Fatboyz Aviation Newsletter

FatBoyz Aviation Newsletter

February 2003

Welcome to our 2nd issue! This month you will find an interesting article about our hometown airport, several many exciting trip reports from the FatBoyz and other local pilots, and technical information from nearby maintenance facilities.

A special thanks to everyone for their contribution!

Visit the FatBoyz web archives for updated weekend flying schedules for those $100 hamburgers, links to flight planning and weather sites, information for local Spotlight aviation resources (flight schools, CFI, AME, DE, I.A. DKX – FatBoyz HomeTown Airport A/P, insurance) and information pertinent to our local Thad Phillips, PP-ASEL aviation community. http://www.geocities.com/fatboyzaviation The Knoxville Downtown Island Airport (DKX) has a long and distinguished history in Knoxville. Although there are a few gaps in the archives, many early photos, books and references are available for curious history buffs at the UT Library and from I NSIDE T HIS I SSUE various knowledgeable people in the area. 1 Spotlight DKX – FatBoyz Hometown, Thad Phillips PP-ASEL Activities and land use during the early 1860’s was very different compared to today. The island was 3 Dreaded Northeast Corridor II Buz Witherington CFII owned by John Williams and known as William’s 6 Trip Report, OPN Thomaston, GA Thad Phillips PP-ASEL Island. The rich farmland was perfect for raising corn and functioned as a working farm for many years. At 8 Trip Report, JZI Charleston, SC Gary Hall CFII the same time, the adjacent ‘mainland’ was owned by Colonel Thomas L. Spence. The street connecting 9 Trip Report, 0A9 Elizabethton, TN Buddy Farmer PP-ASEL the mainland community with the island was named Spence Place in honor of the Colonel and is still the 10 Trip Report, What an Adventure! Daryl Moore CFI only dry access to the airport.

11 Trip Report, Visiting the Capital, Linda Meese PP-ASEL Around 1875 Perez Dickenson relocated from Massachusetts, purchased the island and 12 Trip Report, BWG Bowling Green, KY Thad Phillips PP-ASEL surrounding mainland. The island was renamed Dickenson’s Island and continued it’s agricultural 13 Trip Report, New Lee Co Airport, Buddy Farmer PP-ASEL role. The adjacent community became known as Island Home and was used as Mr. Dickenson’s 14 Trip Report, Great Midwest via Skyhawk, Mark Collins CP-ASEL summer cottage, guest residence and social gathering place. 17 Trip Report, DCU Decatur, AL Thad Phillips PP-ASEL

18 I was unable to locate any information about the Aircraft Maintenance, Oleo Struts, John Probst I.A. A/P island between 1899 and 1930 to indicate the land was used for anything other than farming during this 18 Aircraft Maintenance, Radial Engines, Ron Tallent I.A. A/P period. 19 Aviation WX Primer, Decoding Metars Thad Phillips PP-ASEL

DKX – FatBoyz Hometown Airport Continued on page 2

Then, in early 1930 Tom Kesterson opened the Island to the Army Air Force. Soon after WWII ended, the Airport on Dickenson’s Island. He constructed a 4000 WTS program was canceled and the island was feet turf runway, a small building in which to conduct primarily used for farming operations. The grass strip business, and suitable bridge to accommodate his remained intact and another flight school operated by customers. Kesterson operated an air charter Philip Fisher and Don Best provided flight training to business on the island until 1934. returning veterans under the GI Bill.

PostMaster General Walter Brown spearheaded Campbell’s Aero Service took over Island Airport congress to amend the Kelly Act, to become known as operations around 1946 and began providing FBO the McNary-Watres Act, which established a structure services. Robert Campbell was responsible for the for coordinated nationwide airmail service. This act day-to-day operations for almost twenty years. I established the Transcontinental Airway between Los assume it was during this period of time that the Angeles and New York. On September 16, 1930 PMG runway was paved and the improvements started, but Brown awarded American Airways (predecessor of have been unable to verify this. American Airlines) the southern transcontinental airmail contract. American Airways brought Stearman The City of Knoxville purchased the airport in 1963 for aircraft to the island in 1934 when it began operating a use as a reliever airport to TYS and renamed it mail route with daily flights between Nashville, Knoxville Downtown Island Airport. Knoxville’s Island Airport, Washington DC, and New York. The operation was soon expanded to include Southern Beechcraft became the second FBO to express freight, mail and passenger service using operate the island in 1966, then the operation was Stinson Tri-Motor aircraft with two daily flights from subsequently leased to Stevens Aviation is 1968. Knoxville to Washington DC. As passenger-count and Stevens continued the operation for several more freight payloads continued to increase, American years until the lease was assumed by Piedmont began using the larger DC-2 and DC-3 aircraft and Hawthorn Aviation, the current FBO provider. initiated regularly scheduled flight service. Since then, the airport has continuously evolved to become a very active general and commercial aviation The increased activity prompted the City of Knoxville to DKX – FatBoyz Hometown Airport Continued on page 3 consider making the island the ‘official’ city airport. After reviewing the site, the Civil Aeronautics Board informed the city an alternate location would be required to build an airport facility that could be expanded to accommodate larger aircraft, maintenance, and increasing passenger activities. Instead of purchasing the island, the Mayor and a committee set about searching for a suitable, expandable location. TYS was born in Blount County in 1935.

Island Airport continued to prosper while in private hands. In 1941 Ferris Thomas started a flight training school, purchased the building, and assumed a lease on the runway from J. Machamer who previously operated a flight school at the airport. Thomas operated Knox-Flight, Inc. until 1942 when the operation was sold to Elmer Wood and another name change ensued, Knoxville Flying Service. H.F. Wattenbarger then purchased the island in 1943 and returned it to a farming operation. He preserved the grass strip and building, but corn again dominated the approximately 150 acres.

That same year, Harry Playford leased the airport from Wattenbarger to begin the War Training Service (WTS) program. Several hundred Army cadets were housed on the nearby UT campus and received primary flight training on the island in J-3 Cubs before continuing on

community where approximately 150 aircraft and several organizations are based, such as Group I of the Tennessee Wing Civil Air Patrol, Stan Brock’s Remote Area Medical, Knoxville Flyers, and Smokey Mountain Soaring Club. The field has a new full service maintenance facility, Technical Aviation Services. Knoxville Flight Training Center has continued the long established regimen of training many new pilots over the past several years. The island also hosts several events during the year, such as EAA Young Eagles, FAA Safety Seminars, and various fly-ins.

Since the airport is only minutes from the UT stadium, downtown hotels, and dining establishments, the average aircraft population increases 50-100 aircraft Buz and his lovely wife Mary during at-home football game weekends. In fact, the control tower, which is usually closed, is re-opened before, during, and after the game to handle the The Dreaded Northeast increased air traffic. It is not unusual to be in the Corridor – Episode II pattern with a Lear, King / Queen, several single and multi-engine airplanes, and gliders. And be sure to Buz Witherington, CFII watch out for the Budweiser and Goodyear blimps which usually accompany the network broadcasters Route: Teterboro Five Departure, DIR Patterson NDB, when the UT home games are broadcast on TV. DIR Solberg VOR, Victor 30, LANNA INT, DIR East Texas VOR, Victor 39, Martinsburg VOR, Victor 143, Roanoke VOR, DIR TYS I do not claim to be a historian, archivist, or a good researcher for that matter. I just had an interest in We had a wonderful winter weekend in NYC with clear learning about the history of DKX and started asking skies and cold temperatures. We could have wished questions, searching the web, and visited the library on for moderating winds, but we were bundled well and a rainy Sunday afternoon. I assume the assembled full of Christmas spirit. The visit to the aircraft carrier information is fairly accurate, but stand ready to be USS Intrepid was fascinating, but the winds across the corrected at any time. If you have additional deck turned us into ice people in minutes. She was information to share about the airport and its rich mounted in the Hudson River around 46th street and history, please forward to the FatBoyz Webmaster at was full of exhibits and displays as well as mounted [email protected]. 4 aircraft.

Relevant links: Ground zero was a silent shrine with hundreds of TWCAP http://tnwg.cap.gov/tn128/organization.htm people milling about reading the memorials. There RAM http://www.ramusa.org was much less crying than a year ago, but the faces SMSC http://www.smokysoaring.org had the same appearance of resolve. KTFC http://www.knoxflight.com

Piedmont Hawthorn http://www.flypiedmont.com/dkx When we tried to depart TEB the previous year, 2001, my inexperience kept me in the tie down area of the Technical Aviation FBO for a solid hour while we waited for our instrument http://www.technicalaviation.com clearance back to Knoxville. I did my usual pre-flight and listened to ATIS while the engines warmed at idle. Local EAA Young Eagles The daylight was fading as I tuned the Clearance http://www.eaa.org/youngeagles/gallery/17.html Delivery. I was ready to wedge myself into the radio chatter but was quickly rebuffed by a very bored, slow talking controller who seemed more adapted to the deep south rather than the rapid fire northeast. He slowly and painfully read all the clearances to the dozen or so pilots on the frequency. It seemed as if Use Flight Following! most pilots needed explanations and spellings for unfamiliar waypoints. His plodding cadence and twang tone easily exasperated those on the frequency. As I

Dreaded NorthEast Corridor II Continued on page 4

© 2003 FatBoyz Aviation All Rights Reserved February 2003 Edition Page 3 of 20 Dreaded NorthEast Corridor II Continued from page 3 call Pre-taxi first. Ever talked to Pre-taxi? They are tried to pick up my clearance, he tersely replied, “Baron the guys that tell you when you can START your standby. Clearance on request.” So I silently sat in engines. There I was all fired up and idling. OK, don’t the cockpit while the engines and my disposition panic, I told myself. I switched over and explained that cooked. I was VFR. Click, I was given permission to contact Ground Control. No sweat. Ground told me to follow So there we sat with the clock ticking. We waited for the Cessna Skylane out of the FBO to runway 24 by an hour until he finally gave us our clearance that was: way of Alpha and Golf, hold short of taxiway Juliet. I had the airport diagram on my lap properly oriented, Teterboro Five Departure but I didn’t need it because here comes the Skylane Direct Patterson NDB right in front of me. As I power up to turn in behind Direct Solberg VOR him, he suddenly stops and I hear him call Ground. He Victor 30 explains to Ground that there is a danged King Air LANNA intersection parked in the taxiway of the FBO blocking our exit. Direct East Texas VOR The tie down area is absolutely flooded with airplanes Victor 39 so there is no other way out. Ground tells us to contact Martinsburg VOR him when we are clear of the King Air. I can see the Victor 143 air stair door down on the King Air, but the props are Roanoke VOR not turning. He is obviously waiting on someone. Direct TYS. There is not a line boy to be seen anywhere. So here we sit, idling away. Again! Of course this was completely different from the route the FSS briefer suggested during my earlier call. So It dawned on me that Buz the Fox has programmed the you can imagine the knob twirling and button pushing FBO phone numbers into his cell phone, so I give them that went into the GPS in the panel and the one on the a call and explain the situation. They are unaware of yoke. All the while the en route charts were flapping the drama and promise to clear it up. around the cockpit while I was desperately trying to pay attention to where I was taxiing. I know, I know. We wait another ten minutes and I call them again. Taxiing is a full time job, and you should not be The FBO explained that the King Air couldn’t move programming the GPS during that effort. So turn me in because he doesn’t have taxi clearance. I practically to the Clearance Delivery Police. eat the cell phone as I tell them what we are doing, and, if he would just move ten feet to one side, we But now we are a year later, and the pilot is a lot could wiggle by. This works. The line boy runs out smarter. I wrote all those waypoints down last year so and directs the King Air so we can pass. Whew! that I could use them again this year. Heck, I had the whole list programmed into the GPS, and I waited for a Off we go. It is still daylight, but there are some low, full year to use it. scattered clouds that worry me because they could come together and make an undercast. Planes are Also this past year, I discussed this deplorable whizzing everywhere. At one time the TCAS had no situation with some knowledgeable fellows like Bob less than five threats that it was following. I was McConkey. He gave me some golden advice: Depart dodging planes and controlled airspace while staying VFR and pick up the clearance somewhere away from low at 2500 feet to ensure that I don’t violate New York all that busy airspace. Then you can boogie on down Class B. I had the sectional in my lap and the GPS’s direct to Knoxville. zoomed at different levels to wind my way north and west. Well, Old Buz got smart sure ‘nuff this year. The weather was marginal VFR so that is just what I Finally, I am well clear of the Class B and start my planned. I would depart VFR and head first to the climb up to a VFR altitude. As predicted by the FSS northwest to circumvent another nearby Class D at briefer, the winds are fiercely from the southwest right Essex County. Then I would turn west and head to on the nose. Milton VOR, which was about 90 miles away. There I would pick up my IFR clearance and be granted the I finally make the Milton VOR and call Wilkes-Barre magic “Cleared direct Knoxville as filed.” I would side Approach for my IFR. He explained I was in step and hop and skip my way right out of that Allentown’s sector and to call them. I switch to Dreaded Northeast Corridor. Old homeboy was gonna Allentown and get my magic “Direct Knoxville.” Life is fox ‘em. good. Leaving Allentown to the southwest, I am handed off to The first part worked like a charm. I got the ATIS and Washington Center who greets me with a “Stand by for called Ground for taxi. Oops, he promptly told me to Dreaded NorthEast Corridor II Continued on page 5

a re-route. Notify when ready to copy.” I take a deep breath and get out the pencil. He reads:

Direct East Texas VOR Victor 39 Martinsburg VOR Victor 143 Roanoke VOR Direct TYS.

Oh boy.

Well, the headwind has my 205 knot true airspeed down to a 160 knot groundspeed so what else am I U SEFUL A VIATION L INKS going to do with my time? Does this sound familiar? FatBoyz Aviation Night falls as we skip along over an undercast. It is a Web Page http://www.geocities.com/fatboyzaviation beautiful sunset and reminds me of an axiom that I Events http://www.calendar.yahoo.com/fatboyzaviation repeat frequently on my travels. ‘Instrument flight Photo http://photos.yahoo.com/fatboyzaviation allows us to routinely experience what others see only Email [email protected] in special effects movies.’ FAA Information My wife Mary and my two sons fall asleep somewhere AIM http://www2.faa.gov/ATPubs/AIM over West Virginia. I would love to do the same, but ASRS http://asrs.arc.nasa.gov/main_nf.htm after arriving at DKX, the boys will depart with their NOTAM http://www2.faa.gov/NTAP nanny while I take Mary to Atlanta. And back. Have coffee thermos, will travel. Weather No, I am not complaining. I believe that I am the ADDS http://adds.aviationweather.noaa.gov luckiest guy in the world. Intellicast http://www.intellicast.com

Not many guys get to travel the Dreaded Northeast Airport Corridor and live to write about it. 4 AirNav http://www.airnav.com

Flight Planner DUATS http://www.duats.com

Thad Phillips, PP-ASEL

TP - I’m sure most serious high-time pilots will scoff when reading this trip report wondering why I think the excursion was worthy of reporting. After all, many pilots would consider this short 400nm journey merely a breakfast run on Saturday morning or family visit on Sunday afternoon. They wouldn’t give this trip a second thought, extended length travel has become a routine event for them. Rome, Ga at 7500’ However, this pilot still remembers the countless hours maneuvering in the practice area working jumped at the chance to shuttle him on a Saratoga toward the coveted PP-ASEL ticket which would Retrieval Expedition. Besides, this was another perfect enable me to experience first hand the excitement of opportunity for me to play around Atlanta’s Class Bravo actually going somewhere. I also remember the airspace and add a new airport in my logbook. overwhelming fear on my first solo cross-country after receiving the license. What happens if the weather I intended to file an IFR flight plan for DKX V267 HRS turns bad, or the winds at the destination airport are VOR V463 WOMAC INT HUZER INT DIR OPN. Since greater than forecast and I can’t land the airplane, or Mark is instrument rated and meets all the what if I can’t determine which of the 4 runways is in requirements to be a PIC in my airplane, this was a use and make a proper pattern entry? Ugh! Enough great opportunity for me to get valuable experience ‘what if’ to prevent a new pilot from ever leaving the flying on an IFR flight plan in busy ATL airspace, local area. demonstrate my exceptional pilot vocabulary to the controllers and getting some simulated time. The purpose of this and similar trip reports is to convey to newly certificated pilots that the airplane However, there are also times when good visibility and they have trained in for countless hours will travel smooth air dictate a GPS direct flight plan and let well beyond the edges of the practice area to which George (autopilot) do the flying. Today was such a day they have become so accustomed. With preparation to sit back and watch the scenery go by. and planning, there is little to prevent a new pilot from exploring the country or searching out the perfect After departing DKX and deciding it was much too nice $100 hamburger! to fly with foggles, I programmed the GPS for DIR RMG OPN and let George take over. After reaching Don’t be afraid, embarrassed, or too proud to seek altitude, there wasn’t much to do but enjoy the ride and the wisdom and expertise of local pilots and conversation with my pilot friend Mark. It is interesting instructors who have already been where you are to hear about his flying experiences, the places he has now. These individuals are excellent resources for flown for business and pleasure, and the various in- advice and tips on getting to your destination….and flight obstacles he has encountered and overcome. back. Talk to the local pilot community, accompany The CO2 leak on his return flight from Florida is a good them when taking a long trip or ask another pilot example. I’m envious of his travels. accompany you. Often it is more enjoyable and less stressful to have a partner share the workload. And We enjoyed smooth air at 8500’ and our ground speed the opportunity to learn is not bad either. was 114kts into a headwind. It took about 1.5 hours to Seize every opportunity to travel outside the local reach RMG. practice area. The Atlanta skyline came into view soon after crossing RMG VOR. I used the map on my GPS to remain Returning from a recent business trip to Florida, long clear of Class Bravo airspace. time pilot friend Mark Calloway had to make an unscheduled stop in Thomaston, Ga due to a carbon Thomaston Ga continued from page 7 monoxide leak encountered with his Saratoga. There is a functioning CO monitor readily visible in your plane….right? Always looking for an excuse to fly, I Flight Plans are Good!

© 2003 FatBoyz Aviation All Rights Reserved February 2003 Edition Page 6 of 20 Atlanta Skyline in the background at 5500’ E VENT C ALENDAR TN20 Seymour Airpark Seymour TN, Fly-in breakfast The big circle around ATL added about 20 minutes to 8AM – whenever each Sunday the outbound leg and after slightly less than 2 hours 1ST WEEKEND flight time we were on the ground at OPN. BGF Winchester TN. Saturday fly-in breakfast. 931-967-3148

LZU Lawrenceville, GA. Saturday fly-In breakfast. 770-394-5466

2ND WEEKEND Saturday, MBT Murfreesboro, TN, Fly-in Breakfast. David Swindler, 615-890-2439, [email protected]

RMG Rome, GA. Saturday fly-in breakfast 706-235-0644

3RD WEEKEND 3M3 Collegedale,TN Saturday fly-in breakfast 423-236-4340

OWB Owensboro, KY. Saturday monthly breakfast Wayne Gibson 502-684-2859

On the ground at OPN 3M5 Huntsville, AL. Saturday fly-in breakfast 256-880-8136. [email protected]

Thomaston-Upson County Airport is owned by the City 16J Dawson, GA. Saturday fly-in breakfast. Of Thomaston and serves Thomaston and Upson Ron Acker 912-888-2828 County. The single paved runway extends for 5001 4TH WEEKEND feet at an elevation of 796 feet. The airport is 2AO Dayton, TN. Saturday monthly breakfast approximately 5 miles from Thomaston where Wanda Fulmer 615-775-8407 numerous restaurants and lodging places are within 5TH WEEKEND easy driving distance with the courtesy car. 4A9 Fort Payne-Isbell, AL. Saturday fly-in breakfast 205-845-9129 The return trip was equally uneventful with clear skies SPECIAL EVENTS and more smooth air. Favorable winds allowed me to nd th enjoy 149kts ground speed on the return leg, so it LAL Lakeland, Fl Sun-n-Fun April 2 – 8 863-644-2431 didn’t take as long to return to DKX.

I had a great flight, but the haze and my poor choice of An airliner was having engine trouble, and the pilot film and camera lenses prevented getting decent instructed the cabin crew to have the passengers take their pictures. I was using my trusty Cannon T70 loaded seats and get prepared for an emergency landing. with Kodak 800 film and a couple different lenses and filter combinations. Thanks Mark for providing an A few minutes later, the pilot asked the flight attendants if excuse to go somewhere new. 4 everyone was buckled in and ready.

"All set back here, Captain," came the reply, "except the lawyers are still going around passing out business cards."

© 2003 FatBoyz Aviation All Rights Reserved February 2003 Edition Page 7 of 20 found our way back to the airport without running out of Trip Report gas and having to stay the night. We checked the weather, toped off the tanks. 53 gallons was the total DKX > JZI Charleston, SC, GA > DKX fuel on board. The C –172/R 160 horsepower will burn Such A Night about 7.5 leaned out at 6000 feet. Divided by 53 gallons will put you in the air for some time. You guys Gary Hall, CFII do the math.

It was a night, oh what a night, it was really such a We left JZI at 5:15 local time. Oh yea, we recommend night, the moon was bright. oh how bright it was, really that FBO. They treated us like King & Queen. The line was such a night, the night was alive with stars above. guys were great. They had the car ready for us. I did request a Ferrari, they were out of those. But that’s I hope you pilot’s don’t expect me to sing this song, but OK. I would have never known I was in one anyway. if you do, well you will just have to fire up your own CD with Elvis. The title of the song is Such A Night, and I Back to the flight. We rotated at 5:17 and climbed to can relate to this song better than you might imagine. It 6000 feet on V18 to Nello intersection. We still had was one of those special night flights on our way back that wind to deal with, but no bumps, just a slow from Charleston SC. I have never had to make so ground speed 75 knots. I can think of worse things, many decisions as a pilot in my entire flying career. being stranded at 6000 ft with a beautiful student for Many of the decisions that we make as pilots effect so over 5 hours. Like I said, some one has to do it and I many things like our lives and those around us. Future guess it might as well be me. It was a cool, clear, crisp past and present are sometimes rolled up into one night. One of those nights that you can see forever. decision. WOW what a responsibility. Atlanta GA was extremely busy. We were even rerouted several times for traffic. My student learned a It all started with a planned trip in the morning to lot that night and so did I. The way I figured, if you Charleston, SC. and return that evening. I mean, what don’t learn anything, might as well give up and go more could a flight instructor ask for, a perfect student home. A good pilot is always learning. We did have a and almost perfect weather. The student is a very long game of thumb wrestling. I let her win. You know accomplished private working on the instrument and me, being the man and all. Of course I thought if I already thinking about the commercial ticket. And made her mad by winning we might not go to lunch beside all of that, she was flying us down south just for anymore, so I swallowed my pride. We arrived at Nello lunch and sight seeing. How did I get so lucky? I intersection about 2 hours 45 minutes later. That’s pinched myself several times that day. I wasn’t when we started having to make decisions. The thumb dreaming, it was really happening to me. No one told wrestling championship was over. We had more me that when I started teaching people how to fly that it important things to do like arriving at our destination would be that rough, but I can handle. It it’s my motto instead of some small town with no fuel, no phone, no “some one has to do it!”. car, no hotel. Just a cold Cessna. That would not have been fun. I think that would have been worse When we left that morning the weather was clear and than winning the thumb wrestling championship. What cold, or should I say frigid, and the wind was about 290 a way to lose a student. At Nello we went over our at 45 kts at 6000 feet, and forecast to be 54 kts at 9000 route again for the 4th or 5th time. I told her if our feet. I told my student if she wanted to keep on ground speed got any slower we will have to set it enjoying flying and didn’t want to scare me real bad we down and take on fuel because we still had to go over better go around the Smokie Mountains. Ever been part of the Smokys. With high winds, that was a flying over the mountains when the winds are 45 kts or chance we were not willing to take as our groundspeed higher? I have. She made a good decision, smart could have suffered even more. We could have not lady. We left DKX and climbed to our cruse altitude at enough fuel to deviate to another airport. At night I 8000 feet. That part of the flight was uneventful. don’t like things stacking up on me. At night you have However, we did feel like we were in a Bonanza A36 to make the right decisions right the first time. instead of a 172 as we had a ground speed of 165 kts. We were setting in the restaurant about 2:00 PM for If you will refer to a low altitude chart at Nello and look lunch in downtown Charleston SC talking about guess for DKX you will see the mileage is a little over 140 what? Flying, of course. Is they’re anything else? miles. DKX is north east of TYS. On a sectional you can see those beautiful mountains, but at night and a Lunch was great and the sights were even better. We slow ground speed they’re not as beautiful. I also knew even got lost a couple of times. Words of advice: don’t that when we turned north we would have to climb to let your female students navigate on dry land and hold 7000 for our MEA and guess that our groundspeed the map. They will get you lost every time. We finally would suffer because we were already at 74 knots. So

Such A Night continued on page 9

© 2003 FatBoyz Aviation All Rights Reserved February 2003 Edition Page 8 of 20 Such A Night continued from page 8 in route we picked a point of no return; a half way point mile away. The problem was that we were clicking the if our groundspeed was slower, we would turn back to mic too many times. Three clicks gets a dim, five CHA and fuel or stay the night. If things were even clicks gets a medium, and seven clicks turns ‘em off. It worse we could even land at MMI or MNV for was turning the lights back off. emergency landing with some fuel remaining. We used the flight computer several times and compared that to How easy it is to get into trouble when you are flying. the in-flight read out on our GPS and the read out of ETA. We had determined that we had enough time and After we landed, we got some more ‘learnin’ from a fuel remaining for safe flight. The only thing we were local at the FBO. He comes up to us and says, “Ya’ll worried about was the winds picking up and loosing the been checked out for landing here at night?” We groundspeed that we had figured, so we paid close looked at each other, grinned real big expecting to be attention to the ground speed. Never underestimate the brunt of one of those mountain pilot jokes, “Nope, the importance of writing down the take off time. It is we ain’t never been checked out to fly in these parts at the one of the most important things you can do on a night.” According to him in order to land at that airport long cross-country flight. My student is a real trooper. at night requires a check out by one of their instructors. Lot of guts, cool as a cumber, and able to make He added that because of the mountainous terrain and decisions under pressure. But that is what flying is all all, their insurance would be canceled if an unchecked- about, decisions, many of them. out pilot came in after dark and had an accident.

I would like to thank Hollie Bailey for the flight and Ok, that may be true, but where does it say that? In being one of those many students that makes flying defense of my pilot buddy, the 2001-2002 edition safe. 4 AOPA’s Airport Directory, the 2001-2002 edition AOPA’s eDirectory, AirNav, or Notams gave any indication we needed a checkout from the local instructor. I’m guessing this is something new that Trip Report hasn’t made it to print yet. DKX > 0A9 Elizabethton, TN > DKX Anyway, there is a happy ending and a serious point to Buddy Farmer, PP-ASEL this story.

Let me tell all of you pilots a good one. Earlier this We still got our hundred dollar hamburger! Betty’s week, my friend whom will remain nameless at this Burger Hut is highly recommended. After landing at time, called and said we needed to make a mid-week the airport and parking in a suitable location, walk burger run. On Wednesday night I showed up at DKX across the field through the gate at Moody Aviation, and leaped in the right side of his trusty steed having around the side of the building and you will find the no idea where we were going so late in the afternoon burger joint right across the road. It’s about 3-5 minute for a burger. walk. Betty’s opens at 5:30AM for those needing a big breakfast and closes at 10PM for those late I’ve-been- It was a clear winter night, that’s good. The wind was checked-out-by-a-local-instructor pilots. There is also favoring our eastern route on the way up to a Blimpy next door. somewhere, I think we had a 50 knot tail wind. That’s good. It appears we were going to a small hometown So if you ever go up there after dark, call to see if they airport in Elizabethton, Tn 0A9 where there was are really serious about requiring a local ‘after dark’ reportedly a small, but excellent burger joint. Even checkout and only click the mic 5 times! Be sure to with a great tail wind at cruise altitude, it was dark read the AFD and Notams to see if this is indeed a when we approached the airport. We were about 12 requirement. 4 miles out from the airport and were looking for the beacon. No beacon. We got about 5 miles out, we were trying to turn the runway lights on. No lights. We were one mile out, no airport in site yet. This was getting scary because the airport sits in a valley with Cessna: "Knoxville tower, Cessna 52434, student pilot, I am mountains on three sides….and it was dark!. The gps out of fuel." was telling us the airport was right under us, but there Tower: "Roger Cessna 52434, reduce airspeed to best was no beacon, lights or pavement in sight. We glide!! Do you have the airfield in sight?!?!!" climbed back to 4500 feet to exit the area, made a 360 Cessna: "Uh...tower, I am on the ramp; I just want to know turn and clicked the mic 7 times again. No beacon, no where the fuel truck is." lights, no airport. Finally, my pilot friend started clicking the lights once more. At 9 o’clock there it was, half

© 2003 FatBoyz Aviation All Rights Reserved February 2003 Edition Page 9 of 20 AvGas Prices 50nm radius from DKX Trip Report What an Adventure! KTYS Knoxville, TN Mc Ghee Tyson Airport Knoxair $2.98 Cherokee Aviation $2.87 Daryl Moore, CFI KDKX Knoxville, TN Knox Downtown Island Airport Piedmont Hawthorne Aviation $2.83 28-Nov-2002 Several years ago, on a springtime afternoon, a friend of the family invited me along for a plane ride. He owned a TN08 Oliver Springs, TN Oliver Springs Inc Airport Cessna 172 that is kept on a small grass strip. Oliver Springs Airport $2.00 When we arrived it was late on a rainy afternoon. My KGKT Sevierville, TN Gatlinburg-Pigeon Forge Airport friend had checked the weather before leaving home Gatlinburg-Pigeon Forge Airport $2.73 and found an open area in the weather that would be approaching at just the right time. I watched as he did KMNV Madisonville, TN Monroe County Airport Tellico Air Services $2.69 what I later learned was a pre-flight inspection. After he determined everything was as it should be we pushed KJAU Jacksboro, TN Campbell County Airport the Cessna out of the hanger, after the rain had stopped. Campbell County Aviation, Inc. $2.65 Next we got in the aircraft as he patiently explained what KRKW Rockwood, TN Rockwood Municipal Airport all the dials and gadgets were, he even told a bit about Bill Dietz Aero Service $2.19 the maintenance logs to put my mind at ease. Next he started the engine to taxi out to do the engine checks. KMOR Morristown, TN Moore-Murrell Airport There he briefly explained about the magnetos and Morristown Flying Service $2.66 ignition systems redundancy. KMMI Athens, TN McMinn County Airport Athens Air $2.40 Now it was time for takeoff. He lined us up with the runway centerline and went to full throttle. He held the KRHP Andrews, NC Andrews-Murphy Airport control yoke back as we bumped along on the wet grass. On Eagles Wings Aviation $2.93 Then suddenly it got a lot smoother and a little quieter as we lifted off the ground and began to climb. Soon we 3A2 Tazewell, TN New Tazewell Municipal Airport were hundreds of feet in the smooth air with an overcast Tazewell Aviation $2.40 gray sky above us. It was great. 1A5 Franklin, NC Macon County Airport Franklin Aviation $2.50 Once we were at the desired altitude he leveled the plane off then let me have the controls from the right KSCX Oneida, TN Scott Municipal Airport seat. It was GREAT. He told me how to move the Scott County Airport $1.90 01-27-03 controls to make some gentle turns. I was not very smooth or coordinated as I look back at this, at the time I 24A Sylva, NC Jackson County Airport was having a blast and that did not matter to me. Jackson County Airport $2.30 Then we decided to do a low approach down the grass 1A6 Middlesboro, KY Middlesboro-Bell County Airport Middlesboro-Bell County Airport $2.39 strip. So he took the controls and we started down as he got us aligned with the runway. We started down as if we 2A0 Dayton, TN Mark Anton Airport were going to land. Then he leveled off then a short City of Dayton (FBO) $2.30 moment later started to climb again. We were just doing a low pass down the runway to say hi to my waiting wife on the ground. Then we came back around for a normal landing back onto the bumpy wet ground.

A passenger piled his cases on the scale at an airline I took that first ride with Tommy Hatmaker and upon counter in New York and said to the clerk, "I'm landing decided that was something I had to do. Within a flying to Los Angeles. I want the square case to go to year I had my license. Then I could share the fun of Denver and the two round ones to go to Seattle." flying with other people, to see the look on their faces, as "I'm sorry, sir, but we can't do that." I am sure Tommy saw on mine. What an adventure. 4 "Why not? You did it last time?"

Linda Meese, PP-ASEL

I wasn't really sure if I was going to fly to DC because of the weather. Then I thought about the 8-hour drive and reconsidered. After all, I recently received the Instrument Rating and it was time to put my newly acquired skills to use. I created an IFR flight plan for what would be my first real IFR cross country flight without the assistance of another pilot in the cockpit. I decided to leave Thanksgiving morning, Nov. 28th.

The day started with a call to Flight Service for a weather briefing. Since I would be cruising at 9000 feet, the reported ceilings of 7000 feet didn’t seem to be a big problem until I realized this would be the first time I would be climbing through the clouds without the aid of foggles! Wow! This would be a trip of firsts……a long cross country in my new plane, first time through Once I got there I was doing OK. the clouds and on-top without an instructor, first time experiencing mechanical trouble, and the first time to This trip was very exciting and presented more be in real weather. challenges than I expected. One can sure learn a lot by just getting out there and using what we learned. 4 I contacted TYS Clearance and picked up my flight plan. It didn’t take long until we were cleared to the Ed – We are thrilled to receive trip reports from Linda. requested altitude and on our way. A few minutes later “The only limits we have, we set for ourselves. I don’t we on-top and treated to a breathtaking view of the see limitations in my personal life…..”. And she mountains peeking thought the clouds. practices what she preaches. In addition to being an airplane owner and holding an Instrument Rating, Upper level winds gave us a 155kt ground speed and Linda owns Meese Realty, is a member of the Civil Air soon we were on the ground at HEF Manassas Patrol search-and-rescue team, a PADI-certified Regional. A visit with the in-laws and family for a rescue diver, and a grandma. couple of days and return to DKX on Sunday seemed to be going as planned. Linda promises another exciting trip report in July as It was during the preflight for the return trip on on she attempts another first, entering the Women 99s Air Sunday that I realized the plan was about to change. Race, a 4 day 2000nm race terminating in Kitti Hawk, My 195hp Cessna XP likes to have 8 quarts of oil NC. Way to go Linda! showing on the dipstick rather than 3 quarts. What happened to the other 5? I wanted to have this checked out before any we did any more flying. Since How many pilots does it take to screw in a light bulb? the maintenance guys wouldn’t be back until Monday Just one. He holds the bulb and the world revolves around we thought we would enjoy another night stay with the him. family. We finally left after several days of bonding. How do you know if there's a pilot at your party? More on the maintenance side of the story later. She'll tell you. The return flight on Tuesday was IFR. An overcast sky covered the mountains this time and we flew back with What is the difference between God and a pilot? zero visibility at the assigned altitude. The strong God doesn't think he's a pilot. upper level winds that gave us a nice ground speed outbound held us to 90kts on the return. When Dulles What's the difference between a pilot and a pig? Center ask if I wanted to be at 6100 or 6500 feet. A pig doesn't turn into a pilot when it is drunk. Since I was battling strong winds it took a few minutes to get there. I let them know I was looking for 6000. What do pilots use for birth control? Their personality.

© 2003 FatBoyz Aviation All Rights Reserved February 2003 Edition Page 11 of 20 on the second row. Thanks Xen, another benefit of Trip Report flying a Bonanza. Soon we were inside the new modern FBO facilities trying to talk our way into a DKX > BWG Bowling Green, KY > DKX courtesy car from a pretty lady at the counter. When we visited courtesy cars were not available, but one of Thad Phillips, PP-ASEL the staff took us downtown for lunch and returned to pick us up. I think they will take / retrieve you from We found ourselves assembled at DKX on a gorgeous most anywhere within reason. Rental cars are Saturday morning, looking up at a cloudless blue sky, available. CO-MAR Aviation runs the FBO and has a wondering where the pursuit of the perfect $100 new modern facility with plenty of helpers tending to hamburger will take us. your needs. Exceptional service more than Usually we have a designated destination, but today compensates for the expensive Avgas. was different because half of the ‘FatBoyz Regulars’ were out of pocket. There would not be a squadron of During our short drive downtown we passed just about FatBoyz aircraft descending upon someone’s local every food fair you can get at home and many unique hometown airport on a quest for the perfect burger. locations that will surely suit the most adventurous and Today it would be Xen and myself. When Xen discriminating diner. We asked our courteous driver to prefaced his question “where we going for lunch?” with recommend a good place for lunch and without “I’m flying”, it didn’t take long to come up with a plan. hesitation the headed for Mariah’s. This downtown restaurant is located in Bowling Green’s oldest brick Bowling Green, Ky. has been on our hit list for a long house and is on the National Register of Historic time. A couple of the FatBoyz returned a good report Homes. The place is completely restored and is an after a recent visit to the area, so we decided to go excellent choice for lunch or dinner. Everything from exploring. A quick look at the radar showed only high appetizers, soups and salads, burgers, pizza, and level clouds and the TAFs for the destination airport serious entrees like Filet Mignon, Prime Rib, Trout, and forecast conditions to be well within the Bonanza’s Salmon occupy the menu. On this trip Xen remained aeronautical design parameters and Xen’s proficient true to his custom devouring a salad and burger. I had piloting skills. a salad and Monterey Chicken. Excellent food, After a little arm twisting, the Hawthorn line guys gorgeous young ladies to wait the tables and a great graciously pulled the Bonanza from the hanger, a atmosphere. What more could a hungry pilot ask for. thorough preflight followed and a successful launch executed…… another FatBoyz expedition was on! Pick up a visitors guide as you stroll through the lobby at CO-MAR. Bowling Green features too many The nice thing about flying somewhere in a Bonanza attractions to detail in this trip report. The guide lists with a Super B modification is the ability to traverse the 28 restaurants and nightlife destinations in the countryside at just most any altitude without giving too immediate area, a small sampling of the different much thought to the upper level wind speeds. dining experiences available. After departing DKX and turning northwest, Xen entered BWG into the Garmin 430, climbed to 6500’ Some notable locations include the Western Kentucky and turned flight operations over to George. Winds University campus, The National Corvette Museum were smooth and we enjoyed a GPS ground speed of and the GM Corvette Assembly Plant which are about 160kts on the outbound leg and a whopping 204 kts on 20 miles from the airport. Call before going to confirm the return leg. tour times.

A dusting of snow from the previous night can still be Don’t forget to make the trip interesting for the lovely seen on the tops of the Cumberland Mountains north of wife. Take her shopping! The Greenwood Mall Knoxville. TVA Buffalo Mountain Wind Park passed off features several department stores, over 100 specialty our right side. Three 200 ft tall, 660-kilowatt wind stores, and a food court. turbines generating two megawatts of power are visible The District and Fountain Square Park is the focus of in center of accompanying photo. TVA plans to add an alive and active downtown area. Historic walking eighteen larger wind turbines increasing the generating tours showcase seven historic areas on the National capacity to twenty megawatts. Register of Historic Places. The Capitol Arts Center Landing at BWG we were greeted by an attentive CO- features two art galleries and 800-seat theater. There MAR Aviation employee who quickly directed us to a are numerous restaurants and a retail center. Stop by front row parking spot and proceeded to take the gas the visitor information center and inquire about the order. I couldn’t help but notice that the Bonanza’s, downtown activities and the free Concerts in the Park. Mooney’s and such were parked on the front row near The kids can be sufficiently entertained with a visit to the FBO, while the Cessna’s and Piper’s were parked

Bowling Green, KY continued on page 13

the Barren River Imaginative Museum of Science and the Beech Bend Raceway Park.

Ample lodging is available for a weekend jaunt, everything from Marriott Courtyard to Hampton Inn to locally owned motels. Several B&B can also be found in the downtown and surrounding area.

This is an excellent trip worth repeating for a $100 burger with the guys or a weekend getaway with the lovely wife. This destination definitely will be on the FatBoyz list of favorites. 4

Relevant links: http://www.corvettemuseum.com Turning final at BWG http://www.corvettemuseum.com/plant_tours http://www.beechbend.com http://www.wku.edu http://www.mariahs.com http://www.greenwoodmall.com

Trip Report A new Lee County airport!

Buddy Farmer, PP-ASEL

Today copilot Xen Portwood and I visited RVN in Hawkins County just to get out and enjoy blue sky and CO-MAR ramp area the intoxicating aroma of avgas. While visiting with the manger at RVN, he asked if we had visited the new airport at Lee County. Not yet, but the day is still young. Less than twelve minutes later on a heading of 325 degrees we were on short final to a new strip of asphalt.

Since most of the GA news is about the demise of local airports, it is exciting to hear that a new airport is opening and certainly warrants further investigation. And besides, how cool is it to be one of, if not the first local pilots to visit and report on a new airport.

The airport is just south of Jonesville, VA and will include a 5000’ x 75’ paved runway, turnaround taxiways, aircraft apron and access road. This new facility is the result of a $5.5M federal grant to replace PGT Pennington Gap. PGT sits on a hilltop and cannot be expanded to accommodate additional runway length and width needed to support additional GA aircraft, much less bizjets.

Delta Airport Consultants are in the final stages of construction activities. The runway and one taxiway are already in use. Outside tie down spaces are available. Presently, service facilities are not available, but we hope this nice new facility will eventually be the destination of a $100 hamburger. 4

© 2003 FatBoyz Aviation All Rights Reserved February 2003 Edition Page 13 of 20 was my turn to fly a leg. Trimmed out and in smooth air Trip Report at altitude I get settled into becoming one with the plane I soloed in 1991 and also received my instrument The Great Midwest via Skyhawk rating in. The old girl still knew me, and we got along well. The Missouri River slid under our wings, the Mark Collins CP-ASEL headwind gods stole another 5kts from us, but the view was great, and the air still smooth. Missouri has some The day had finally come. We had been planning it for beautiful lush green farmlands, and they water their months, the weather looked promising, time had been crops with equipment that makes the crops grow in pie scheduled off from work, and the aircraft was ready. pan shapes. Dad was impressed enough to make My father and I were actually going to get to fly on a several pictures of what we called “crop circles”. In 2.8 long cross-country together. Dad had wanted to head hours I’m lined up on final at SDA (Shenandoah Iowa) out west in the vicinity of Wyoming, and we were finally and the windsock is straight out across the runway. going to make it. My girlfriends on the Weather Left wing down, rudder to center the nose on the stripe, Channel had given a “thumbs up” on the long range and about 50 foot above the ground I run out of rudder. forecast, and a nice slow moving high pressure system A little blast of power returned the nose to the was covering up our intended route for the next three centerline, and I had to carry power all the way to days. Our bags were packed, in-flight snack bag and touchdown. Got an “attaboy” from Dad for a decent thermos were full, charts were up to date, and all three crosswind landing. Shenandoah has a very nice tanks in the Skyhawk were full. With my instrument facility; the lady who ran the FBO was great. And the ticket less than a year old I wasn’t worried about the 100LL was $2.00 a gallon (the lowest fuel price for the weather as I would have normally been in the pre IFR trip). days. Over six hours of fuel on board, we both knew that neither one of us could hold our tanks for that long. The last leg of the day belonged to Dad; it was a short All systems were go. one to our stop for the night in Norfolk Nebraska (hometown of Johnny Carson). After an uneventful leg Day one over the state of Iowa (plenty of cornfields) we made On a beautiful September morning after an excellent our approach into OFK. A little bit bumpy and just 1.4 country breakfast dished up by Mom, we headed to the hours enroute. airport (AAS- Campbellsville, KY). Cessna 5792Romeo was already preflighted, we loaded our bags, tightened Norfolk has a nice size airport, and upon first look we up the seatbelts and listened to the 0-300 come to life. thought the place was deserted. We discovered the After about three swings on the prop blade she jumped locals just didn’t feel like braving the winds. Saw what to life and settled into a nice 900 rpm idle. Light up the an actual tumbleweed looked like, they were sticking GPS and set in our first waypoint, Sullivan Missouri. out of the carb and oil intakes of the cowling, and Taxi out for a routine run up, line up on the centerline blowing all over the ramp. The folks in the FBO were and push the go knob to the firewall. Even loaded nice, gave us some neat state printed charts and pretty heavy, she wants to fly at 70, so Dad eases back directories to take with us, and swapped stories with us on the yoke and we left the pavement at about 9AM. while we waited for the shuttle van from the hotel. The After a short climb to 4500, trimmed out, leaned out, van was out of commission so one of the girls from the and riding along in smooth clear air we sat back to front desk came and picked us up in her own personal enjoy the view of Central Kentucky as it slid by van. Pretty nice folks, these Midwesterners. After courtesy of a 100kt groundspeed. Crossing the Ohio totaling up the logbooks we had left Kentucky, crossed River into the southern portion of Illinois, the terrain Illinois, Missouri, Iowa, and were now in Nebraska in a smoothed out and was all pretty much farmland below grand total of 6.9 hours. Not bad for a Skyhawk…….. us. Day two The air was still smooth and we hadn’t hit the first When we left the Bluegrass State Monday morning it bump in over two hours. Just below and off the left was a comfortable 70 degrees. We awoke in the wing was an island in the river that was shaped like a Cornhusker State to 32-degree temp, with a 24 wind- heart. I took the yoke and Dad snapped a couple of chill. Talk about a shock when we went out to preflight pictures of it. In a little over 2 and ½ hours we were and refuel! Glad we decided to take a jacket. Our first crossing into Missouri around a little town called leg of the day was to be a long one, all the way across Festus. In another 15 minutes UUV was lined up in our the state of Nebraska to Rapid City, South Dakota. windshield on final. Dad made a short field landing and Being used to flying in Kentucky and East Tennessee I we turned off at the first exit. In 2.7 hours we were 2 have never seen visibility like they have out west. We states away from Kentucky. What we had covered in were seeing towns show up on the horizon that were less than 3 hours would have been an all day car trip. over 35 miles away. It was fairly smooth although the After a fuel top off and a new WAC chart in hand, it The Great Midwest via Skyhawk continued on page 15

© 2003 FatBoyz Aviation All Rights Reserved February 2003 Edition Page 14 of 20 groundspeed was a painful 85 to 90kts. At one time I looked at the map page on the GPS and it was blank After our climb and level out at 7500, we enjoyed a except for the course line. I laughed when I showed decent tailwind and groundspeeds over a 100kts again. Dad that we really were in the middle of nowhere! About midway in our hop to GRI we experienced some neat mountain wave action. The rest of the leg was The eastern half of South Dakota is fairly green with uneventful with a bit of light turbulence off and on. A farms and a sprinkling of trees, but the western half is nice landing by Dad at Grand Island and we were done a barren place. The Badlands loomed off our right for the day. We followed the golf cart per request of the wing, they were an amazing site, and they reminded tower to the FBO, and shut down with 7.3 on the me of photos of the surface of the moon. I could see meter. Norfolk NE, Rapid City SD, Mount Rushmore, why the Indians named them as such, if you wanted to Crazy Horse, Newcastle WY, Alliance NE, to Grand hide from the law; it was a very bad place for them to Island NE. In less than 8 hours. Not a bad day. come to look for you! The Black Hills and Rapid City were starting to appear in the distance, but we didn’t Day Three have too much of a descent, the ground had come up After studying the Weather Channel in the motel room to meet us as we got further west. Pattern altitude at the night before, it looked like we would beat the next RAP was 4200 MSL. ATC cleared us for 45degree weather home by about 6 hours. Famous last words. downwind entry, and in 3.1 hours we were on the After breakfast at the hotel and a shuttle ride to the ground in South Dakota. FBO we were treated to a beautiful morning with light winds and blue skies with a wispy cirrus cloud or two It was time for lunch, so the FBO folks gave us a ride in up in the stratosphere. After a top off and a couple of their van to the main terminal for a $100 hamburger at pictures with the Rodeo Cowboy totem pole (the the terminal restaurant, and came to pick us up after a cowboy is riding a bizjet) we were off to Columbia phone call back to the nice lady at the front desk. She Missouri (COU) our first leg of the day. After a climb up said she enjoyed our accents, familiar to her, as she to 5500 to find some smooth air we relaxed and had lived in Memphis. I went back to check the watched the towns crawl by. The headwind gods were weather station in the pilots lounge, and discovered mad at us, so here we go trolling along in the 90kt Dad was AWOL. I found him outside the main hanger category again. Nebraska turned into Missouri just holding court with the line staff. We loaded up, taxied north of Kansas City, and the countryside began out and got our clearance to depart VFR to Mount getting green once again. Couldn’t find any decent AM Rushmore. It was my leg to fly, and also my time to stations to listen to on the ADF so I turned on the CD learn about high-density altitude takeoffs. As the player I had stashed in the glove box. Dad was Skyhawk reached about 70, I rotated; we climbed amused at the new “toy” I had added to the plane when about 3 foot and settled back onto the runway. Dad I upgraded his avionics, I think he enjoyed the tunes. A looked over at me and said “AIRSPEED BOY “! I little over three hours had ticked off the clock and we rotated again at about 75 and held it in ground effect till had Columbia lined up on final. We had pushed the O- I reached 80kts and then proceeded with a very 300 pretty good, and she was thirsty when we landed. shallow climb. Finally out of the pattern and approach 31 gallons and change was the most we’d run through gave us a heading to the Presidents. Minimum VFR her in one leg. Dad was ready for some lunch, and the altitude was 7800 and loaded as we were it seemed FBO folks had a courtesy car, but I suggested we like forever to get there. Mount Rushmore was check the weather first. Good idea. The weather amazing, after a half dozen photos it was on to Crazy system we had been watching, a low with plenty of Horse monument for more pictures. The weather was precip had picked up speed and our 6-hour window still excellent and the westerly headwinds had dropped was closing in. We decided on a quick turn and a off, and Dad had wanted to see a little town in “gourmet” lunch courtesy of the lounge vending Wyoming called Newcastle, so we were off. After machines, and after a top off we launched into still visiting Newcastle for a few pictures we looked over a excellent VFR. chart, our fuel remaining and picked out Alliance Nebraska as our next stop. Not much to see between Our next waypoint was Owensboro, KY for our next Wyoming and western Nebraska, but I was most fuel stop and weather check. It was my leg to fly, I amused with how all the roads out there run north asked for and received a straight out departure (which /south or east/west, and some of them stretched for 10 was almost our on course heading) and leveled out at miles without a curve. A quiet uneventful landing at 3500 in smooth air. As we progressed eastward our 40 AIA, not much happening, but the husband and wife mile visibility began returning to something I was more team that ran the place were nice. The airport dog, a accustomed to, somewhere around 10 miles. Dad kept large golden retriever took in our arrival with a sigh and the chart handy and started identifying the little towns went back to sleep. After topping the tanks and a visit we passed over, some of which had only 1 red light or to the flight planning room it was decided that our final 4 way stop. Missouri began to turn into Illinois with a leg of the day would be to Grand Island, Nebraska. slight deviation to the south of St. Louis (remaining The Great Midwest via Skyhawk continued on page 16

© 2003 FatBoyz Aviation All Rights Reserved February 2003 Edition Page 15 of 20 clear of their class B airspace) as we motored on just flew from OWB in less than 1 hour would have eastward. The boys in the tower in Carbondale Illinois been at least a 3-hour car trip. were nice enough to let us over fly their field while watching 150’s 2000 feet below us doing touch and The final total for our little adventure was as follows: go’s in the pattern. 2010 nautical miles in 21.9 hours for a trip speed average of 95kts. Not bad for a little airplane that some The air was still fairly smooth as we crossed back into of my fellow Fatboyz call a “Trainer”. This was Kentucky about where the Ohio and Wabash rivers something I had wanted to do with my father for the meet. Contacted the tower at OWB and was cleared past 2 years, it was an experience that I’ll fondly recall for final for runway 5. Dad was unhappy with the for the rest of my life, and we’re already talking about student who had just landed as he had turned a 180 on our next adventure. South Texas? Montana? Great the runway and was now back taxing towards us. I Lakes? New England? Maybe. Don’t ever let anyone slowed down another 5 kts and the kid was clear tell you that you can’t travel places in a private plane, if before I crossed the threshold. Got settled down in you’ll let it, it can be your “Magic Carpet” to places and ground effect and started easing back the yoke for the views that many will never see. 4 flair…back, back, easy……chirp..chirp……..chirp. Managed to grease one on with Dad as my witness. I was grinning from ear to ear. Taxied in and shut down with 2.9 on the meter.

Topped off, had a coke and a quick snack, the weather looked like we might get wet before we landed back home, but I wasn’t worried. We were back in familiar territory, and Dad knew all the approaches to AAS without looking at a plate. (We did have them onboard, just in case). We taxied out and stopped at the run up pad, and went through the normal drill. The mag drop on one side was not as smooth as Dad liked, he looked at me and asked what I thought. Having over fifty hours in this airplane, I was confident we had fouled a plug. “Go ahead” I reported, it’ll burn off when we get her leaned out. So we rolled out and left Owensboro headed home to the east. We climbed up to 2500 and leveled out, as an overcast layer had started to descend, and at 2500 we were well below it and legal according to the FAA. The spark plug never did clear off completely, even after leaning it out, but the trusty O-300 never stumbled, she was happy to turn 2400 rpm and carry us home at over a 100 kt groundspeed. The last leg was a short one, just over a hundred nautical miles, and the air was still pretty smooth. Somewhere just past Rough River State Park I could see the shafts of rain out ahead of us. Dad had hunkered down on the panel and was practicing some instrument flying enroute, tracking a GPS course, so I leaned over and turned on the pitot heat. About that time the little BB’s started to smack the windshield. Our last 25 minutes was spent in a level 1 rain shower, giving the old bird a bath. Visibility had then dropped to around 3 to 4 miles, but we were 5 minutes out and Dad was descending down to pattern altitude. Cross over midfield and enter downwind, power off abeam the numbers, and Dad squeaked on his best greaser of the trip. We taxied up to his hanger, pulled the mixture, flipped off all the switches; rabbit punched each other in the ribs and checked the stopwatch. 59 minutes. We listened to the rain on the sheet metal hanger as we secured the plane and gave the old girl a post flight inspection. It was a good day. The leg we

Thad Phillips, PP-ASEL

While working on a PP-ASEL ticket, those days After walking the length of the field, I returned to the unsuitable for real flying found me with nose glued to a Decatur-Athens Aero Service and was greeted by an computer monitor reading stories of ordinary-every-day 80lb golden retriever and a pretty lady behind the working guys (read….non-aerospace engineering counter (apparently the owner of the nice female voice types) constructing a sleek,fast, high performance on the radio). Since the field does not have $100 airplane in their garage and taking these wonderful hamburgers available, the pretty lady offered a crew flying machines to fascinating locations around the car and directions to Greenbrier Bar-B-Que or having country. They made it so sound simple as though I too pizza with them. I spent most of last year working in could build a 160kt, fixed gear, constant speed prop, nearby Huntsville and was already familiar with go anywhere airship that consumes only 8 gallons of Greenbriers (the place for BBQ in HSV). I decided to avgas per hour! My web browser often took me to the accept the offer for pizza and inquire about the local Tennessee Valley RV Builders Group in Decatur, Al. A RV activity. great place to visit if you want to learn more about building an RV. I was very fortunate to have pizza with E.C. Smith, owner of Decatur-Athens Aero Services and Johnnie Even though I ended up purchasing a Piper Archer II Posey, the avionics guru. While I didn’t learn much and have been enjoying the utility that others have about the local RV goings-on, I did learn that DAAS is written about, my interest in Vans RVs never a certified Piper Service Center and the local diminished. It’s Christmas vacation, I have the day off, Comanche specialists. Mr. Smith was very generous an airplane in the hanger, and blue sky above. So in sharing his knowledge of about my plane. It was a what am I to do today? Why not go visit the RV guys at great learning experience and I met some very nice DCU. Surely many of them would be off from work and people. would be working on their projects. Those not familiar with the area may not realize the I departed DKX at 11AM encountering early morning proximity of DCU to HSV. It only takes a couple of fog and haze in the valley, and a few wispy clouds at minutes to be inside HSV airspace or right on top of cruise altitude. Everything cleared up as I crossed the controlled field. At 1000’ I contacted HSV onto the Cumberland plateau and the smooth air didn’t departure and told them my heading and desired provide any challenges for George while following a altitude. The friendly controller gave me a squawk GPS direct route to DCU. About 1.5hrs later I was on code and I proceeded to climb to altitude on my the ground. heading which took me right of the end of HSV. Don’t hesitate to contact HSV approach control soon as you As I turned onto the taxiway, a nice female voice on take off! 4 the radio said look for a guy on the tarmac for parking. Taxied to the ramp and while the line guy was tying the References: plane, a young lady came by and said my passengers http://www.vansaircraft.com had arrived a few minutes ago and were waiting in the http://home.hiwaay.net/~sbuc/tvrvbg FBO. Passengers? Waiting on me? Ok, this was a first. I don’t know who was more relieved, me after Greenbrier Bar-B-Que learning the passengers were not waiting on me, or the Highway 20 West passengers after seeing my small plane. I think they Madison,Al 35758 really wanted the King Air that arrived minutes later. (205) 353-9769

Now on to find the RVs. I was expecting to see every hanger door open and hear the sound of rivets being pounded into submission, and maybe a few choice FatBoyz Disclaimer words from those experiencing a smashed finger or Although care has been exercised in preparing the information two. But….there was not one RV builder to be found contained in this newsletter, FatBoyz Aviation does not and cannot guarantee the accuracy thereof. Anyone using the information this day. Not one hanger open, not one RV on the does so at their own risk and shall be deemed to indemnify field. Nothing related to RV production. Major FatBoyz Aviation from any and all injury or damage arising from bummer. Oh well, there is always next weekend. such use. We do not endorse or otherwise recommend service providers or individuals identified within this publication. References are included only to provide contact information.

© 2003 FatBoyz Aviation All Rights Reserved February 2003 Edition Page 17 of 20 notice any tell tale dirty rings around the chromed part. Aircraft Maintenance If you see anything there, use a clean towel to wipe it Oleo Struts off and then be sure to monitor the situation. There will probably be some dirt there (the wiper ring’s job is to John Probst, I.A. A/P keep that dirt out of the “O” ring seals so that’s where it Technical Aviation, DKX naturally ends up) but when it’s mixed with red stuff it’s time to monitor the situation. By keeping the chromed First let me say that it’s truly a pleasure being at least a part clean you will lessen the chances of grit wearing small part of the DKX community. I’ve certainly had into the seals (just inside the housing where you can’t enough of “big” airports; give me a good old “real” see them) and that will extend the life of those seals. airport like DKX anytime. If you suspect a leak seek out some assistance from a For my first article I’ve decided to write about oleo qualified maintenance person. 4 struts, a subject that (yawn) seldom gets much press. Almost every airplane has a least one and I’ve noticed, especially since cold weather is upon us what seems to be a trend. A lot of the ones we service are nearly out of hydraulic fluid. I think to myself “uh oh there’s Aircraft Maintenance that tell tale dirty mark around the chromed part again”! Radial Engine Seminar It seems most flyers think that just a little shot of air will do the trick to get them flying again. Well yes and no. Ron Tallent, I.A. A/P Yes it keeps the metal parts from banging together and causing damage to each other and maybe help to keep Dakota Aviation Service, MOR the propeller from being dangerously close to the ground but no it isn’t the proper approach to the As a change of pace, Dakota Aviation Service is problem. That strut was designed to be serviced with offering a Radial Engine Seminar instead of our usual hydraulic fluid (most of the time MIL-H-5606, the red monthly owner maintenance workshop. stuff), THEN charged with nitrogen (regular Three companies will be presenting: compressed air can have a lot of water vapor in it and freeze this time of year; who needs that problem on Mike Hudon - Precision Aviation, Everett, WA landing?). If the strut is properly serviced, since fluid Mike has a slide presentation covering engine doesn’t expand and contract nearly as much as a gas, overhaul, engine operation, maintenance practices and the strut won’t be so susceptible to the temperature procedures, and cause and avoidance of engine swings especially common during changing seasons failures for P&W 1830’s and 2800’s. so it won’t look flat on a cold day and be a mile too high on a hot day. Besides it won’t feel so much like a Luis Corado -Tulsa Aircraft Engines, Tulsa, OK buckin’ bronco while taxing if the thing is properly Luis will show how his company rebuilds P & W 1340’s serviced. and 985’s using new manufactured cylinders and cranks and his company’s recommended operating One tidbit from my Piper Customer Support days was a procedures. little story about improperly inflated main struts on Cherokee Arrow or Saratoga retractable gear types. If Robert Schweis - RSW Products, Houston, TX the airplane is flown with a flat or almost flat main strut Robert will be speaking on his company’s developing a couple of things can happen, all bad. First when the fuel injection and electronic ignition for radials (Is car airplane takes to the air the strut is pulled (by gravity) gas in our future???). Robert’s ultimate goal is firewall to its fullest extension by the weight of the assembly, forward for radial aircraft. Robert was with NASA, which then causes a vacuum in the strut. Then when before it became NASA, working with Dr. Von Braun the gear is retracted for the flight the strut, because of on developing rockets. the vacuum, draws back into itself. If the suction is good enough the strut and of course wheel assembly is All speakers will be available to answer questions. pulled past the hole in the wing designed for it to fit Aunt Judy will be serving up beans & cornbread, with through, so later when the pilot decides to select gear all the fixins and there will be some nifty door prizes! down that one won’t. Not a good thing. Please RSVP by February 12th. Call, fax, or mail your In conclusion I simply ask that everyone, during that registration using the form below. good old pre-flight-walk around before you make noise out of 100LL, take a close look around your struts and

© 2003 FatBoyz Aviation All Rights Reserved February 2003 Edition Page 18 of 20 REGISTRATION FORM Name______Address______City______State ______Zip______Phone______E-Mail______$8.00 per Person Fee Enclosed ______Yes ______No TOTAL ENCLOSED $______Return by February 12, 2003 to: Dakota Aviation Services, Rt. 3 Box 533H, Rutledge, TN 37861 or you may register via E-mail at [email protected] or fax to 423-585-4452.

are encoded as 00000KT. Variable winds are encoded Aviation Wx Primer as V (150V230) when the direction varies more than 60 degrees. Wind gusts are indicated when the prefix G Decoding an Aviation Routine Weather Report is appended to the wind speed followed by the highest (METAR) expected gusts (2907G15KT).

Thad Phillips, PP-ASEL Visibility KTYS 031853Z 26011KT 9SM R23L/2600FT -SN SCT012 OVC016 Last month I discussed basic TAF weather elements 01/M02 A2998 RMK AO2 SNB47 SLP155 P0000 T00111017 issued by the National Weather Service. This month I Visibility is forecast in statute miles with fractions of have decided to continue the weather topic with a miles separated by a space (1 ½ ) followed by SM. report on METARs. An Aviation Routine Weather Report (METAR) is an hourly observation of actual Runway Visual Range weather conditions at the identified reporting station. KTYS 031853Z 26011KT 9SM R23L/2600FT -SN SCT012 OVC016 01/M02 A2998 RMK AO2 SNB47 SLP155 P0000 T00111017 When applicable to the reporting station, Runway Type of Report Visual Range is encoded as R followed by a two digit There are two types of METAR reports. An Aviation runway identifier, a single digit runway qualifier (right, Routine Weather Report (METAR) is shown above is left, or center), followed by the RVR distance in feet. issued hourly. An Aviation Selected Special Report (SPECI) report is unscheduled and issued to when a Weather significant change occurs in one or more of the KTYS 031853Z 26011KT 9SM R23L/2600FT -SN SCT012 OVC016 meteorological conditions. 01/M02 A2998 RMK AO2 SNB47 SLP155 P0000 T00111017 Weather codes are the same as those used with TAF ICAO Station Identifier reports. KTYS 031853Z 26011KT 9SM R23L/2600FT -SN SCT012 OVC016 01/M02 A2998 RMK AO2 SNB47 SLP155 P0000 T00111017 QUALIFIER ICAO four-letter identifiers are used to identify Intensity or Proximity reporting stations in the US and consist of a three-letter Qualifiers commonly used are identifier with a K prefix. Intensity or Proximity - Light For example, KTYS is the identifier for Knoxville, KATL Moderate (no qualifier) Atlanta, KAVL Asheville, KOQT Oak Ridge, etc. + Heavy or well-developed VC in the Vicinity Issue Time Qualifier Descriptors KTYS 031853Z 26011KT 9SM R23L/2600FT -SN SCT012 OVC016 01/M02 A2998 RMK AO2 SNB47 SLP155 P0000 T00111017 MI Shallow The UTC date and time the forecast is issued follows BC Patches the station identifier. The format is a two-digit date, DR Low Drifting four-digit time, followed by the letter Z to indicate Zulu BL Blowing time. SH Showers TS Thunderstorm Forecast Meteorological Conditions FZ Freezing Wind PR Partial KTYS 031853Z 26011KT 9SM R23L/2600FT -SN SCT012 OVC016 Precipitation 01/M02 A2998 RMK AO2 SNB47 SLP155 P0000 T00111017 DZ Drizzle Surface winds are encoded as the wind direction (first RA Rain three digits) and the wind speed (last two digits) SN Snow followed by KT to denote the wind speed was measured in knots. Calm winds (three knots or less)

Aviation Wx Primer continued on page 20

© 2003 FatBoyz Aviation All Rights Reserved February 2003 Edition Page 19 of 20 Aviation Wx Primer continued from page 19 SG Snow Grains Conditions at: KTYS observed 03 January 2003 IC Ice Crystals 18:53 UTC PL Ice Pellets Winds: from the W (260 degrees) at 13 MPH (11 GR Hail knots; 5.7 m/s) GS Small Hail or Snow Pellets Visibility: 9 miles (14 km) (less than 1/4 inch in diameter) Ceiling: 1600 feet AGL UP Unknown precipitation Clouds: scattered clouds at 1200 feet AGL overcast (automated stations only) cloud deck at 1600 feet AGL Obscuration Present Weather: -SN (light snow) BR Mist (Foggy conditions with visibility Temperature: 1.1°C (34°F) greater than 5/8 statute mile) Dewpoint: -1.7°C (29°F) [RH = 82%] FG Fog (visibility 5/8 statute mile or less) Pressure (altimeter): 29.98 inches Hg (1015.3 mb) FU Smoke [Sea-level pressure: 1015.5 mb] DU Dust Sources: SA Sand Aviation Weather Center HZ Haze FAA Training Center PY Spray National Air Traffic Training Program VA Volcanic Ash Air Traffic Guide Other Aviation Routine PO Well-Developed Dust/Sand Whirls Weather Report (METAR) SQ Squalls Aerodrome Forecast (TAF) FC Funnel Cloud Duats +FC Well-Developed Funnel Cloud, Tornado ADDS or Waterspout SS Sand storm DS Dust storm

Temperature/Dewpoint KTYS 031853Z 26011KT 9SM R23L/2600FT -SN SCT012 OVC016 01/M02 A2998 RMK AO2 SNB47 SLP155 P0000 T00111017 Temperature and dew-point follow the sky conditions METAR Quick Reference Card and are encoded as two digit Temperature in Celsius separated by / and two digit dew point. The Type ID Time Wind Visibility RVR Weather Remarks temperature / dew point will be preceded by M if below KTYS 031853Z 26011KT 9SM R23L/2600FT -SN zero. As shown above, the temperature is 1 OC and SCT012 OVC016 01/M02 A2998 RMK AO2 SNB47 SLP155 P0000 T00111017 the dew-point is minus 2 OC.

Qualifiers Qualifier Descriptors Altimeter Setting Intensity or Proximity MI Shallow - Light BC Patches KTYS 031853Z 26011KT 9SM R23L/2600FT -SN SCT012 OVC016 Moderate (no qualifier) DR Low Drifting 01/M02 A2998 RMK AO2 SNB47 SLP155 P0000 T00111017 + Heavy or well-developed BL Blowing VC in the Vicinity SH Showers The current atmospheric pressure at the reporting TS Thunderstorm station is encoded as A followed by the altimeter Precipitation FZ Freezing DZ Drizzle PR Partial setting. In this example the altimeter setting is 29.98 RA Rain SN Snow SG Snow Grains Remark IC Ice Crystals PL Ice Pellets KTYS 031853Z 26011KT 9SM R23L/2600FT -SN SCT012 OVC016 GR Hail 01/M02 A2998 RMK AO2 SNB47 SLP155 P0000 T00111017 GS Small Hail or Snow Pellets (less than 1/4 inch in diameter) A02 indicates that this report was generated from an UP Unknown precipitation (automated stations only) automated observation that can determine Obscuration BR Mist (Foggy conditions with visibility greater than 5/8 statute mile) precipitation. The type of precipitation is SNB47. Sea FG Fog (visibility 5/8 statute mile or less) FU Smoke Level Pressure is 1015.5 hPa (hectopascals). The DU Dust temperature is +01.1 OC and the dew-point is 1.7 OC. SA Sand HZ Haze PY Spray Once again it’s time to try my hand at decoding a VA Volcanic Ash METAR issued for our local airport Other PO Well-Developed Dust/Sand Whirls SQ Squalls KTYS 031853Z 26011KT 9SM R23L/2600FT -SN SCT012 OVC016 FC Funnel Cloud 01/M02 A2998 RMK AO2 SNB47 SLP155 P0000 T00111017 +FC Well-Developed Funnel Cloud, Tornado or Waterspout SS Sand storm DS Dust storm