Fatboyz Aviation Newsletter

FatBoyz Aviation Newsletter

March 2003 Welcome to our 3nd issue! Thanks to everyone contributing to our newsletter and the responses received. The Fatboyz are a group of local pilots and aviation enthusiasts based at DKX. Our goal is to promote GA activities at the island and provide pertinent to our community. Visit the FatBoyz web archives for updated weekend flying schedules for those $100 hamburgers, links to flight planning and weather sites, information for local aviation resources (flight schools, CFI, AME, DE, I.A. A/P, insurance) and information pertinent to our local aviation community. Spotlight http://www.geocities.com/fatboyzaviation DKX – History Jim Moore, Knoxville Flyers I NSIDE T HIS I SSUE While looking to obtain some old Spotlight DKX Part II , Newspaper Articles 1 Knoxville aviation photos, from the Knoxville Sunday Journal 12-11-27 submitted by Jim Moore Knoxville Historical Society. I came across the Knoxville Journal and Tribune 08-05-19 submitted by Bob Davis following article. It was the first reference I could find 7 Rational Strategy for Flight Near Icing Conditions, about an airport located on Dickinson's Island, the Buz Witherington CFII location of DKX. From this article and others it appears that pilots trained during World War I were 10 Flying with ATL Big Boys, Brandon Hughett ATP CFII flying out of fields all around Knoxville. The first reference to any airfield was in a 1919 article, which 13 Who Is In Charge, Gary Hall CFI mentions an airfield in Whittle Springs. While the 14 article printed below is interesting, keep in mind that Flying IFR, Daryl Moore CFI the recommendation of the Aviation committee was not followed. 15 What I Learned From That, Buddy Farmer PP-ASEL THE KNOXVILLE SUNDAY JOURNAL DECEMBER 11, 1927 16 The Unexpected TFR, Thad Phillips PP-ASEL Smoky Mountain Haze, Anonymous PP-ASEL The Citizens' Aviation committee, composed of representative businessmen of Knoxville, has 17 External Inspection, Mike Dawley PP-ASEL requested the city council to consider the purchase of Dickinson's Island as a site for a municipal airport. 18 Somerset KY, Thad Phillips PP-ASEL This request was referred to the council committee 19 Campbellsville KY, Mark Collins CP-ASEL on public welfare.

20 St. Louis MO, Thad Phillips PP-ASEL During the past few months, the Citizens' Aviation committee has studies a number of possible locations 21 New Mexico, Sam Suffern PP-ASEL for the airport. Ernest Jones of the U. S. Department of Commerce visited Knoxville about two months ago 22 Lancair 360, A Speed Machine Glen Griffin PP-ASEL and personally inspected a number of potential airport sites. 24 Radial Engine Seminar, Ron Tallent IA A/P

24 Everything you ever wanted to know about Annual Inspections! Spotlight DKX continued on page 2 John Keigans, Jr IA A/P

Among the sites inspected were the tract near Whittle "Seventh, that no field furnished an all-way landing Springs, Dickinson's Island, Boyd's Island, the present condition and facility which Dickinson's Island field near Bearden, two sites on Kingston pile, one on possessed, it was unanimously decided to recommend Middlebrook pike, and others that were suggested. the consideration of Dickinson's Island. After studying the qualifications of the various sites, the committee decided to recommend the purchase of "The committee is composed of business men of Dickinson's Island. Knoxville who have spent considerable of their expense for the reason only of rendering a civic service Robert L. Foust, who appeared before the city council to the community. The personnel of the committee is Tuesday night representing the Citizens' Aviation made up of manufacturers, merchants, bankers and committee, issued the following statement regarding business men who have no interest directly or Dickinson's Island, Saturday: indirectly, in Dickinson's Island to cause them to desire the city to purchase this property which would bring Foust's Statement about any personal gain. "In considering sites, the last site inspected was Dickinson's Island. For a time the committee held off "The importance of aviation is set out clearly in from considering this property, fearing that tide President Coolidge's recent message to congress in conditions in the river and river fogs would render this which he states: 'Commercial Aviation -- A rapid property unattractive but upon learning that neither fog growth is taking place in aeronautics. The Department nor tide, such as were known in the Tennessee river, of Commerce has charge of the inspection and had little or no ill effect on the practical nature of the licensing system and the construction of national requirements of the government, and further learning airways. Almost 8,000 miles are already completed the government's policy of establishing emergency and about 4,000 miles were contemplated. Nearly stations at more or less distance from the city in case 4,400 miles are now equipped completed and about of fog or water or other reasons, Dickinson's Island 3,000 miles more will have lighting and emergency was then inspected. landing fields by next July. Air mail contracts are expected to cover 24 of these lines. Daily airway flying "The committee, after going on the island and taking is nearly 15,000 miles and is expected to reach 25,000 into consideration: miles early next year.'

"First. the nearness of this site to the post office, and "Flights for other purposes exceed 22,000 miles each proving that it could be reached through ordinary day. Over 900 airports, completed and uncompleted, business traffic within five minutes on a very excellent have been laid out. The demand for aircraft has road, that it was served by an electric car line, and in greatly increased. The policy already adopted by the fact all utilities, and Congress is producing the sound development of this coming industry. "Second, that the expense of grading would amount to nothing at all, and Many Fields Accepted "Already this year the government has accepted nearly "Third. that the cost of a one-span bridge across the 250 airport field and these fields as they are accepted sluice from the south shore from abutment easements and approved by the government are immediately which belong to the island, the bridge to be of ample bulletined and maps and charts are put into the hands size for heaviest traffic, could be built at a price of from of everyone interested, including owners and pilots. $20,000 to $30,000, depending on its size and ornateness, and "The easy approach to Dickinson's Island makes it incomparable with any other site in the Knoxville "Fourth. that the grading of any other site, if all other district, being located just two miles east of the county conditions came up to specifications would be bridge in the river, and can be easily located by the considerably more than the cost of the bridge, and pilot of an aircraft, especially owing to the fact that he has for further guidance the chart furnished by the "Fifth, that the location and property was the government showing the exact location. unanimous choice of the local aviators, pilots and men "It is important that no unnecessary delay be incurred who were practical in air flying, and in acquiring an airport site in this city. The committee has been approached frequently by men who have Nearest Site received letters from air lines express a desire for "Sixth. that no other site that the committee inspected landing privileges at Knoxville. In the next few months could be reached in less than twenty minutes from the great air line trunkways will be established and business center under legal speed, and Spotlight DKX continued on page 3

Knoxville should be made one of the stations on one of "As to the location of Dickinson's Island it can be the major trunk lines. observed that while this property is immediately near the center of Knoxville, nearer than any other tract of "No city in the United States would possess a field of ground that can be acquired or that would be suitable superior character and attractiveness to that afforded at any price, it has an isolation that is exceedingly by Dickinson's Island. No city of Knoxville's size or desirable. insomuch as the north greater would lose an opportunity in acquiring immediately, in view the fast development, such an "On the south side, Island Home Park lies in a westerly ideally located property for the purpose of an airport. direction from the Island and would in no way interfere with the field nor would the field endanger or obstruct "The Dickinson's Island property is under option by the the development of Island Home Park; on the land committee for $140,000.00 and the option provides opposite to the south is located the Tennessee Deaf that it can be purchased for one-tenth down and one- and Dumb Institute where all buildings are completely tenth each year. Immediate possession can be given. out of the way and where the noise of motors, which is more or less objectionable to a community built up by On acquiring the island which consists of nearly 300 residences, would be no objection at all in this acres, the aviation field would appropriate possibly 75 instance. acres, leaving the rest to be used as the city would see fit but would lend itself very excellently to the As stated above the recommendation was not establishment of a municipal playfield or recreation followed. What actually happened was the Tyson park. There is ample space for golf links, tennis courts, family (same family as Tyson Park) donated 59 acres baseball diamonds and concessions, as well as (which cost $40,000.00) on Sutherland Ave, where bathing beach. West High School and the National Guard Armory are now located, to the city for an airport. The land was "As to the damages from tide the committee has donated in Dec. 1929, with the stipulation that investigated and has found that the only time the island Knoxville's municipal airport always be named McGhee was swept over completely by water in the memory of Tyson in honor of the Tyson's son Charles McGhee man was in 1867 when a most unusual tide of 44 feet Tyson, a lieutenant in the Navy Air Corps who was was observed. killed in action as a pilot in W.W.I. It quickly became apparent that the location was not suitable and in July No Flood Damage of 1937 TYS was relocated to its present site in Alcoa. "The elevation of the island is 36 feet and only in one The National Guard actually used one of the old instance has the flood tide of the river exceeded this hangars on Sutherland up into the 1970s. measurement when in 1902 the tide reached the height of 36 feet and 4 inches, 4 inches over the average H. H. Galbraith, the owner of Dickinson's Island, elevation of the island. entered into a lease with Tom Kesterson for the operation of an airfield on July 14, 1930. If the island "While a certain area of the Island overflowed a large was being used as an airfield prior to that time there is area was not reached by water and according to the no mention of it in the newspapers. Apparently the information from the weather bureau of Knoxville this Citizen's Committee was right about Dickinson's Island tide receded in less than a day. The following is a being a better location because starting July 1934, table furnished by the United States Department of American Airlines was making once daily flights into Agriculture. Weather Bureau at Knoxville, Tenn. DKX with Curtis Condors. The Government quickly ruled that the twin engine plane was too large for the Date Stage field. The flights were stopped until October 1934 March 31, 1886 ...... 29.6 feet when, after airport improvements, American Airlines April 3, 1896 ...... 28.7 " began single engine Stearman air mail and express February 24, 1897 ...... 26.0 " service using "Model T Stinsons" There were two March 20, 1899 ...... 28.2 " flights daily to Washington, with 6 passengers and May 23, 1901 ...... 34.8 " airmail. December 31, 1901 ...... 31.0 " March 1, 1902 ...... 36.4 " On 1/15/36 an American Airlines flight landed at July 18, 1916 ...... 29.9 " McGee Tyson on Sutherland Ave. However it appears March 5, 1917 ...... 28.2 " that American kept its operations out of DKX with 3 April 3, 1920 ...... 26.7 " employees running the airport. On 7/29/37 American (Signed) J. I. Widmeyer, Airlines was the first commercial aircraft to land at the Meteorologist.

Spotlight DKX continued on page 4

newly opened Tyson McGee on Alcoa Hwy. Thereafter American operations were switched to TYS

At the start of W.W.II, DKX was shut down, however it was quickly reopened and used for primary pilot training. In 1964 the City of Knoxville bought DKX for $175,000.00 at a time when it was a cow pasture with a 3500 ft runway. According to an older member of the Flyers, DKX did not have a paved runway until after the city purchased the island.

The vast majority of the above information was gleaned from old newspaper articles. So I can't vouch that every fact mentioned above is 100% correct. 4 E VENT C ALENDAR TN20 Seymour Airpark Seymour TN, Fly-in breakfast Spotlight 8AM – whenever each Sunday 1ST WEEKEND DKX – History BGF Winchester TN. Saturday fly-in breakfast. 931-967-3148 Bob Davis, DPE CFI LZU Lawrenceville, GA. Saturday fly-In breakfast. "Before any known flights at either Dickinson Island or the 770-394-5466 old McGhee Tyson, there were flights from Whittle Springs 2ND WEEKEND property. This was verbally documented to me from Ferris Saturday, MBT Murfreesboro, TN, Fly-in Breakfast. Thomas remembering as a boy seeing planes there. This is a David Swindler, 615-890-2439, [email protected] well-documented of flying from Whittle Springs." BD RMG Rome, GA. Saturday fly-in breakfast 1919 Journal and Tribune Man Seeks Feature Story 706-235-0644 Above the Clouds 3RD WEEKEND 3M3 Collegedale,TN Saturday fly-in breakfast Reporter Reaches altitude of 5,500 feet in Army 423-236-4340 Aeroplane. Runs into Rain Storm, Plays Tag and Hide OWB Owensboro, KY. Saturday monthly breakfast and Seek With Another Machine, Dives in and Out of Wayne Gibson 502-684-2859 Cloud Banks and Ends with Thrilling Series of Stunts Over River. 3M5 Huntsville, AL. Saturday fly-in breakfast 256-880-8136. [email protected]

By Jack Williamson 16J Dawson, GA. Saturday fly-in breakfast. Ron Acker 912-888-2828

[Shortly after WWI, the Army Air Corps sent two 4TH WEEKEND Curtiss J-N 4-DJennies and pilots with mechanics from 2AO Dayton, TN. Saturday monthly breakfast Souther Field, Americus, GA to recruit for the U.S. Wanda Fulmer 615-775-8407 Army. This article from The Knoxville Journal and 5TH WEEKEND Tribune, Friday August 5, 1919, page 12 – Bob Davis] 4A9 Fort Payne-Isbell, AL. Saturday fly-in breakfast 205-845-9129 Well, the argument between Lieut. Ward and myself is SPECIAL EVENTS settled. He is no ‘piker.’ No other kind of a pilot could nd th get his machine out of the messes that we got into but LAL Lakeland, Fl Sun-n-Fun April 2 – 8 863-644-2431 the best in the world. Never again will I call an aviator a ‘piker’ as long as there’s the slightest chance of him taking me off the ground. I wanted thrills and I got them. Watch thy airspeed, As far as straight flying goes there is no more to it than talking a spin in a jitney bus and it is not half so thrilling as a ride in some of them. Straight flying reminds me of Lest the ground come what Bill Nye said about grand opera – “It’s not half as

Spotlight DKX continued on page 5 up and smite thee!

© 2003 FatBoyz Aviation All Rights Reserved March 2003 Edition Page 4 of 27 Spotlight DKX continued from page 4 that the trip was going to be a little dull. The green bad as it sounds.” fields, woods and hills were gilding by under us and we seemed to be standing perfectly still with a gigantic But when it comes to doing stunts, well, that is a electric fan blowing into our faces. When we first left different story. In an endeavor to make Lieut. Ward the ground it was impossible to see a great distance, give me some of the best thrillers that he carries in but as we gained altitude, the landscape gradually stock, I tantalized him by running a story yesterday cleared until it was possible to see the Great Smoky morning in which I accused him of being a ‘piker’ and Mountains in the distance. This, of course, was after being afraid to attempt any real stunts. we had climbed above the haze and smoke below.

We were scheduled to make the flight at 10 o’clock As we passed over Lincoln Park and Oakwood, the yesterday morning, but owning to motor trouble, it was scenery was beyond description. The city, nearly 2000 postponed until late in the afternoon. We reached the feet below, appeared to be one of the bright colored field shortly after three o’clock and just ahead of a rain maps that real estate agents use to sell swamp land in storm. This delayed us for nearly an hour and a half, Florida. One cannot realize how perfectly that section but it cleared and we made the ‘hop-off’ at exactly of the city is laid out until they view it from the clouds. 4:30. The scenery was so wonderful and I felt so calm that I As I neared the machine, I became conscious of the attempted to relight my cigar, but after wasting a dozen fact that I was not as brave as I had thought I was. I felt or so matches I decided I did not have enough Irish a strange pair of legs quaking in my pants and the blood in my veins to accomplish the feat. perspiration was standing out over my face although I was far from being warm. To add color to the scene Over Southern Shops and to make myself appear cool, I lighted a cigar and started chewing away at it like a hungry wolf. We were circling and climbing all the time, and the next time I looked over the side, I discovered that we were Strapped In over the Southern railway shops, where the strike was in progress. I tried to get a new angle of some kind on I have never been strapped into an electric chair in my the strike situation from the air, but we were sailing young life but I experienced all of the thrills to be along at an altitude of 3,100 feet at that time. I could offered by that instrument of execution as the safety not even pick out a man from (the) mass of little specks straps were being adjusted about my lengthy legs. on the ground, much less what he was doing. That cockpit was never built for a pair of legs like mine, and it was with difficulty that I able to coil up without Lieut. Ward was pointing toward the river when I getting them mixed up in some of the vital organs of glanced up, and following the direction of his finger, I the controlling system. discovered the other machine coming in our direction. I had previously arranged with Lieut. MacRae to fly as It was surprising to see the ease with which the big close to us as possible so that I could photograph him machine cleared the earth just as we were whizzing by in the air. I waved the camera as they passed and they a little crowd that had braved the storm to see me off. I gave us the ‘high sign.’ put some real feeling into the farewell wave that I gave a friend of mine in the crowd. We made a steep bank to the left to allow the other They say that misery loves company and I was machine to catch up with us. As soon as we got consoled by the fact that Clarence Richard, straightened out, Lieut. Ward slowed up a bit, while the representing the press also was in the plane that other plane was rushing upon us from the rear. Our cleared the ground just ahead of us. His machine was machine increased its pace as the other neared and piloted by Lieut. MacRae, who was feeling very playful we were soon gliding along side by side not 50 feet and was simply bubbling over with thrills. apart. I could not locate the other machine in the finder, but aimed at it the best I could and blazed away. After circling around over the Whittle Springs section for nearly ten minutes, we reached an altitude of 1,500 For the next 15 minutes we glided around, at and over feet and then headed for town. As we passed over the each other like a couple of playful kittens, or children Whittle Springs hotel, I leaned as far out of the seat as playing tag. That is a game that is much more thrilling the safety belt would permit and made a snap-shot of when you are playing it in the air than when you are the scenery. watching it from the ground. Several times the machines came so close together that the wings nearly Strange to say, all fear had left me and I was afraid

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© 2003 FatBoyz Aviation All Rights Reserved March 2003 Edition Page 5 of 27 Spotlight DKX continued from page 5 distinguish any of the buildings, except by their location on the streets. It was easy to pick out each stretch of touched or the wheels scraped over the top of the asphalt paving in the city, for these streets were still other. wet from the recent rain and appeared to be canals or small streams running between the blocks. Tiring of this, the pilots separated and started to explore the great expanse above. We climbed and The view reminded me much of the pictures I have climbed until the instrument read 4,800 feet and then seen of Venice. There were no gondolas on those tiny swerved back over the city, but not before we had canals and we were so high that we could not have passed over Lyons View. When we turned our nose seen them if there had been. We could not distinguish toward Knoxville we saw we were running into another a single house in the residential districts. The blocks rainstorm. seemed too small to accommodate an ant, much less a house. I wondered if the people below could see us We saw the storm too late to dodge it, so we headed through the haze at that height. straight into it. The big drops of rain burned into the unprotected portions of our faces like hot cinders as we After circling the city, Lieut. Ward headed for the open dashed through the downpour at top speed. This did country again, but for no good purpose this time. He not last long as we soon shot out over the other side of wanted revenge for that cutting remark of mine, and the storm. incidentally, he got it. There is one thing that I am proud of, and that is during all of the dives, lunges and Then we ran into more troubles. When we left the pitches that he guided the machine through, he was ground there was little breeze stirring, but after we unable to make me sick, and I came up grinning after passed the 3,000 foot mark we ran into a gale that at each turn. times would seem to snatch the machine up and hurl it to the side. The treacherous currents and air pockets Some resident of those hills will have to tell the story of were numerous above the heart of the city, which the capers that we cut because earth and sky were caused the pilots to keep clear of that section and not running around too fast for me to keep up with them. attempt any kind of stunts. After a few minutes of this agony, he decided to behave himself and started to climb again. We were Just as we burst through another cloud, we found that racing along at a height of 3,500 feet when, I we were almost ‘on the tail’ of the other machine. We discovered another machine several hundred feet pulled up beside it and for several minutes flew along above us. I think that Lieut. Ward spied it at the same with only a few feet separating the two planes. Richard time, for he continued to climb until we were nearly one and myself invented a new kind of sign language on hundred feet above it and just to its right. We pulled up the spot and carried on a conversation that would have beside it shortly before we reached the forks of the made a mute seek cover. He signaled that he was French Broad and Holston rivers. enjoying the trip and I could see by the grin on his face that he was. We were above the clouds by this time We were all aware of the others presence except and could only get a glimpse of the earth below Richards, who was leaning over the other side of the through occasional rifts in the cloud bed. cockpit admiring the scenery. I saw Lieut. Ward make a sign to Lieut. MacRae, who glanced back at the Above the Clouds unsuspecting news gatherer and laughingly nod his head. While we were sailing along the pilots were also carrying on a conversation of their own and the next The next minute his machine shot toward the earth like time I glanced at the instrument I saw it was registered a bullet and then started a series of loop-the-loops, 5,400. The sensation was all that could be asked for such as I have never seen before. It was too much for and we had no difficulty breathing, although the altitude me, and while I felt sorry for Richards, I could not help was much greater than we were accustomed to. The laughing. propeller saw to it that we had all of the air that we wanted for our lungs and then some more. Some Stunts [ A spin & a spiral]

We went into another cloud and lost the other machine. Lieut. Ward must have glanced back and discovered By this time the clouds had cleared away enough for my mirth for the next moment we were doing a line of us to get a good look at the city, so Lieut. Ward stunts that would become a crazy eagle. Needless to followed my bidding and headed in that direction again. stay, I stopped laughing at once. Earth, sky, rivers and We were at such a great height that we could not

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© 2003 FatBoyz Aviation All Rights Reserved March 2003 Edition Page 6 of 27 Spotlight DKX continued from page 6 everything on the sides of us included, commenced to Rational Strategy for Flight rush around us in a conglomeration that I cannot Near Icing Conditions explain. My stomach started to run up my back bone and I grabbed at it as it passed my neck. The wind was Buz Witherington, CFII rushing by with such speed as to force me back into the seat so tight that I could not move. I was confident If you use an airplane enough, we were going to crash and felt like kicking myself for you will encounter the not making an engagement with Saint Peter while we decision-making strategy for flight were in speaking distance a few seconds before. near conditions that might result in airframe icing. It is a simple fact of Suddenly the nose of the machine was turned up and life that if you fly often enough, and we climbed out of whatever that stunt was, as you fly in the winter months, you will gracefully as a bird. As soon as we had righted encounter some situation whereby ourselves, I glanced up and saw Richards leaning over you will need to decide how to plan your flight near the side of his machine and enjoying the laugh of his conditions that might produce ice. Of course, that young life. Well, it was on me, so I laughed back at him decision may include not going at all. and waved my hand, as if I had enjoyed it all. To gain use of an airplane which has neither deice I was just congratulating myself on the fact we had nor anti-ice protection during near freezing and below finished with the thrills and were headed back to the freezing weather, one must develop a logical landing field. We were almost over Chilhowee Park approach to making decisions regarding go or no go, when he decided to give me another stunt for good how high, and in what direction. Also the pilot needs measure. He stopped the engine and we went into a to have some plan in mind for what to do if he tailspin in short order. Down we went, twisting round encounters ice. and round in perfect harmony with my stomach. I watched the race track chasing Park City around the Sure Fired Strategy swimming pool at the park for a few revolutions and The only sure fired way to avoid the decision-making then closed my eyes and prayed that we would land in process is to hanger your airplane from October something soft. through May. Even then, you will need to avoid flying at altitude in the fall and spring months. That We came out of this, too, just at the right time and strategy is simply unusable. started to climb again. We were soon over Whittle Springs and about 3,000 feet above the old earth that I If you flew only in sunny weather or in above freezing love so well, when Lieut. Ward suffered another temperature levels, you would never encounter sudden change of heart and decided to land and call it harmful icing conditions. If there is no cloud cover, a day’s work. He seemed to think that a loop-the-loop there will never be any precipitation even in below was the quickest way of getting there, so we looped. I freezing temperatures. But, if you are flying along in don’t know how many times, but I am sure that it was sub-freezing conditions and happen to fly under an more than that. Coming out of the last loop, he started inversion where rain is falling from warm air above, it a drive [dive] at the landing field; then swerved up, could impact your airframe and freeze in the form of allowing the wheels to skip along on the ground. We clear ice. This is as bad as it gets. struck the high spots about three times and then settled down for a bumpy ride across the field. So you can’t necessarily avoid airframe ice by flying VFR or by avoiding all cloud penetration. The crowd rushed up and started asking silly questions about every subject, but seemed to be surprised that I However, you can avoid dangerous icing conditions was not sick. I was surprised myself, but not disappointed. Rational Strategy continued on page 8 There is nothing so wonderful about straight flying, and I would gladly take another flight of that kind, but never again will I go through the agony ‘stunting’ for a feature What’s a GUMP anyway? story. 4

Ed. This little airport located smack dab in the middle of our so-called scruffy little city has a distinguished heritage dating back 200 years. The countless contributions made to our city, county, and county by the early pilots utilizing this 150-acre island to transport mail and passengers, and the military pilots training for missions at home and abroad, are immeasurable. We, the current tenants of Knoxville Downtown Island Airport, share this rich heritage passed down by the others, and the responsibility to continue the same, ensuring the legacy is passed along to those who follow us.

© 2003 FatBoyz Aviation All Rights Reserved March 2003 Edition Page 7 of 27 Rational Strategy continued from page 7 There will be no long, protracted vectoring in the ice for by always flying in air that has a temperature above an instrument approach to minimums. Secondly, it freezing. If you encounter snow, slush, or ice pellets, says that the clouds are roughly 1500 to 2000 feet your exposure to danger is only minimal because the thick. So now we know that we will expose ourselves frozen precipitation is on its way to becoming water, to potential icing conditions for a brief period of time even if it does momentarily collect on your wings. while descending into warmer air where any ice accumulation will be shed. Rational Strategy For those of us that have the benefit of possessing an Now would you land at CSV and rent a car? Instrument Rating, flight into clouds with ice forming OK, one last bit of information, but it is a large bit of potential is inevitable. Perhaps a better way to say it info. Somewhere between BNA and CSV, a Baron would be that flight near icing conditions is inevitable. overtakes you. You hear him check in with Knoxville Even if one is a prudent and careful pilot, icing Approach and announce that he is going to DKX also. conditions may only be 1000 vertical feet away. Since he is faster, he descends into the icy clouds The most important things to remember regarding the ahead of you. As you ponder your decision, you hear level of danger regarding airframe ice are: him give a Pirep to Approach that the tops are at 5700, the bases are ragged at 3000, and he encountered a • Intensity trace of rime ice during the descent. He has DKX in • Duration. sight and is requesting a visual approach.

A small amount of ice (low intensity) over an extended It’s an easy decision now. The lesson is: Never say period of time (high duration) is very dangerous. never. Similarly, a quick accumulation of ice (high intensity) over a short duration of time (low duration) is also very Let’s look at some other issues in this discussion. dangerous. But, can we say that a small amount of ice over a brief duration is life threatening in regard to the Pireps airfoil performance. Not necessarily. Don’t get me Do not be the first flight of the day. Although the freight wrong, though. I certainly don’t advocate willfully dogs fly all night and are wonderful sources of Pireps, blasting into icy clouds without the proper airframe they may have completed their journeys by sunrise. protection. But, let me give an example of how a non- This puts a lull in the flow of traffic and subsequent protected airplane flown by a prudent pilot might Pireps in the early morning hours from just before encounter a low amount of ice and live to tell about it sunrise to about two hours later. Someone will need to without shocking the buddies around the hanger with be the ice breaker (excuse the pun). They will launch evidence of the pilot’s blatant recklessness. into the morning clouds to sample the icing potential and find the tops. Don’t be that good person. Leave By the way, this is a true story. I was in the lead plane. that to the experienced pilots flying airplanes with known ice certification. After a flight or two of these Let’s say that you were on the way home from good souls, ATC will then have a pretty good read on Memphis in your unprotected Bonanza one winter what is out there. Query ATC by phone before you afternoon. You had traveled all the way from Memphis launch. (Hint: Consult The Cellular Pilot handbook by staying on top of a broken layer in the sunshine. for all the phone numbers of Tracon controllers Periodically, you would see the broken layer open up and ARTCC.) to a scattered one. As you crossed CSV, the layer congealed to a solid one so you knew you would have to shoot an approach into DKX. The air temperature Rational Strategy continued on page 9 was below freezing at your level and in the clouds. Would you bail out in your attempt to get into DKX by going back to the scattered layer around Crossville, CALLING ALL CFIs! land, and rent a car? Everyone should say yes at this point. It would be the prudent thing to do. But let’s Email your name and contact information to look a little further into the story. [email protected] As you are flying along at 6000 feet, you can tell the tops are around 5000. Both the TYS ATIS and the We will include you in our CFI directory. Email DKX AWOS are advertising the ground temperature the names of your students and their progress well above freezing and the cloud bases at 2500. That (solo, solo cross country, passed written, tells us several things. First it says that the conditions passed checkride, etc.) and we will recognize are VFR and a visual approach will be used into DKX. your student for their latest accomplishment.

Terrain In the unprotected airplane, implement this strategy first and immediately. Do not fly into potential icing conditions if the MEA of your route is above the freezing level. Either stay on The next best Plan B is to climb to on-top conditions. top or turn around and go back. You should know where the tops are anyway. You were heading that way, weren’t you? In case you don’t If you encounter ice, you have no real option but to turn know where the tops are, ask ATC to query any planes back. You will not be able to descend into warmer air in the area. to shed the ice. Turning around is hard to do from a psychological standpoint, and from a physical Frequently, you will be in and out of IMC. That will standpoint, it takes time and space of which you may allow you to see where the tops are and whether they have neither. are within reach of your airplane. Remember that an ice-laden airplane doesn’t climb worth a hoot, Duration of Exposure especially when it is at altitude in the first place. The The best way to minimize the duration of icing last 1000 feet from 12,000 to 13,000 may not be in the conditions is to fly quickly up or down through relatively cards for you or your airplane. That sky may look thin layers of clouds. appealing as it beckons while you travel in and out of the tops, but it may be unobtainable because you are Coming down through potential ice, plan your descent barely flying anyway. This is true whether you have a as a slam dunk by coordinating with ATC. They almost “Known Ice” airplane or not. Buz has a story about this always understand this plan and will allow you to do also. what you need. Using a variety of methods, find the levels of the bases and the tops to calculate the The next best Plan B is to turn around. Lifting from thickness of the cloud layer. Then plan on a descent of some source frequently creates icing conditions. The 1000 fpm and calculate your exposure time. If the easiest icing (if there is such a thing) is rime ice that is approach will be an instrument one, fly the approach at usually associated with stratus clouds. Picture yourself a faster speed with no flaps and gear retracted. For flying in the soup from Memphis to Knoxville. The that matter, don’t even attempt the approach if the clouds are stratus with little if any vertical development break out will be low. Go somewhere else. and bumpiness. Additionally, there is no ice. However, somewhere east of Nashville as you The Approach and Landing approach Shelbyville, you start to pick up ice. Why? Do not use your autopilot. Its use may mask subtle The reason is that you have come up to the hints from your airplane that an impending stall is Cumberland Plateau where westerly winds have imminent. Shaking, shuddering, and control forces will encountered the vertical landmass of the western side warn you of trouble. You should hand fly your airplane. of the Plateau. This has produced an orographic lifting action over the Plateau. A good strategy would be to If you are carrying ice, keep your speed well above turn 180 degrees and back track to Nashville and land. normal until you have the runway made. Be especially To try and continue eastbound, you would probably alert to stall conditions manifested by shuddering or encounter more ice until you came to the Tennessee sloppiness in the controls. If you feel those things, put Valley where the air perhaps settled and warmed. the nose down and pour on the coal. First Time Strategy Plan on a no flaps landing and deploy the landing gear There are many of us that don’t know how our planes when on short final. Realize that the gear my cause a or we as pilots respond to airframe icing. What would stall so be ready with power and pitch. Drive the be the most benign way of dipping one’s spinner into airplane onto the runway and immediately chop the that pool? The easiest icing encounter would probably power and get on the brakes. There will be no flare. If be the short, fast descent through icy clouds into warm you expect one, you will simply quit flying and crump air below. down onto the runway. Early, firm braking is much more effective than late action, but don’t lock the So, if we were already in the clear on top and needed a brakes. Be aware of possibly poor braking conditions. descent into our destination, we could quickly punch through a thin cloud layer with a slam-dunk technique Plan B for the Icing Encounter into either clear air or warm air below. Ideally, we The best Plan B for encountering ice is to descend into would descend into VFR conditions so that we would warm air. It will stop any further accumulation, and it not be vectored extensively for an instrument will allow you to shed any ice that has formed. approach. Certainly, we would want a brief instrument Rational Strategy continued on page 10

© 2003 FatBoyz Aviation All Rights Reserved March 2003 Edition Page 9 of 27 Rational Strategy continued from page 9 Flying with the Atlanta Big approach that most certainly would not result in a missed approach whereby we would be forced to climb Boys! back into icy clouds while carrying a load already. If this is a possibility, go elsewhere. Don’t even try it Brandon Hughett, ATP CFII unless it is an emergency. The William B. Hartsfield-Atlanta International Airport is one of the busiest airports in the United States. It En Route Strategy serves both air carrier operations and general aviation In an unprotected airframe, the best bet would be to operations. Yes! General Aviation can land at travel below the clouds. Simply staying out of the Hartsfield. The airport is located just south of cloud will come close to guaranteeing no ice. And the Downtown-Atlanta with four massive runways. best way to do that would be to never climb up into Runways 8L, 8R, 26L, and 26R are located north of the them. airline terminals while runways 9L, 9R, 27L, and 27R are located south of the airline terminals. To sum this Going from Knoxville to Atlanta, a good route would be up, there are two sets of parallel runways. It’s a lot like to travel down the Tennessee Valley to Choo-Choo two Knoxville McGhee-Tyson airports in one location. and then turning the corner around the Smokys to The general aviation ramp, operated by Mercury Air approach ATL from the northwest. Picking a Victor Center, is located on the north side of the airport just Airway with a low MEA would keep us below the off runways 8L and 26R. clouds on the Airway. If ATC issued a climb that would put you into the clouds, explain why you want to stay When arriving, you will land on the northern runway, 8L down low. or 26R. When departing, you will take-off on the northern runway next to the airline terminal, 8R or 26L. ATC will probably find a way to help you do whatever I know all this runway talk about 26L and 8R and 9L you need. Otherwise, simply cancel IFR and go visual and 27R sounds confusing but it is really a lot like two or ask for change of destination to somewhere back Knoxville McGhee-Tyson airports except there are two along the route you’ve come. frequencies for everything such as ground control and tower. There is even two Atis broadcast: one for I have found controllers to be extremely cooperative in arrivals and one for departures. With a good airport situations like these. The skies are relatively void of diagram, one will have no problems. Even though it is traffic, and they will bend over backward trying to help. Hartsfield, one can still ask for help. As a matter of fact, as the weather gets nastier, the traffic gets less, and the personal attention from ATC After departing Scott Municipal Airport (SCX, Oneida, really starts to shine. As a CFI, I have heard lots of Tennessee) in an A36TC Bonanza, Atlanta Center barking from ATC during VFR and high IFR days, but I informed me of a re-route. I filed IFR for SCX Direct have never heard a controller rag a guy in ugly ATL but according to ATC that was not going to weather. happen. The controller asked me which side of Atlanta I wanted to approach from, giving me the option of Final west or east. I chose the west. My new clearance So there you have it. Now you know how to fly and read, “Proceed Direct Choo Choo VOR (GQO), V333 survive a world where ice lurks. Simply stack the odds to Atlanta VOR (ATL), Radar Vectors to Hartsfield heavily in your favor. And don’t whine that you don’t (ATL).” After finding this new route on my IFR charts, I have an airplane that is certified for known ice. Those discovered that the controller had assigned me the guys do exactly the same things that I’ve described same route as the Rome Two Arrival specified with a here. They use their boots and hot props to limit their Choo Choo transition. I suspect that whether you file duration and intensity to ice. They climb to on top, the appropriate arrival or not, you are still going to get it descend to warmer air, and ask ATC for slam-dunks. assigned to you anyway. After crossing Choo Choo They run like hell from ice, including me. 4 Vor, I began to receive the Atlanta Atis information and began to setup for an ILS approach to runway 8L. The fun was about to begin. FatBoyz Disclaimer Although care has been exercised in preparing the information Atlanta Approach Control asked me what my approach contained in this newsletter, FatBoyz Aviation does not and cannot speed was going to be. Since the landing gear and flap guarantee the accuracy thereof. Anyone using the information does so at their own risk and shall be deemed to indemnify speed is 153 knots for the A36TC, I informed ATC I FatBoyz Aviation from any and all injury or damage arising from would be approaching at 150 knots. He said, “That such use. We do not endorse or otherwise recommend service would be great.” After several vectors, approach providers or individuals identified within this publication. References are included only to provide contact information. Atlanta Big Boys continued on page 11

© 2003 FatBoyz Aviation All Rights Reserved March 2003 Edition Page 10 of 27 Atlanta Big Boys continued from page 10 wake turbulence. Hartsfield can be so busy that there cleared me to intercept the localizer behind a regional is no time to wait. To avoid the spiraling tornadoes, the jet. I was very happy because it was not a Boeing 757. tower approved a left turn to the north immediately Wake turbulence can be a frightening thing to think after take-off. about. Next, I was cleared for the ILS approach and informed to contact the tower at the outer-marker. Flying into the William B. Hartsfield-Atlanta Crossing the outer-marker, I lower the approach flaps, International Airport is not as bad as one might think. continued my 150-knot approach speed, and contacted Here are some tips to remember when flying there. the tower. I was cleared to land runway 8L. Three miles later, Atlanta Tower informed me to slow my 1. Study airport procedures and diagrams. airspeed to 120-knots. I never expected that. I must 2. Inform passengers to remain quiet when have been going faster than the regional jet I was approaching and departing. trailing. I then lowered my landing gear, began to slow 3. Listen closely to air traffic control. my airspeed, and landed on runway 8L at my normal 4. Speak briefly when communicating. landing speed of 80 knots. I had arrived at the William 5. Read back all runway and taxing instructions. B. Hartsfield-Atlanta International Airport. When unsure ask. 6. Keep your speed up as much as possible I quickly cleared the runway as I watched a Boeing 757 when arriving unless informed to reduce touch down at the beginning of the runway I had just speed. landed on. Next, the tower informed me to taxi to the 7. When doing a visual approach, make sure you ramp. Mercury Air Center was conveniently located are aligned with the proper runway (that’s all directly in front of me. After shutdown, a Mercury Air I’m saying about that, there are 4 of em’ ya Center lineman, who presented me with an airport know). security badge, greeted me and asked me to sign-in at 8. Be alert of your surroundings and pay the counter. I filed a flight plan, paid for the fuel, and attention. There are a lot of airplanes at paid my landing and parking fees. I was ready to go Hartsfield. play with the big boys again. 9. Be alert. 10. Be alert. Departing Hartsfield is somewhat different compared to 11. And of course, be alert. other controlled fields. When reading back your departure clearance, unless you have a question, you Now you know a little more about flying into the are to only read back the squawk code and the tail William B. Hartsfield-Atlanta International Airport. number. My clearance said, “Bonanza, you are cleared Don’t be afraid of the big boys just be prepared. 4 to SCX via Nello intersection, then as filed, climb to 4,000’, expect 12,000’ in 10 minutes,” and he gave me Local Designated Pilot Examiners my departure frequency and squawk code. I repeated my squawk code and tail number feeling I had DAVIS, ROBERT L. committed something illegal since I am used to 1915 PINE RIDGE ROAD repeating the entire clearance. SEYMOUR TN 37865 Phone: (865) 996-3903 I was cleared to taxi, by ground control, to 8R and was informed to hold-short of runway 8L. I replied, “Cleared RASMUSSEN, JERRY LEE to 8R, hold short 8L.” Upon arriving at 8L, I was 7232 COLERIDGE DRIVE cleared to cross in front of a Boeing 757 on a two-mile KNOXVILLE TN 37919 final and taxied to runway 8R. Ground also informed Phone: (865) 584-5091 me I was number 10 for take-off behind a Boeing 757 and to monitor the tower frequency. Great, another PRICE, BEVERLY F 757! 132 OUR WAY LOOP CROSSVILLE TN 38555-5789 As I sat on the north side of runway 8R waiting for my Phone: (931) 456-8791 take-off clearance, the airliners were entering the runway from the south side. As they taxied onto the BARNETT, BEVERLY runway, their massive nose cones were coming right at BOX 1106 me. Then at the last second, they would swing around BLOUNTVILLE TN 37617 into position on the runway centerline. I felt like an ant Phone: (423) 325-6466 about to be devoured by an anteater. I patiently waited for my turn to borrow a small portion of the 10,000’ See the complete list of local DPEs in TN area runway. Finally, it was my turn. I was cleared to take- http://www.geocities.com/fatboyzaviation/dpe/index.html off behind a Boeing 757 without a 3-minute delay for

around the airport talking about all he had done and Who Is in Charge? what all he had flown, so I just knew he had loads Gary Hall, CFI more of experience more than me. Of course, anyone had more experience than I with my fresh ticket. That You know one of the great things about flying is being morning was a lot like my first flight. I learned a lot in a able to take people flying like in the early years of matter of moments. I will get to that later. aviation. When the barnstormers would descend out of the heavens with the gift of flight all over them and We started out with a good preflight, all that was whisk the earthlings away to the skies. The thrill! The required by the FAA and more. I have always been one majesty! Can you imagine the first airplane ride? I can. for overkill on the preflight, runway lengths, weather, Bob McConkey was my first flight instructor, I sought fuel burn, radio frequencies, and more. I will never him for my private. Though I really did chose him, fate forget, four people on board. All I needed now were chose us together. What an experience! What an peanuts and a gorgeous flight attendant. I was living instructor! They don’t make them like that anymore. the good life as my friend Buzz says and of coarse we are. Many distractions are not good in an aircraft I will never forget that spring morning, the wind was though, if you’re the captain you got to keep up with coming out of the south with just a light breeze on my the airplane instead of the sights. Climbed out of face. Oh I can feel it all over again, the uncertainty, the Downtown Knoxville with a Max gross weight but not excitement, the adventure, and the gift that was about over the certified and still within the cg. When your to be transferred to me by my flight instructor. I didn’t seventeen everything weighs less. I think one of the even know it at the time. We climbed into the Sport. things for instance, at least I know in my case, was Though it was a P51, to me, I could see the guy brains. The weather was good we were above a standing out in front of me giving me the OK to slip the scattered cloud layer at 6500ft. Man the sights were earthly bounds, to be SKYBOUND. We went down the great and the people in the back were impressed. My runway, the Sport was trying to leap of the ground. CO-pilot was on the radio with flight following. It Yes, she wanted to show me something. She wanted sounded like we were on Delta airlines. I was the to show me what she had shown others before. The captain of a 747 we were at a cruise altitude of 45000 ones that had come before me. The next thing I knew I ft inbound to land at Chattanooga internal airport. The was there, her love for me was apparent; she was flight attendant had just served me my peanuts and being good to me. Just a few bumps now and then she soda, promised me lunch and a movie. I was living the took me east to the practice area where I fell in love good life Buzz. We landed and so did my dreams. I with her and gained a lot of respect for my flight think the landing woke me up when I gave everyone instructor. My commands on the control column was whiplash, including my flight attendant. I never saw her her wish. Her turns were smooth and not so precise at again after that. My heart is still broken. If I could see the time but my love for her was endless. She had won her again I would tell her that my landing’s have my heart in a matter of moments. We had a lot improved somewhat. When your seventeen there is moments together since that first flight, moments that I room for improvement and for us older pilots there is will never forget, moments that are burned into my always room. We just got to remember it more times heart and mind that can never be taken away. I don’t than the seventeen year olds. know where she is now. I still search for her the endless sky ever longing to see her once again, and On the return trip I learned who was in charge. We execute those private maneuvers that we shared so took off from Chattanooga. My co. pilot was over there many times. Those days I still remember and think doing the Delta thing. My ego was still pretty inflated. I back on often many flights since then some stand out recovered from the bad landing. I blamed it on the flight more than others. attendant. We climbed out of Chattanooga above scattered cloud layers about 7500 we were on top. After I received my private, fresh ticket and not much Amazing how in the summer time those beautiful puffy experience, I was ready to take on the sky. Hey I was clouds start building during the day. They become a barnstormer. I will never forget those people that mean clouds for the non-instrument rated pilot. Not to wanted to go flying and can you imagine they were worry though, my co-pilot who was instrument rated, I even going to pay for half of the rental. Wow what a thought was over there cool as a cumber. That’s were deal. I was almost being paid to fly. I felt pretty the title of my story comes in. In the back of my mind I important. I was the Man. They wanted to go to thought I had an Ace in my right seat, but instead I had Chattanooga and back to Knoxville for their sight a fake and I was relying on him to get me out of a bad seeing trip. I was just the man to help them with thier situation if need be. wish. There was a pilot also around the airport that seemed pretty knowledgeably so I asked him if he When I was above the cloud layer that had become would go along because I did not have that much broken with towering cumulous I was beyond my experience for that kind of trip. I had heard him go Who Is In Charge continued on page 14

© 2003 FatBoyz Aviation All Rights Reserved March 2003 Edition Page 13 of 27 Who Is in Charge continued from page 13 order to complete the flight on your own if needed. abilities. We entered a towering cumulous with stall horn blaring and a sick negative g feeling if you know To get an Instrument rating the applicant must already what I mean. If it had not been for my flight instructor have a Private Pilot license, and meet the Bob Mc Conkey going over emergency instrument requirements under FAR 61.65. Under this section is training for my private I would not be here today. the outline that should be used for training. Thanks Bob. I did get the plane under control with a Somewhere between getting your Private and before lot of help coming from the Lord but I never forget your Instrument checkride you will need to accumulate don’t fly above your abilities and if your not at least 50 hours of cross-country. Some of this cross- comfortable with it there is probably a good reason. country time can be done in the instrument training; for Know who is in charge of the aircraft and who makes example you have a long instrument cross-country to decision on safe flight and I encourage each and be done with your instructor. Many people go straight everyone to get their instrument ticket. 4 into instrument training after the private checkride, which is fine. At that point they should still be fresh on their instrument scan from the three hours of hood Flight Following is Good! training required for the private checkride. Then other people prefer to have fun and enjoy being a VFR pilot Flying IFR for a while. The time to start IFR training depends on the individual goals and the schedule required Daryl Moore, CFI achieving them.

I imagine flying VFR could be considered as Very Fun So lets assume you have decided you need to be Ride. But I would not think flying IFR is to be instrument rated so as to avoid canceling as many trips considered, as the old joke goes, I Follow Roads. Truth for poor weather. You will have nearly the same time is, in instrument conditions you probably will not see investment as in the private. You will need at least 40 anything beyond your own wing tips. While this may hours of instrument flight time in simulated or actual sound a bit intimidating to a low time VFR pilot, the conditions. Since you are not yet instrument rated the training that is needed to get to this point will make you actual time will have to be done with a CFII. But after more proficient as a pilot. you have the training started and a good understanding of the needed procedures you can do a The first thing to establish is the difference between lot of the needed practice with a safety pilot in VFR VFR and IFR. VFR (visual flight rules) as you should conditions. learn in your training, as a student private pilot is Visual Flight Rules. You should at all times maintain proper Along with the 40 hours of instrument time needed for cloud spacing and visibility. A flight plan is not required, this rating, you will also need to take another written but is highly recommended for your safety in the test covering all areas of an IFR flight, such as unlikely event you have to land in a field. With a flight navigation, emergency procedures, and weather. At plan on file at least someone will notice you are the end of this training you will have to take another overdue and start a search. checkride. This will take nearly a full day, somewhat like the private. The examiner will check all your Under IFR (instrument flight rules) a flight plan is a endorsements, test results, and logbook, then they will required to fly in IMC (instrument meteorological probe your knowledge in the oral question answer conditions). This is an agreement between the pilot session. Then considering all goes well you will go for and the controllers on the route and procedures to be the flight portion to check your needed skills in the flown for traffic separation. The controllers don’t like to aircraft. This is generally what to expect for IFR guess what you are going to do next. However for training. training or practice to maintain currency you can practice IFR procedures under VFR rules. To do this Next we will talk about the skills needed to fly safely in you will have to have a safety pilot onboard in the other this environment. The biggest factor is the weather. pilot seat. This can be another properly rated and Without any weather we wouldn’t need IFR training. current pilot, or your Instrument Instructor. With IFR it isn’t “can I go”, it is now “how bad do I want to go.” One thing a person always wants to work on and be aware of is situational awareness. When flying IFR you All flights should include a good pre-flight weather must always know where you are in relation to things briefing from flight service. All the other weather on the ground. You don’t want to be just following information vendors such as Weather Tap and the headings from the controller, what if the radio fails. You Weather Channel are great for painting the “big must know where you are and what to expect next in Flying IFR continued on page 15

© 2003 FatBoyz Aviation All Rights Reserved March 2003 Edition Page 14 of 27 Flying IFR continued from page 14 filled a VFR flight plan, grabbed the wife and headed to the airport to preflight. An hour later we were in the air picture” for you, but they should never replace your call and climbing to our requested cruise altitude of 5500’ to a live briefer. The reason I say this is because the expecting a comfortable flight. briefers job is specifically for aviation weather briefings. He will give you all the pertinent information needed to Half of the way into our flight the weather started make your decision to go, and which route to go. He changing. Green pasture fields and farms clearly will have information on Temporary Flight Restriction visible below were quickly replaced by white puffy Areas (TFRs), Pilot Reports (PIREPS), Navigation obstructions although Approach Control at Downtown aides that are out of service and runway closures, Columbia continued to report VFR conditions. Were along with much, much more. they blind? Here I am at 5500’ looking at nothing but white between me and the ground. What happened to Next you need to understand the weather enough to the forecast I received from Flight Service an hour use what the briefer is telling you to make an intelligent ago? decision about the safety of conducting this flight. A pilot can not ever learn too much about the weather. It At 20nm from the airport the conditions continued to is the biggest factor to be considered in flying. Once get worse, but at 10nm the cloud deck began to break we leave the ground we are part of that weather up. I could see below clouds that looked to be about system and need to be prepared. 4 1000’ agl with 2100’ tops. Is this the VFR I’ve been hearing about? Even with breaks in the clouds, I I laughed about Buddy Farmer's article (FBNL Feb 03) couldn’t descend to pattern altitude and remain VFR. about being checked out to fly into Elizabethton Airport at A routing change was in order. The controller gave me night. You might pass this along. FAA won't allow runways a climb to 4000’, right turn 210 direct to Columbia lights on an airport unless obstacles are lighted. If the Metro, report in sight. This was much better. Within a obstacles cannot be lighted, the airport does not have the few minutes the field was in sight. So this is where the authority to install runway lights. Therefore, there is no checkout or sign-off to fly into certain airports at night. I VFR is! After receiving vectors for base, and a clear to have an FAA advisory circular that has all the land, we were on the ground in the general area of our endorsements that can be signed. Guess what, there is no intended destination. The events encountered during night Elizabethton Airport sign-off. If the airport was private, the outbound leg of our trip should have been a good the owner could require anything but Elizabethton is public. indication that things were changing and could get As for insurance requirements, they need another worse. Lesson 1for today, don’t ignore the obvious! insurance company. I know this after talking to several airport managers in North Carolina trying to get runway We rented a car and proceeded to complete the lights at their public use mountain airports. Until the planned activities and returned to the airport about 4 obstacles get lighting (such as mountains), they get no runway lights. Still laughing out loud. Brandon. hours later. Another call to Flight Service. This time they reported Level 4 thunderstorms along my route but said I should be able to navigate around the bad stuff. No problem. I filed IFR to Greenwood S.C VOR What I learned from that! and then direct to GSP. The weather briefer agreed Columbia, SC this would be the best route to take. I completed the preflight and called Clearance Delivery. Buddy and Lisa Farmer We took off and began climbing to 8000’. At 3500’ we A call to Flight Service entered the clouds with an initial climb rate of about suggested this Sunday would 600 fpm. Then all the sudden I was descending 500 be like most other July days fpm even though the nose was still pointed upward in a in the eastern US, warm temps, climb attitude. We had encountered a strong down high humidity, clear sky in the morning with cloud draft. Fortunately it didn’t last long. At 6000’ we were in buildups in the afternoon. My wife Lisa and I planned a layer with heavy rain. I still had 2000’ of climbing to leave early morning and return mid- afternoon to through this stuff. Talk about a bumpy ride, this was attend a sale in Columbia, SC. going to be terrible.

As expected, daybreak brought warm temperatures At 8000’ the turbulence had not improved so I and sunny skies, and the forecast suggested the usual requested 10,000’ although I knew it was going to take cloud build-ups near the destination airport late some effort since a SkyHawk is running out of power at afternoon. It was going to be another typical July day in that altitude. It took about 8 minutes to reach 10,000’ the east. climbing at 200 fpm. When I got to 10,000’ I was now on top of every thing, it was a blue sky! The weather I called Flight Service to get a weather briefing. VFR was reported along the route for the most of the day. I What I Learned continued on page 16

continued to improve as I proceeded to Greenwood. Smoky Mountain Haze! The center of the storm was now about 20 miles east Michigan Knoxville Florida of my position. Anonymous contributor PP-ASEL At 35 miles from my destination the controller instructed me to start initial descent 4000’. I was going On an attempted flight from Michigan to Orlando I was back into the clouds and turbulence again. This lasted flying into Knoxville in the worst haze I had seen in my about 5 minutes when the controller gave me 3000’ 600 hours. I could see the expressway I was following, and good, smooth air. and forward visibility was VFR-Legal. Following the expressway, I would not expect a mountain to appear After we had landed I talked to a pilot that had been in the windshield. waiting for the storm to pass so he could go home. He said about 30 minutes prior to my landing the The fairly short forward visibility made me nervous, conditions were really bad and he wisely decided to even more so when a mountain appeared off the right wait a while. I guess I had lucked out…..this time. wing. So I climbed, told the Knoxville tower that I I think every IFR pilot should experience weather at couldn't see the airport, and the calm and beloved least once to learn what to expect and how to react. controller vectored me to the runway. I was VFR-Legal But never go through the middle of a storm! 4 at all times, but VFR-Dumb. There could have been a tunnel on the expressway, or an unusually sharp curve around a peak.

But, so far, so good. The next day it appeared that the The Unexpected TFR weather - I've heard it called a "confederate front" - Thad Phillips, PP-ASEL would not let me go on to Florida for several days, so I Route DKX LOZ LOGIC FLM I69 return same route decided to return to Michigan. The ceiling was VFR-OK Hobbs 4.2hrs ~400nm Archer 8283Y over Knoxville. Haze was reported immediately north of Knoxville, with clear sky from there on. The previous couple of weeks found everyone talking about making a run to Sporty’s for a free hotdog and It seemed sensible to fly through a little haze to get into spend their hard-earned money on much needed pilot the severe-clear a few miles North. So I took off, stuff. You know, pilot necessities like flashlights, climbed to 2,000 feet R&R (between my rear & the kneeboards, fuel strainer, charts, and such. Stuff we ridges), and turned north into that VFR-Legal haze. I could order on-line and receive via UPS Next Day for a could see the trees. OK, it should be turning clear fraction of the cost of flying to Ohio. soon.

Isn’t it amazing how far GA pilots will fly our trusty But then somebody turned a fire hose on the steeds to get a free hotdog or burger, or free use windshield. No lightning, no thunder, just frog- of a courtesy car to go out and buy a $5.00 burger? strangling rain. Extremely nervous now (read "scared We certainly are a dedicated group of aviation witless"), I did a passable job on the instruments, made enthusiasts! a shallow 180 to get out of it, flew east into clear air, and turned north for a clear flight to Michigan. Until that The decision to embark in pursuit of a free hotdog and haze-turned-to-clouds-turned-to-rain, I was VFR-Legal, the perfect pilot necessity was finalized late the and VFR-Dumb. That could have been thunder & previous night while everyone watched the wx pattern lightning and a busted airplane. and agreed there would be an open window for a VFR flight. To other VFR-only pilots, I offer this advice:

I had completed this trek a couple times earlier in the 1. Spend a good amount of time practicing year and found the flight plan was still programmed instrument flying under the hood with a safety into my GPS. My flight plan was along victor airways pilot. I had.

DKX V97 LOZ V97 HYK V57 FLM DIR I69 2. Don't fly in marginal VFR. If you can't see five or ten miles ahead, land someplace and read I logged onto DUATS to file the plan saved from the book you brought along, or watch the previous trips. Fortunately, I had the General FDC soaps, until you can see that far. 4 Notams Advisory selected while retrieving the latest

The Unexpected TFR continued on page 17

© 2003 FatBoyz Aviation All Rights Reserved March 2003 Edition Page 16 of 27 The Unexpected TFR continued from page 16 FatBoyz AvGas Tracker as of 02-19-03 WX forecast and actually took the time to read these things. KTYS Knoxville, TN Mc Ghee Tyson Airport I was very surprised to find Knoxair $2.98 Cherokee Aviation $2.87 this TFR right smack in the KDKX Knoxville, TN Knox Downtown Island Airport middle of my proposed flight Piedmont Hawthorne Aviation $2.71 path. 2A1 Jamestown, TN !FDC 2/3647 ZID KY.. FLIGHT Jamestown Municipal Airport $1.91 RESTRICTIONS RICHMOND, KY EFFECTIVE KGKT Sevierville, TN Gatlinburg-Pigeon Forge Airport IMMEDIATELY UNTIL Gatlinburg-Pigeon Forge Airport $2.73 FURTHER NOTICE. KMNV Madisonville, TN Monroe County Airport PURSUANT TO TITLE 14 CFR Tellico Air Services $2.69 SECTION 91.137A(1) TEMPORARY FLIGHT KJAU Jacksboro, TN Campbell County Airport RESTRICTIONS ARE IN Campbell County Aviation, Inc. $2.65 EFFECT DUE TO NATIONAL SECURITY. ONLY AIRCRAFT KRKW Rockwood, TN Rockwood Municipal Airport OPERATIONS UNDER THE Bill Dietz Aero Service $2.19 DIRECTION OF BLUEGRASS KMOR Morristown, TN Moore-Murrell Airport ARMY DEPOT ARE AUTHORIZED IN THE AIRSPACE Morristown Flying Service $2.66 AT AND BELOW 5000 FT AGL WITHIN A 3 NAUTICAL MILE RADIUS OF 374200N/0841300W AND KMMI Athens, TN McMinn County Airport THE LEXINGTON /HYK/ VORTAC 145 DEGREE Athens Air $2.40 RADIAL AT 20 NAUTICAL MILES. BLUEGRASS 3A2 Tazewell, TN New Tazewell Municipal Airport ARMY DEPOT, RONALD STOKES, PHONE 859-625- Tazewell Aviation $2.40 6258, IS IN CHARGE OF THE OPERATION. LOUISVILLE /LOU/ AFSS, PHONE 502-753-3610, IS KSCX Oneida, TN Scott Municipal Airport THE FAA COORDINATION FACILITY. Scott County Airport $1.99

1A6Use Middlesboro, Fli KYg Middlesboro-Bellht Followin County Airportg !$2.39 A cold chill crept up my spine as I recalled my last trip Middlesboro-Bell County Airport $2.39 made only weeks earlier. I don’t remember seeing or even looking for a TFR while planning that trip and 2A0 Dayton, TN Mark Anton Airport wonder if the TFR was in place at that time. If so, how City of Dayton (FBO) $2.30 close I came to busting a TFR? I usually fly at 6500- 9500 feet so this TFR should not have been a problem. But….had clouds or winds aloft favored a lower altitude External Inspection it is very likely you would be reading about another PP busting a TFR. Mike Dawley, PP-ASEL The flight plan was modified replacing HYK with The success of any flight depends LOGIC intersection, staying well away from the TFR. largely on thorough preparation. A The revision had negligible impact to my overall flight pattern of regular preflight actions time. that includes planning the flight and inspection of the aircraft should be We arrived at Sporty’s about 2 hours ahead of a cold followed prior to every flight. While conducting external front with low clouds and high winds. Just enough time inspections of the aircraft, we thoroughly check for to chase down a hotdog, purchase a new ANR headset anything that could create problems on the ground or and refuel. It is always fun going to Sporty’s and this in flight. But, sometimes little things can be missed. trip was no exception. I had logged about 115 hours in Cessna 150’s and Beware of TFRs along your route. These things crop 172’s when I got the notion that I should extend my up unexpectedly, without warning or advanced notice, skills and get checked out in a Piper 180. I felt it was and are not always published. Call Flight Service. File time to venture out from under the high wings and ride a flight plan, and use VFR Flight Following. 4 a low wing for a while. After some initial ground work

External Inspection continued on page 18

© 2003 FatBoyz Aviation All Rights Reserved March 2003 Edition Page 17 of 27 External Inspection continued from page 17 up on the left side of the runway, use minimal air that included an external preflight with an instructor, I speed, and touch down with the left main first and let was ready to take to the skies. The initial hour or so the airspeed bleed off as long as possible. With a little was basically a check ride that included slow flight, help from my instructor, the plan worked flawlessly. stalls, steep turns, etc., and the assorted take off and After a short taxi to the ramp, we got out of the plane landings. I was pleasantly surprised to find that flying and inspected the right main. To my surprise, the the 180 was not much different than a 172 except for mounting bracket holding the faring to the main strut landings. After the initial flight, my instructor and I had cracked through the centerline of the mounting agreed that I should get a little more training before I holes allowing the faring to rotate freely. The bracket ventured out on my own. A few days later I was ready could have cracked due to normal stress or over to get a little more time in the 180. I went through the torqued mounting bolts. The nose of the faring had a external preflight methodically as I always do. After a hole in it from friction with the asphalt. An inspection of little flying in the practice area, my instructor had me the left wheel faring did not indicate any problems with head back to DKX for some landing practice. After a the mounting bracket. couple of landings that were getting better each time, I got a totally unexpected call from a observer on the I still wonder if a little more detailed preflight could ground with some shocking news. The observer have possibly spotted a stress crack, which would indicated that there appears to be something wrong have alerted me of a potential problem. with the main landing assembly on the right side. How can this be? I had just completed a few landings and This little incident was a lesson learned, which I now did what I thought was a thorough preflight. I asked the apply to my external preflights and hope my fellow observer to have someone from the FBO bring him out pilots will also. Let’s remember to be vigilant for things closer to the runway while I make a slow go-around such as faring brackets, popped rivets, fuselage (you have practiced a go-around lately haven’t you?) in buckling, prop nicks, loose antennas, and etc., while hopes he could get a better view of the problem. conducting our external preflights. 4 During the go-around, the observer got a better look at the wheel assembly and told me that I still had a problem but not as severe as originally suspected. He told me that it appeared the wheel faring had somehow Trip Report come loose and rotated around the axle such that the SME Somerset, KY. nose was now pointing straight down. A second go- Thad and Karen Phillips around confirmed the problem. A landing at this time Route DKX SME SCX DKX would trap the faring between the wheel and the Hobbs 1.5hrs ~160nm Archer 8283Y asphalt. While all this was going on, my instructor was quietly sitting by my side watching and listening. I After two stressful weeks tending looked at him and asked if he had any ideas. He to family matters, the lovely wife informed me that I was PIC and wanted to know what I and I needed a change of scenery was going to do. I told him we were going to the to relax and recover. Unfortunately we only had one training area and weigh our options. I informed the day before beginning a new week and wanted to observer at DKX of our intentions and asked him to make the best of it. This Sunday morning we awoke stand by. to clear blue sky, relatively calm wind, an airplane in the hanger with seven quarts of oil and two full tanks Many different scenarios began to float through my of avgas. mind. Would the faring break away during landing or grab the asphalt causing the plane to spin out of We wanted to go somewhere for lunch, a quick visit control. After several minutes in the practice area doing with my Mom, and retreat to our comfortable den for a few maneuvers to hopefully rotate the faring back to an afternoon of talking, a movie, and any other the upright position, we headed back to DKX for activities that might evolve. another go-around and visual observation. The observer indicated the faring had rotated back a little We’ve accomplished this routine several times but looked like it would still make contact with the making day trips to CHA, BNA, and AVL to ground during landing. During the go-around, I noticed commandeer a courtesy car and head to a favorite that someone had evidently notified the fire department dining establishment. Today we wanted something as their flashing lights were everywhere. Now things different, a small, quaint, intimate place. An on-line were really getting exciting. I told my instructor that I visit to http://www.fun-places-to-fly.com took me to didn’t think there was anything more we could do and SME in Somerset, KY and a pilot report about Amons we should go ahead and plan to land. He agreed and Bakery. Mock Air runs the FBO was quick to confirm gave me the option to land at DKX or TYS on a wider runway. I opted for DKX. The plan was to land by lining Somerset, KY continued on page 19

© 2003 FatBoyz Aviation All Rights Reserved March 2003 Edition Page 18 of 27 Somerset, KY continued from page 18 CALLING ALL ANGEL FLIGHT PILOTS! that a free courtesy car and directions would be FatBoyz is very interested in learning about Angel available upon arrival. Flight and how your contribution as a pilot has benefited our local community. Please email your After a brief preheat and preflight, the wheels lifted off trip reports and other supporting information to promptly at 11AM and the autopilot summarily proceeded to follow a DIR TO route programmed into [email protected] the gps.

We would like to include your story in our The air was moderately turbulent while climbing to newsletter and do what we can to promote cruise altitude. After passing 4500’ everything interest and encourage participation in the smoothed out and the wife relaxed her grip on the arm program. rest and seat cushion. Not one air burp was felt again until passing 4500’ on the descent to SME. Approximately fifty minutes after departing DKX, we Trip Report were on the ground at SME. Average ground speed Campbellsville,KY was a whopping 100kts on the outbound leg. Mark Collins CP-ASEL Route DKX AAS DKX Once on the ramp we were met and directed to a Hobbs 2.5hrs ~220nm Cessna 172 8179B parking location by a courteous line guy. He chocked the nose gear and pointed to a waiting courtesy car. It was that time of year. The winter chill was in the air, “Keys and map are waiting on the counter. Just sign and East Tennessee was being treated to some crisp the register and go”. This is my kind of FBO. clear skies with unlimited ceiling and visibility. The winter winds had laid down and it was a picture perfect Amons Bakery looked like a nice place to have lunch. night. After checking in with Flight Service I made a They specialize in homemade breads, pies, cakes, and phone call to my family's home up in the Bluegrass a breakfast that would offer any pilot plenty of reasons State, and after verifying that Dad would be home for to visit Kentucky. We didn’t get to sample the goodies the evening I decided to play Santa and deliver an today as the bakery was closed. Fortunately for us early stash of Christmas presents. A phone call to a Somerset has several dining options. We could have fellow Fatboy to secure a copilot, and the trip was on. gone to Cracker Barrel, Sonny’s BBQ, somebody’s Big Boy, or several other locations. Instead we decided on I had my boys at the FBO top off 79Bravo before I the familiar Ruby Tuesday. The place was packed with arrived, and my copilot showed up before I could finish the Sunday after-church crowd, but we were seated the preflight. We filled the baggage hold and rear seats soon as we walked in the door and the wait staff was with brightly colored packages, strapped in and got out excellent. A fujita and a blondie later, we were soon all of our charts and toys for the night trek north and lit back at the airport and taxiing to the departure runway. the candles on the 0-300. She settled into a nice 1000 rpm idle while I punched in the identifier of Taylor Favorable winds made the 36nm return leg to SCX County in the GPS, and we taxied out. After a normal pass very quickly. This time we commandeered the run up with no surprises, we pushed the throttle to the free courtesy van for a quick visit with my Mom while stop and defied gravity once again. the FBO replenished the tanks with 100LL at $1.90 per gallon. Free transportation and cheap gas! The lights of the Knoxville skyline sparkled as we picked up our initial heading and got a nice climb Departing Scott County we took the southerly route trimmed in. A call to TYS approach secured flight home to DKX and arrived just in time to see the last following for our VFR adventure. Level at 4500 in load of skydivers slide, tumble, and roll into the grass. smooth air we watched the little towns crawl beneath us. In 15 minutes Knoxville sent us to ATL Center, Lunch with wife, visit with Mom, logged a couple of where after a check in we climbed another 1000 foot hours, and still made it home in time to retreat to our for safe clearance over the edge of the Cumberland comfortable den. Have plane, do travel. 4 Mountains. After passing Thad’s old stomping grounds in Scott County the Atlanta boys sent us to Indy Center, who watched us until I had the beacon and Runway lights of Taylor County in sight. The trip to this Quit Procrastinating point had been a non-event with the exception of a slight head wind to hamper our progress, clear skies, no turbulence, not even any traffic around us. I entered Get that IFR Ticket! Campbellsville, KY continued on page 20

downwind at midfield, set up the plane, and when Trip Report turning final I snapped on the landing light. As we rode St. Louis, MO a nice glidepath to the threshold courtesy of the PAPI lights I noticed something looked different about the Thad and Karen Phillips Route CPS > PAH > CHA runway. It was then I realized that I couldn't see the Hobbs 2.8hrs ~325nm C172SP numbers on the end of 23 because it was covered in SNOW! I looked over at my copilot and remarked "This My Chattanooga flying buddy recently became the ought to be interesting". With a standard approach proud owner of a brand-spanking-new Cessna speed and 10 degrees of flaps I tiptoed on the snow C172SP. Joe is certainly proud of the new toy. And covered pavement, very careful not to touch the rightly so, as it has everything a newly certificated brakes. After the the nose wheel touched we had some entry-level pilot could ask for. A fuel injected 180hp dry asphalt to work with, and as I turned onto the engine fronted by a shiny chrome prop and spinner taxiway I saw Dad's truck setting at the gate. and a plush leather interior ergonomically designed to provide seating comfort typically found in expensive Getting out of the warm cabin into the bitter cold of the automobiles. Digital avionics everywhere, new King Kentucky night got our attention pretty quick, and after radios and transponder, a color moving map GPS, and exchanging pleasantries with Dad we off loaded our sophisticated autopilot suitably coupled to everything, packages, had a restroom break, took a quick look including altitude hold (imagine a Tim the Tool Man under the cowl to make sure all was right with the old Taylor grunt inserted here). I still drool every time I Continental, said our good byes and taxied out. After recall my first view of the panel. finding a dry spot on the taxiway that would hold the brakes for the run up we were airborne and heading After paying a hefty deposit and waiting nearly six southeast. months, Joe received the long anticipated phone call. The plane was finished and would be delivered to CPS After passing 3000 I called Indy Center and received a in St. Louis, MO. For six long months I received and squawk code for following back to the Island, and then otherwise tolerated my good friend’s daily bantering we climbed to 5500 to enjoy about 15 kts of tailwind. about his brand-spanking-new plane so it was only The little towns of the Bluegrass State had an fitting that I ‘assist’ him to fly the plane home. Truth is, interesting glow to them because of the snow covered the only reason he invited me along was so I could ground. We scooted along at over 110 kts in dead calm shuttle him to St. Louis in my plane. air and were able to see the glow of Knoxville's skyline over 45 miles out. The stars tinkled like diamonds Since we are both VFR pilots our flight plan had to be against black velvet in the sky, the 0-300 purred like a developed around the oncoming weather patterns. I Cadillac, and we looked at each other and nodded in would fly us in my plane Saturday morning, making silent agreement, both knowing that this was one of one stop on the 4 hour outbound leg for fuel and such, those trips that was the reason we learned to fly in the then continue on to St. Louis. I would lounge around first place. the FBO acting like a big dog pilot while he takes ownership of the plane and receives the necessary The nice girl from Atlanta Center handed us back to checkout. I would follow him on the return leg starting Knoxville approach about 30 miles out, where we late Saturday afternoon, stopping near Bowling Green, started a slow descent to pattern altitude for DKX. After KY for fuel, finally returning home Saturday night a normal approach and halfway decent landing it was around 8PM. St. Louis and back in a day. Sounds like all over as we pulled the mixture and killed all the a great plan. But you know what they say about great switches. 2.5 on the Hobbs meter, once again the plans….always subject to change. antique Skyhawk had beat an automobiles speed in fine fashion. A car trip to Taylor County is usually 3 to When the time came, Joe was literally neck deep in 3.5 hours depending on traffic. Round trip in a 172 in mud at a construction project that was behind schedule less than half the time. One more reason that flying due to bad weather. Options were to forgo the trip for beats out driving every time! 4 another day, find someone else, or…..dare I say it…..I fly this brand new plane home. What an idea! It didn’t take long for me to pack a bag and leave for St. Louis. The revised plan was for my wife and I to procure a File a Flight Plan! one-way rental car and drive to Nashville on Friday evening, then onto St. Louis midday Saturday, get the Let someone know required checkout and start home later that afternoon. We would make a fuel and overnight rest stop halfway

where you’re going! St. Louis, MO continued on page 21

on the return leg, arriving in CHA around noon on checked out in the new Cessna so he could launch on Sunday. I love it when a plan comes together, another delivery mission. The preflight checkout was especially when it includes the wife and an airplane. straightforward. Sump five spigots on each wing, three under the belly, check oil, fasten seat belt, close and First, I can’t begin to tell you what it’s like to drive 500 lock the door, flip the red Master switch, and hit the miles in a mid-sized car and stop at every rest area starter. It took longer to receive a clearance to the along the way. An 8 hour drive can easily stretch into practice area than it did to preflight. Once out of the a 12 hour extended cross-country road trip. We left pattern the in-flight checkout consisted of two steep Knoxville Friday afternoon around 3PM and arrived in turns, slow flight, and a couple of stalls. We made one Nashville around 6PM to enjoy dinner at Alexander’s landing back at CPS and he declared me ready to go. with a business acquaintance. We then continued pounding pavement late into the eventing to stay the The one-day departure delay was putting us close to night in Paducah, KY. We hit the road early Saturday missing our weather window. An approaching front morning and arrived in downtown St. Louis at 10AM. from the northwest was advancing in our direction. A low level scattered cloud layer was building and a solid Remember what I said about great plans always layer was only a couple hours behind. A quick refuel at subject to change? Murphy stepped in to assist us the FBO, file a VFR flight plan and retrieve my pretty with the revised plan. Even though we confirmed wife who had been patiently waiting in the lobby, and several times the plane would be ready and waiting at we were airborne. Climbed to our requested cruise CPS upon our arrival, the shiny new Cessna was altitude of 9500’ and headed east. Departing CPS at nowhere to be found. This was the first indication that 12 noon, we made one pit stop at PAH in Paducah, KY the revised plan was askew. The shuttle pilot had and we were on the ground at CHA 3.5 hours later. decided make an unscheduled stopover somewhere Total hobbs time for the return trip was slightly less along the way to visit a former girlfriend on Friday than 3 hours. night. Murphy apparently slipped into the hanger during the night and somehow drained the battery such that I assume all is well with Joe and his new toy because it the happy shuttle pilot was greeted with nothing more has been several weeks since my last conversation than a click when he attempted to crank the new with him. He no longer makes daily commutes to his Cessna on Saturday morning. Could our happy shuttle office, never answers his cell phone, and according to pilot somehow have managed to leave the Master on his wife, is rarely home for dinner. No one knows overnight? A certified repair station was on the job but where he spends his time, but I’m sure it is at higher it would be early Sunday morning before we would see altitude! 4 the plane. A one-day St. Louis expedition was in order. Trip Report We’ve always wanted to see “The Gateway to the New Mexico West”, just not compressed into a single day. We Sam Suffern PP-ASEL intended to make the best of it. After scrounging a map from the FBO we headed downtown and started Best I remember, it was mid-May. Still spring in the our expedition with an elevator ride to the top of the high country, pretty well on the way to summer here in 630’ tall Gateway Arch in the Jefferson National Tennessee. I had been to Iowa, then out to Pueblo, Expansion Memorial Park. The top of the arch affords CO, then kitty-corner down across the front range to an excellent view of Busch Stadium and just about all Albuquerque, then up to Los Alamos (its a little west of of St. Louis. We made a hasty walk through the red- Santa Fe, in the Jemez mountains). The place where brick 19th-century townhouse district called the most of the heavy-duty design work went on to Soulard. There We visited a for lunch then headed build Fat Boy and Little Boy. Those boys saved untold over to the Mississippi riverfront to a floating thousands of American lives, and altered the Japanese McDonalds for ice cream. I’ve never seen a floating national character. I have a buddy that works there; MickyD. St. Louis has a lively downtown and nicely and wanted to see him and the Anasazi ruins nearby in restored waterfront. A convention precluded our ability Bandelier National Monument. We also did a little trout to find suitable lodging for the night. We ended up fishing. He cheated; used PowerBait. Caught 5 fish to staying in nearby Crestwood. my 1. Damn!

Early Sunday morning a somewhat embarrassed, but I kind of watched the weather, looking for a hole to otherwise smug young shuttle pilot met us at the FBO. sneak home through. I wanted to try it in one hop; on a Compared to me this guy was still wearing diapers. It soon became obvious he was quite eager to get me

New Mexico continued on page 22

© 2003 FatBoyz Aviation All Rights Reserved March 2003 Edition Page 21 of 27 New Mexico continued from page 21 got to just east of Nashville. Up ahead, I saw one of the trip before, I had stopped halfway home in Springdale, strangest cloud formations. It looked like a giant picket Arkansas. Anyway, one evening, it looked good, and I fence in the sky. It was a little front, and the pickets made plans to leave early the next morning. So, early, I were tall, skinny cumulus spires. About the proportions got up, Jim drove me to the airport, we said so long, of a minaret on a mosque. As it got closer, I realized and he left. I ambled out to the plane, did a thorough that there was no way I was going over; I had to go preflight, got in, went through the checklist, and SHE through. And those spires were going up fast. I figure WOULDNT TURN OVER. I got the FBO to call a local that, when I threaded through that fence, the tops were (down off the mesa in Espanola, about 30 minutes 20-25,000 feet. Another half an hour and some of the away) mechanic; he showed up about an hour later. spires would have coalesced, and that place would After fiddling around for a while, he said he couldn't have been thunderstorm hell. Anyway, we weaved. It figure it out. (Where is Barry Sanders when you really was like being a slalom skier in the sky. The picket need him????) I don't know why, but I got an idea fence was just that; a fence. Once through it, it was that maybe there was some crud in the ignition switch. clear sailing to DKX. We touched down in the twilight, So I worked the key back and forth a bunch of times, and I read the clock. 6.3 hours, door to door. What a thinking that maybe I could knock the crud out (if it hell of a plane! I gave her a hug, tied her down, and were there) See, I hadn't had the plane too long, and went home fully resolved to get an Instrument ticket before I bought her, she had mostly sat for about 10 SOON. 4 years. There were lots of "disuse" bugs at first, and this wasn't the first time this "dead" scenario had happened. Anyhow, miracle of miracles, she started. Lancair 360 By then, it was late - maybe 10:30 or 11. So we left (it A Speed Machine was hazy that day - there was a forest fire in the mountains to the west. If I had stayed a couple more Glen Griffin days, I'd have been able to see the fire sweep right through the town,,,, I became serious about looking for a cross country airplane last summer. The short wish list came down to Los Alamos has a long runway, aand you need it. three planes, a Bonanza, Mooney, or Lancair. A Altitude is 7500 feet. Even though it was a cool day, it Lancair 360 was at the top of the list but I could not find would take a big chunk of that long runway to get one in my price range and with the features I wanted. I enough lift to permanently leave the ground. I leaned preferred a high HP engine, nothing fancy in the her out to maximum noise, and let her start to roll. instrument panel (I preferred to upgrade with new multi Even though it was my second time at that airport, I functional screen equipment), airframe with the big tail STILL misjudged, rotated a little too soon, lifted off, (Lancair upgraded later to a bigger tail for better slow came back down, rolled some more, and we were on speed handling), and the Outback Gear (Lancair our way. We spiraled out to the north, crossed the Rio offered a bigger wheel/tire/brake option for rough Grande canyon, slid over Santa Fe, down the valley, fields). I found Lancair 575RP in Troy, Alabama from and through the pass at the north end of the Sandia an ad in Trade-A-Plane. After driving all night I got a mountains. (The big mountains, you go around, not chance to look at the plane in the hanger that it was over. It isn't hard to get yourself higher than the 12,500 built in. It looked like a good prospect 205HP IO-360 foot oxygen-mandatory altitude when GL is way over Lycoming, Hartsel constant speed prop, VISION 5000...) Over eastern New Mexico, I started running engine monitoring system, and basic instruments. into a cloud deck, and started to climb to stay above it. But no big tail nor wheel/tire/brake option. The It saw what I was doing, and pushed itself higher. We owner/builder lost his medical so he did not need the (the cloud deck and I) played that little game till I was plane. Troy, Alabama airport is the home base to Wiley at 15,000 (no oxygen), it was 31 degrees, and the Sanders Trucking Co., Wiley owned an Unlimited P-51 clouds were there to meet me. Remember the bit about pylon racer for a few years. He had planes in most of ice in the cloud tops, and 31 degrees? I was excreting the hangers on the field, warbirds, experimentals, and bricks. I called in to ATC, and asked for a little large corporate jets. I estimate over 30 planes were guidance. his, three B-24 twin engine bombers, RV-7, some kind of early model fighter jet, many corporate planes, and That voice from heaven said "turn left; you should etc.. As I left for Knoxville a P-51 was doing touch break out of the stuff in about 10 miles" I did, and he and goes, this makes a Lancair seem like a puddle was right. From then on, things got better. I got back jumper. down to a reasonable altitude, and boogied for home. Ground speed began to pick up; by the time Arkansas The Lancair was moved to a broker in Sylacauga, slid into view on the GPS, ground speed was 220 Alabama before I returned for a test flight. I flew down knots!!!!. At altitude, the plane is about a 160-knot bird. Figure the tailwind. Everything was pretty easy until we Lancair 360 continued on page 23

© 2003 FatBoyz Aviation All Rights Reserved March 2003 Edition Page 22 of 27 Lancair 360 continued from page 22 amounts of braking. This landing procedure works except for wet conditions, sideways slides work to test fly the Lancair with a CFII from the Skyranch in in the wet but are not normally recommended. A slower his Bonanza, we used my Garmin 295 handheld GPS landing is possible but less forgiving, 85mph on final is for navigation. The test flight went fine, but one thing possible but the flare has to be initiated higher and that caught our attention was the air speed indicated earlier with a liberal amount of throttle to arrest the 120mph at a comfortable seat of the pants slow flight decent before touchdown. With some practice, this is speed. We were sure the air speed indicator was bad, the recommended landing procedure at the Skyranch. but is was fine. I guess the e-mails that I got answering my question about operating a Lancair from a 1,800ft The Lancair factory listed takeoff and landing speeds grass field may have had some validity, they said and distances are not normally attainable. Take off roll wrong airplane for that field, except one guy was is about 1,000ft on grass and some less on hard operating a Lancair from his 2,000ft grass surfaces. Normal landings at 120mph take 2,000ft with strip. an easy rollout, brakes can shorten this somewhat but the brakes are small so they wear quickly. The 85mph I took delivery of the Lancair at the Skyranch three landings can be accomplished in less than 1,000ft of weeks later. A 23,000 flight hour ATP was flying and rollout. had told me if I was flying a Midget Mustang from the Cruising is what the Lancair is made for. 235mph field then a Lancair could operate there. So far he has cruise is typical, with climbs of 1,500 fpm at 180mph. A been correct. I have 120 hrs tail wheel time (Midget recent flight to Myrtle Beach resulted in a 250mph Mustang, Cub, Champ, and Decathlon), 230 hrs total ground speed (20mph tailwind), that is about 75 time, and a private pilot ticket. Insurance provider minutes in flight. One draw back of this type of speed is reactions to my requests for Lancair 360 insurance the lack of hands off stability. The vertical speed were disappointing if not entertaining. But D R Cox indicator is very important in holding altitude. Even found me some, it is not cheap but better than I short attention diversions from flight attitude (such as thought. After a 30 minute check ride the ATP changing channels) normally result is major heading endorsed my logbook. The next day we flew to and altitude changes. 4 Talladega, Alabama to take him home. The solo flight back home was interesting, but I made it. One thing I Specifications: noted was why do airplanes have the worst fuel Length 21' gauges in them when my pickup truck has one 100 Wing span 23'-6" times better. It is a little nerve racking to be soloing Empty Weight 1200# the Lancair for the first time at 11,000ft above broken Fuel Capacity 43 gal clouds and watch the fuel gauge needle move Useful Load 600# suddenly from 3/4 to 1/4 and a few minutes later move Cabin Width 42.4" back again. Cabin Height 42.5" Seats 2 A Lancair 360 is small and slick to get the high speeds. Max Speed 260mph This is very apparent when descending. My Garmin Cruise Typical 235mph 295 has a feature that tells me when to start a decent Stall Speed (Dirty) 63mph to my destination and I have had trouble believing it, so Service Ceiling 18,000 ft I have had to detour to finish descending on a regular Takeoff Distance (Lancair Spec) 390ft basis. The Lancair has no speed brakes so when the Landing Distance (Lancair Spec) 900ft nose is pointed down the air speed can get out of hand Maximum Range 900 mile quickly. A lesson I learned early was that descending Rate Of Climb 2000fpm through holes in a cloud layer can easily result in 300 mph speeds and this is much higher than the rough air speeds needed below the clouds. The descending leg of a trip is always the most interesting, 300mph is very possible and staying under 250mph is difficult, things start to happen quickly. Approaches to landing patterns are below altitude so a gliding climb can to used to scrub speed. Landing gear is lowered below 140mph, and flaps start down at 120mph, this is the normal pattern speed. Below 120mph the Lancair starts to loose altitude, so at long airports 120mph is held to flare with touch down at 110mph. Landing at the Skyranch can be somewhat exciting, if 120mph is used at flare then the flare is started over the water to touch Glen’s Lancair 360 at the SkyRanch down at the very edge of the runway with liberal

© 2003 FatBoyz Aviation All Rights Reserved March 2003 Edition Page 23 of 27 was to speak of fuel injection and electronic ignition that his company is developing for the radial engine. However, it appears that Tulsa Aircraft Engines will be the first to use his products and Luis was able to tell us of these developments.

In the hangar, there was a display of numerous radial engine parts along with an 1830 core, or run-out engine. This display was very popular in that it helped people visualize how a radial engine works, how the connecting rods are connected to the master rod, how the cam floats on a film of oil & why, etc.

Door prizes were presented at the end of the Seminar. This Lancair 360 has a well stocked panel The prizes ranged from P&W caps to a canvas carry bag to a pair of safety wire pliers.

Aircraft Maintenance Jim Golden of Golden Research video taped the entire Radial Engine Seminar speaker session. He has agreed to make copies of this available for a nominal fee. Ron Tallent I.A. A/P Dakota Aviation Service WHAT’S NEXT? How about a fabric workshop in April. Hands on, actually measure, cut, glue and paint a Saturday, February 15, was the proverbial day for the fabric panel. ducks- rain, rain, rain. Guess it proved that radial engine people are a dedicated group made of hardy Check out our new website http://www.das-dakota.com stock. We figured there would be about 40 – 50 people and we will keep you posted. Or, you can call us at at the Radial Engine Seminar. Even with the rainy 423-587-8276 (office) or 865-604-4279 (cell) for more weather, we had 26 attendees and another 15 calling information. 4 all morning asking about weather- trying to fly in. We were going to start at 10:00 but put it off until 10:30 to see if weather conditions would improve. The crowd started growing restless. We were fielding questions Aircraft Maintenance before the first speaker got started. Everything you ever wanted to know about Annual Inspections! Mike Hudon of Precision Engines, Everett, WA, began John Keigans, Jr. I.A. A/P the Seminar. Precision claims to be the best in the Highland Aviation business and Mike was certainly knowledgeable. His PowerPoint presentation was excellent and lasted The FAA is very clear, the registered owner or operator almost 2 hours. of an airplane is responsible for maintaining the airplane in an airworthy condition. This includes During the break, Aunt Judy and Kuka Garcia served compliance with all applicable airworthiness directives beans and cornbread, with all the fixins. They had fixed (ADs) and assuring that the maintenance is properly 7 pounds of dried beans, 6 skillets of cornbread and 90 recorded in the logbooks. Accordingly, the FAA says cups of coffee. This was followed by fresh-baked "no person may operate an aircraft unless, within the cookies. Radial Engine people eat a lot. I came out preceding 12 calendar months, it has had an annual after the second speaker started and only found four inspection and [has been] approved for return to little cubes of cheese left. One of the comment sheets service." A period of 12 calendar months extends from said – “Need more food”. any day of a month to the last day of the same month the following year. Luis Corado of Tulsa Aircraft Engines, Tulsa, OK spoke next. His company specializes in P&W 985s and This is where I enter the picture. My name is John 1340s. Luis brought a 985 cylinder that Tulsa Aircraft Keigans. I own and operate Highland Aviation, located Engines had manufactured from scratch. Luis was at the Crossville Memorial Airport (CSV) in Crossville, asked numerous questions about his company and the Tennessee. While I do not pretend to have the market work they do. cornered with knowledge of aviation, I have been successful during my 15 + years of experience at Our third speaker- Robert Schweis of RSW Products was unable to attend due to a serious family illness. He Annuals! continued on page 25

keeping the complaints from both the FAA and my numerous customers to a minimum.

The Annual inspection has been interpreted in many ways. To assist aviation maintenance professionals, the FAA has provided a list inspections, maintenance procedures and checks to be completed in order for an airplane to be legal to fly. The correct interpretation is spelled out in the FAR Part 43 Appendix D - Scope and Detail of Items (as Applicable to the Particular Aircraft) To Be Included in Annual and 100-Hour Inspection.

These can be viewed at

http://www.risingup.com/fars/info/part43-D-APPX.shtml

We also utilize the aircraft manufacturer's inspection Inspection Checklist checklist and maintenance manuals to perform the inspection and AD compliance. An abridged list of out of date) or airworthiness issues (cracked spar) may inspection items typically include be required to be taken care of at the time of the inspection. The majority of the small items can be Engine corrected at the owners' convenience. The owner Remove Cowling, Clean and Wash Engine should be included in the decision making process of Runup and Static Check Engine the repairs, such as choosing an overhauled accessory Compression Test All Cylinders instead of the more expensive new replacement. Clean Gap and Test Spark Plugs Clean Injector Nozzles Mr. Thad Phillips allowed us use his aircraft for a Change Oil and Filter demonstration of our inspection process. Mr. Phillips Clean Oil Screens is the proud owner of an excellent example of a Piper Drain Carburetor Archer. Piper has published a Labor Time Schedule Clean Fuel Screens Manual that recommends billing time for each task Inspect Engine for Leaks and Defects performed. The inspection time on this particular Remove Inspection Panels aircraft is approximately 18.0 hours. I use this Check Flight Control Tensions information to determine the flat rate cost for Inspect Complete Airframe for Defects inspections and other tasks. Check Operation of Lights and Electrical Equipment Check Environmental Systems Annuals! continued on page 26 Reinstall Inspection Panels

Landing Gear Perform Retract Test Clean and Repack Wheel Bearings Check Brake Linings Grease Landing Gear Check Wheels and Tires for Condition

Aircraft Conduct Airworthiness Directive Research Complete Paperwork for Logs Wash Airplane, Vacuum Interior

After the initial inspection, the aircraft owner and I get together to discuss the list of discrepancies (if any) that might be discovered. The owner is informed of all findings, the cost and time required to effect repairs. This insures there are no surprises when the owner is given the final invoice. Any problems identified and required by the FAR's to be corrected (such as an ELT Our Annual Inspection Candidate

There are too many items on the inspection checklist to talk about, so let's discuss some of the highlights.

We begin the inspection by removing the cowling and various inspection plates located throughout the airplane. These items should be safely stored in a secure location, such as a movable storage rack to ensure the wind or shop personnel do not inadvertently knock something over.

Remove the plugs, clean, test, and reinstall

Cowling removed and safely stored

First and foremost, is the compression test. This important test is a mystery to most people but is the best known tool for determining the over all condition of your engine. I have seen too many cylinders The oil is drained, and the filter is inspected for foreign prematurely removed from engines and reworked materials. If the filter contains excessive materials, the because of a low compression reading. Running the engine manufacturer recommends a sample of the oil engine too rich it can actually cause carbon to form on be sent to a lab for analysis. the valve seats resulting in a low compression reading. Even though the last time you flew your aircraft it Wheel pants add to the overall appearance and produced good power, compressions could still be low. performance of the airplane, but must be removed to If the mechanic will just take the time to "stake" the inspect the landing gear, brakes and tires. valve, it could save you money.

Annuals! continued on page 27

After the normal checklist items are completed, we evaluate the customer’s squawk list. This particular aircraft has a problem with the starter not engaging the flywheel. There could be a number of things wrong, but the first thing that I recommend is to spray a silicon based lubricant on the bendix gear itself. Most of the time, a simple lubrication of the bendix gear shaft is all that is required to fix the problem. The bendix gear is the small gear attached to the starter. It has been a common practice among many shops to simply replace the starter, costing the owner $300 to $600 depending on the starter. If the bendix were to be replaced for this particular starter it would cost the owner about $100, labor included. Instead of replacing parts, we lubricated the gear, saving the customer hundreds of dollars. The labor cost is the same either way. The starter is lubed and good to go

A considerable amount of time is spent in front of the computer researching Airworthiness Directives (AD’s). Compiling a list of one-time, recurring and non- applicable AD’s will greatly reduce the research time, saving you money.

After all items are taken care of, a final engine run up and leak check is performed. The aircraft gets a good washing, and finally, an entry is placed in the aircraft log books.

Final considerations, be sure to bring your list of discrepancies. It may look or sound insignificant to you as the pilot, but to a mechanic, it may be a serious issue. Never be afraid to ask questions.

I will be writing a monthly column to discuss maintenance issues and solutions. If you have any questions, or topics of discussion you would like me to Researching the ADs cover, just call us.

Highland Aviation has been in business since December of 2001. During our first year we performed over 80 aircraft inspections. This year we are expecting to accommodate over 100 aircraft for inspection alone, not to mention the oil changes and structural repair jobs taking place constantly.

The majority of our work comes from the word of mouth in the Knoxville area of which we have made many new friends. If you would like an estimate on your repair or inspection please call ( 931 ) 484-5016.

You will be hard pressed at finding more affordable maintenance. We also offer aircraft ferrying and transportation services to those concerned with the distance. Please check us out on the web at http://www.highlandaviation.ypgs.net soon to up and running. 4 AD required check