. Because the ERAM is designed
to process data from almost three times as many radar sites, coverage extends beyond facility boundaries,
enabling controllers to handle additional traffic more efficiently. Eventually the greater coverage will allow
controllers to make use of a three-mile, rather than the current 5 mile, separation. ERAM also increases
flexibility in routing around congested airspace, weather and other restrictions.
According to the FAA, the ERAM was designed with NextGen in mind. It will support satellite-based systems,
such as Automatic Dependent Surveillance — Broadcast (ADS-B), and data communication technologies. This,
in turn, will clear the way for future gains in efficiency and safety.
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This next generation technology has the capability to determine exactly how closely an aircraft is following its flight plan, which will
improve the efficiency of the ATC system. To do this, the system needs to know the sophistication level of each aircraft and the
capabilities of the pilots using it. Conventional domestic flight plans do not have the extra fields that communicate this data to the
ERAM, hence the use of the ICAO (International Civil Aviation Organization) flight plan. The equipment portion of the ICAO flight
plan, plus the data entered in the “other information” field, identify the technological abilities of both the aircraft and the pilot.
At this time ICAO flight plans are required for aircraft crossing the ADIZ, even if it is from and to a point in U.S. airspace. It is also
necessary if IFR aircraft are requesting to use certain types of approaches into busy airports. Pilots can begin using ICAO flight plans
whenever they like.
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Many pilots are struggling with the new format, and so the FAA pushed the target date to have all domestic flights using the ICAO form back from October 2016 to late January
2017 – giving everyone a little more time to get used to it.
ICAO flight plans have more fields than a standard domestic flight plan, which intimidates many pilots initially. However, not every field needs to have data entered in order for it
to work, and the ones that do have data entered are very similar to the domestic flight plan. The biggest difference is in the details required for your navigational equipment. The
FAA has a great tutorial on their website at this link:
http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/systemops/fs/res_links/media/icao_flight_plan_filing.pdf
If you don’t remember the link, just go to www.faa.gov and search ICAO Flight Plans. You can also call Flight Service now and begin using the ICAO flight plan. You may want to
research the website given above first so you are ready to answer questions about your type of navigational equipment that are different from the current form.
~Rose
ROSE MARIE KERN HAS WORKED IN THE AIR TRAFFIC CONTROL ARENA FOR OVER 30 YEARS. YOU
CAN SEND YOUR QUESTIONS TO HER AT AUTHOR@ROSEMARIEKERN.COM
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The Grant Besley Memorial
Airstrip
For those of you who were unable to attend, curious about, or just down right had no idea about, the Besley field Fly-In was
on August 13th. The field is located north of Taos on the west side of the Taos Gorge. It is privately owned, so you need
permission to land there. Words and photos by NMPA’s Michael Marker. ~April
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Rick Lapinski and I had the opportunity to check out Grant Besley Airstrip (NM03) on 4 Aug. The runway is in excellent condition and is oriented north/south with an
uphill slope towards the north. This high elevation airstrip is at 7646 ft and is 4500 ft long. With a pleasant outside temperature of 70 deg, the density altitude of our
visit was over 10,000 ft.
This view is
looking to
the
southwest.
This view is
looking
toward the
north. The
Taos gorge
can be seen
to the right
and is about
a mile or two
west of the
airstrip.
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The Grant Besley Memorial
Airstrip
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Windsock is about 500 ft from the S end of the airstrip. Another
windsock will be installed about 1000 ft from the N end.
The middle portion of the runway has been stabilized with gravel and is smooth. The
shoulders on the sides of the runway are dirt, grass and weeds, approx. 15 – 20 ft wide
and are softer that the center of the runway.
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The Grant Besley Memorial
Airstrip
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Be careful of wildlife on the runway.
Rick Lapinski and the Cub.
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The Grant Besley Memorial
Airstrip
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Memorial for Grant Besley at the Fly-In
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John & Judy’s 2016 Oshkosh
Adventure
words and photographs by John Graham
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A three-day 1450 mile journey across the vast cornfields of the Midwest brought us to
Wittman Regional Airport at Oshkosh, Wisconsin, home of the annual weeklong Airventure
airshow.
I made a platform bed for our Honda Element and we packed for a week of camping at the
airport's Camp Scholler, which would be home for about 50,000 people--almost the
population of Santa Fe. Our wonderful neighbors, Becky and Ted from Austin, were also here
for the first time. Surrounded by giant motor homes with humming generators, we felt we
were bringing the property values down a bit.
There was something for
everyone: thousands of airplanes
for sure, plus balloons, buzzing
powered parachutes, model
aircraft and drones, flight
simulators, movies at night, and
even a 5K run. The hundreds of
volunteers and professionals
made everything work smoothly.
Judy and the Honda Element.
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John & Judy’s 2016 Oshkosh
Adventure
words and photographs by John Graham
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5K run.
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John & Judy’s 2016 Oshkosh
Adventure
words and photographs by John Graham
Hundreds of forums and workshops were offered on aviation history, safety, how-to, and technical topics. I took a 2-day course in
aircraft electronics and avionics that will come in very handy.
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But it's all about the airplanes. Aircraft on display ranged from the ancient to the latest technology, very fast and very slow, tiny and
monstrous, WWI and WWII "warbirds, the practical and the weird, sleek and klunky, homebuilts and experimentals, business jets
and gliders.
The enormous C-5M Galaxy cargo plane was really impressive when it taxied in. The cargo hold is longer than the Wright Brothers'
first flight. I waited an hour in line to sit in the pilot's seat.
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John & Judy’s 2016 Oshkosh
Adventure
words and photographs by John Graham
In 1941-1942, Civil Air Patrol planes including this Stinson 10A flew coastal patrols from bases
all along the Atlantic and Gulf coasts looking for German submarines and were credited with
possibly sinking one. They also guided rescuers to the ships that had been torpedoed.
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I often thought of my dad, who
flew C-47s in WWII. His logbook
showed 1.6 hours that day but
nothing else to indicate the
significance. The one below was
the first aircraft over Normandy
during the D-Day invasion and has
been restored to flying condition.
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John & Judy’s 2016 Oshkosh
Adventure
words and photographs by John Graham
P-40s were an early mainstay in the Pacific and Europe
Chapter 691
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John & Judy’s 2016 Oshkosh
Adventure
words and photographs by John Graham
Chapter 691
WWII formation (great shot John!!!!).
If that wasn't enough, there were two night shows with
fireworks and airplanes that thought they were fireworks.
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John & Judy’s 2016 Oshkosh
Adventure
words and photographs by John Graham
On Saturday at noon it was time to
head back home. Ears still ringing with
the rumble of radial engines, I'd had a
full dose of aviation, but I'm sure it'll
wear off and I'll need another soon..
Chapter 691
For more photographs, video’s, and
words please visit John’s blog at
http://oshkoshjg.blogspot.com
Thanks again John!
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Pilot Quiz
Retrieved from http://www.exams4pilots.org
1. Recovery from a stall in any airplane becomes more difficult when its
A)center of gravity moves aft.
B)elevator trim is adjusted nosedown.
C)center of gravity moves forward.
Chapter 691
2. Of the following, which is accurate regarding turbulence associated with thunderstorms?
A)Outside the cloud, shear turbulence can be encountered 20 miles laterally from a severe storm.
B)Shear turbulence is encountered only inside cumulonimbus clouds or within a 5-mile radius of them.
C)Outside the cloud, shear turbulence can be encountered 50 miles laterally from a severe storm.
3. An airplane descends to an airport under the following conditions:
Cruising altitude10,500 ft
Airport elevation1,700 ft
Descends to1,000 ft AGL
Rate of descent600 ft/min
Average true airspeed135 kts
True course263°
Average wind velocity 330° at 30kts
Variation7°E
Deviation+3°
Average fuel consumption 11.5 gal/hr
Determine the approximate time, compass heading, distance, and fuel consumed during the descent.
A)9 minutes, 274°, 26 NM, 2.8 gallons.
B)13 minutes, 271°, 26 NM, 2.5 gallons.
C)13 minutes, 274°, 28 NM, 2.5 gallons.
31
Pilot Quiz
Retrieved from http://www.exams4pilots.org
What enhances the growth rate of precipitation?
A)Advective action.
B)Upward currents.
C)Cyclonic movement.
Chapter 691
If, while in level flight, it becomes necessary to use an alternate source of static pressure vented inside the airplane, which of the following should the pilot
expect?
A)The vertical speed to momentarily show a descent.
B)The altimeter to read lower than normal.
C)The vertical speed to momentarily show a climb.
32
Chapter Links
– Do you have a link you’d like to share?
LiveATC – Listen to the Santa Fe Tower and Ground Frequencies
Chapter 691
http://www.liveatc.net/search/?icao=ksaf
LiveATC – Listen to the Albq Tower and Ground Frequencies
http://www.liveatc.net/search/?icao=kabq
Our Chapter Facebook Page - Remember you don’t have to join to look!
( http://www.facebook.com/eaa691 )
Roger Smith - Lightening Build
http://rlsmith3.wix.com/rogersplanes#!n695rb-builders-log/fmeec
Will Fox – Pegazair – QuestAir Venture
http://s381668287.onlinehome.us/eaa/memberspics/Will%20Fox/Will%20Fo
x.html
http://pegazair-builders.info/Will%20Fox's%20index.html
Jeff Scott – KR2 – Sport Trainer
http://jeffsplanes.com/
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Video & article links
Chapter 691
General Aviation News:
Air Racing from the Cockpit: Expect the Unexpected
http://generalaviationnews.com/2016/08/11/air-racing-from-the-cockpit-expect-the-unexpected/
AOPA: Training Tip:
From CU To TCU
https://www.aopa.org/news-and-media/all-news/2016/august/08/training-tip-from-cu-to-tcu
AOPA: Air Safty Institute Video
Real Pilot Story: From Miscue to Rescue
https://www.youtube.com/watch?v=NokGZ4d9mrk
General Aviation News:
Tracking a Classic Cessna 180
http://generalaviationnews.com/2016/08/10/tracking-a-classic-cessna-180/
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Video & article links
Chapter 691
boldmethod:
The FAA Is Shutting Down 308 VORs, Is Yours One Of Them?
http://www.boldmethod.com/learn-to-fly/navigation/the-faa-is-shutting-down-308-vors/
boldmethod:
Should You Use Trim In A Steep Turn?
http://www.boldmethod.com/learn-to-fly/maneuvers/steep-turn-should-you-use-trim-private-pilot-acs/
AOPA: Training Tip:
Too Tired To Be Safe
https://www.aopa.org/news-and-media/all-news/2016/august/01/training-tip-too-tired-to-be-safe
AirFacts:
Pilots Really Are Made, Not Born…I’m Proof
http://airfactsjournal.com/2016/08/pilots-really-made-not-born-im-proof/
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Video & article links
Chapter 691
AOPA: Resources
Flying Clubs
https://www.aopa.org/community/flying-clubs
General Aviation News:
EAA members now have free access to SOLIDWORKS design kit!
http://generalaviationnews.com/2016/08/02/eaa-members-now-have-free-access-to-solidworks-design-kit/
EAA: Chapter Videos
http://www.eaavideo.org/video.aspx?v=2270052454001
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Pilot Quiz Answers
1. Recovery from a stall in any airplane becomes more difficult when its
A)center of gravity moves aft.
B)elevator trim is adjusted nosedown.
C)center of gravity moves forward.
Chapter 691
2. Of the following, which is accurate regarding turbulence associated with thunderstorms?
A)Outside the cloud, shear turbulence can be encountered 20 miles laterally from a severe storm.
B)Shear turbulence is encountered only inside cumulonimbus clouds or within a 5-mile radius of them.
C)Outside the cloud, shear turbulence can be encountered 50 miles laterally from a severe storm.
3. An airplane descends to an airport under the following conditions:
Cruising altitude10,500 ft
Airport elevation1,700 ft
Descends to1,000 ft AGL
Rate of descent600 ft/min
Average true airspeed135 kts
True course263°
Average wind velocity 330° at 30kts
Variation7°E
Deviation+3°
Average fuel consumption 11.5 gal/hr
Determine the approximate time, compass heading, distance, and fuel consumed during the descent.
A)9 minutes, 274°, 26 NM, 2.8 gallons.
B)13 minutes, 271°, 26 NM, 2.5 gallons.
C)13 minutes, 274°, 28 NM, 2.5 gallons.
37
Pilot Quiz Answers
What enhances the growth rate of precipitation?
A)Advective action.
B)Upward currents.
C)Cyclonic movement.
Chapter 691
If, while in level flight, it becomes necessary to use an alternate source of static pressure vented inside the airplane, which of the following should the pilot
expect?
A)The vertical speed to momentarily show a descent.
B)The altimeter to read lower than normal.
C)The vertical speed to momentarily show a climb.
38
EAA Chapter 691 Membership
Application/Renewal Form
Please mail this form along with $20 to:
Chapter 691
EAA Chapter 691
1040 Airport Road
Suite #4
Los Alamos, NM 87544
Name: __________________________________________________
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EAA #: ______________ Expiration Date (MM/YY) ______ / _______
Address: ________________________________________________ City: ___________________________ State: _____ ZIP: __________
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Please list your currently flying A/C and any finished or in-progress projects:
39