DOPE SHEETeaachapter13.org/Resources/Feb 2018.pdf · 2018. 4. 24. · acronym for the FAA Safety...

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DOPE SHEET

FOR 63 YEARS — THE NEWSLETTER OF

CHAPTER 13 OF THE EXPERIMENTAL AIRCRAFT ASSOCIATION

SERVING SPORT AVIATION IN THE DETROIT AREA

Volume 63 Number 2 website: EAACHAPTER13.ORG February 2018

January Speaker FAAST Team Manager Gary Knaggs

Gary is a FAASTeam Program Manager working out of the Willow Run Flight Standards District Office or FSDO. He has held the position for the past 11 years. FAAST is an acronym for the FAA Safety Team. Last year the topic of Gary's presentation was "Compliance Philosophy and Remedial Training". More spe-cifically the subject was airwor-thiness and maintenance.

He explained that the goal of the new compliance philosophy was remove the fear of adverse action to an FAA or airspace rule infraction. If a pilot or an aviation mechanic or inspector encountered an is-sue that adversely affected safety they will be able to report it to the local FSDO without fear of punish-ment.

Join us in greeting Gary to find out what the latest

news is from the FAA. Ed

Paul Danis Speaker Review By Bill Appleberry

The speaker for the January meeting of EAA Chapter 13 was Mr. Paul Danis repre-senting ImagesbyAir.com. Mr. Danis is a licensed com-mercial drone pilot. Paul gave us an overview of what is en-tailed in becoming a drone pi-lot and although the rules are changing faster than the pro-verbial One Armed Paper Hanger.

We were treated to a snapshot of a drones world, as it exists today. Paul has always been interested in aerial video. When he was in the Army in Germany he had a Sony Be-tamax Video Camera and would get the helicopter pilots to take him along on their flights so he could record video from the air. As time went by Paul never lost his fascination with being able to view the earth from

above.

Back in the U.S. and married, his wife once gave him a private pilots ground school course. Before he could start flight training though, he started a family and decided that was where his income would go. When drones (Unmanned Aerial Systems or UAS) became available a few years ago, Paul’s interest in aerial videography resurfaced. It didn’t take long for video and still cameras to be mounted to drones for aerial picture taking and a new industry took off. Meanwhile the FAA, caught by surprise by the explo-sive growth of this new phenomenon, realized they

REGULAR MEETINGS

1ST

Thursday of Each Month

Our regular meeting place is Ray Community Airport, in the Chapter #13 hangar (#304) located on the Northeast corner of the field. The address is 59819 Indian Trail. Meeting time is 7:30pm to 10pm. Burgers and dogs are available for a dona-tion between 6:30 and 7:30pm.

Bill Appleberry

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EAA Chapter #13 Officers President Rex Phelps

586 918 3838 [email protected]

Vice President Mike Fisher


Treasurer Steve Greene


Secretary Cliff Durand


Newsletter Editor Tom Vukonich


Asst News Editor Bill Appleberry


Web Site Manager Carol Lynn


Tech Counselor Bob Hunt


Tech Counselor Ron Walters


Tech Counselor Chuck Valade


Young Eagle Coord Dennis Glaeser


Building and Grnds Pete Dugdale


Chapter Calendar 2018

Feb 1 Regular Meeting* 7:30-10 pm 8 Officers’ Meeting** 7:30 pm Mar 1 Regular Meeting* & 7:30-10 pm Silent Tool Auction 8 Officers’ Meeting** 7:30 pm Apr 5 Regular Meeting* 7:30-10 pm 12 Officers’ Meeting** 7:30 pm *All Regular Meetings (not all are listed) will have a pre-meeting Bar-B-Q/Setup that starts at 6:30 pm. **Officers’ Meetings are normally held the 2nd Thursday of each month, in President Rex Phelps’s hangar, 420C.

Paul Danis (Cont)

would have to get involved as fast as they could in order to prevent total chaos in the air. Historically the FAA has recognized that model aircraft would be unmanned and further that as aircraft they would fall under their (FAA) jurisdiction. The first FAA “Advisory Circular” on the subject was issued June 9th 1981 (AC 91-57 Model Aircraft Operating Stan-dards). These operating standards included re-stricting operations over populated areas, limiting use of the devices around spectators until after the devices had been flight tested and proven airwor-thy; restricting operations to 400 feet above the sur-face; requiring that the devices give right of way to, and avoid flying near manned aircraft, and using observers to assist in operations.

The FAA reserved the right to bring enforcement actins against those who would endanger the pub-lic. Since this was an “Advisory” document, compli-ance was voluntary. In 2007 the FAA clarified its guidelines with a policy statement regarding un-manned aircraft systems (UAS or Drones) opera-tions in the National Airspace System (NAS). In this policy statement, the FAA also recognized that UAS fall within the statutory and regulatory defini-tion of “aircraft” as they are devices that are “used or [are] intended to be used for flight in the air with no onboard pilot.” (see also 49 U.S.C. 40102; 14 CFR 1.1).

The FAA noted that they can be “as simple as a remotely controlled model aircraft used for recrea-tional purposes or as complex as surveillance air-craft flying over hostile areas in warfare.” The FAA then stated its current policy regarding UAS based on the following three categories: (1) UAS used as public aircraft; (2) UAS used as civil aircraft; and (3) UAS used as model aircraft. With respect to UAS used as model aircraft, the FAA reiterated the oper-ating guidelines in AC 91-57 and further noted that to qualify as a model aircraft, the aircraft would need to be operated purely for recreational or hobby purposes, and within the visual line of sight of the operator. The policy statement also clarified that AC 91-57 applied only to modelers and “specifically excludes its use by persons or compa-nies for business purposes.”

The FAA reiterated in a 2009 Final Report “Unmanned Aircraft System Review” (DOT/FAA/AR-09/7) that it (FAA) does not have any interest in strengthening regulations regarding model aircraft. Model aircraft, having a long history of self-regulation, fell outside the FAA’s area of interest. The report was addressed to defining what UAS

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Paul Danis (Cont)

were and where they might fall in the NAS. Clearly the FAA is trying to define and align UAS with op-erations in the National Airspace System. There have been updates to UAS operations every year since 2014 often more than one update per year. On September 2nd 2015 the FAA released AC 91-57a an update to the advisory circular. Among other changes this circular introduces the 55 pound limit on model aircraft size unless certain criteria are met. Also the circular offers authorization for air-craft flown as models for hobby purposes only.

In August of 2016 the FAA rolled out Part 107 the “Small Unmanned Aircraft Rule”. Paul explained the differences between operating drones for com-mercial purposes under Part 107, versus flying drones as model aircraft under the special rule for models. Part 107 spells out the requirements, pro-cedures, limitations, etc. for using small drones for commercial purposes. Part 107 requires that a pro-spective commercial drone “Operator” demonstrate aeronautical knowledge by passing a test at an FAA approved test site or holding a part 61 pilot certifi-cate other than student pilot. They must also com-plete a short online training class provided by the FAA in order to qualify for a drone pilots license.

Under the airspace compliance rules Paul ex-plained what the requirements currently are for fly-ing in the neighborhood of Selfridge (a waiver or authorization is required), towered airports like Pontiac (yep, a waiver or LAANC, see below), or other classes of airspace such as class B. The bot-tom line is that commercial drone operators are full pilots with all the rules, regulations, and require-ments that regular pilots must comply with.

Paul identified 3 software applications that can be run on a smart phone, iPad, or tablet computer. The Apps are “Hover”, “Kitty Hawk”, and “B4UFly”. All of these apps are GPS based and are designed to locate your position and alert you to the airspace you are located in and what requirements might be required to comply with before flying an aircraft in that airspace. Additionally there is a new FAA op-tion called LAANC or Low Altitude Authorization Notification Capability. LAANC is an industry devel-oped application with the goal of providing drone operators near real time processing of airspace no-tifications and automatic approval of requests that are below approved altitudes in controlled airspace. LAANC should work in areas like Pontiac, Flint, etc. Paul spoke for an hour and seventeen minutes and was still answering questions when I stopped

recording.

We at Chapter 13 thank Paul and also two of his fellow drone pilots, Anthony George, and Daniel Stasinski. The three brought a number of drones to show the members and actually flew one of them in the building. Worse, they let some of the mem-bers fly it (in the building). Thanks guys for giving us a peek into the dark side.

Submitted by Bill Appleberry

For more information check out the following links:

Legal Mumbo Jumbo

https://jrupprechtlaw.com/advisory-circular-91-57-canceled-and-updated-with-ac-91-57a

Summary of part 107

https://www.faa.gov/uas/media/Part_107_Summary.pdf

Drone rescue in Australia.

https://www.avweb.com/eletter/archives/101/3901-full.html?ET=avweb:e3901:1809026a:&st=email#230188

Drone Pilot Requirements

Be at least 16 years old

Be able to read, speak, write, and under-stand English (exceptions may be made if the person is unable to meet one of these requirements for a medical reason,

such as hearing impairment)

Be in a physical and mental condition to

safely operate a small UAS

Pass the initial aeronautical knowledge exam at an FAA-approved knowledge

testing center

Pilot certificate Requirements

Must be easily accessible by the remote pi-

lot during all UAS operations

Valid for 2 years – certificate holders must

pass a recurrent knowledge test every

two years

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Special Airworthiness Information Bulletin—Kidde Fire

Extinguishers

Last week the FAA issued a Special Air-worthiness Informa-tion Bulletin (SAIB CE-18-05) for certain re-called Kidde fire extin-guishers with plastic handles. These extin-guishers, which may be found in GA air-craft, can become clogged or require ex-cessive force to oper-

ate and can fail to operate during an emer-gency. The plastic handle fire extinguishers in-volve 134 models manufactured between Janu-ary 1, 1973, and August 15, 2017. The FAA recommends you check your aircraft for any of the recalled Kidde extinguishers and replace it with one that is airworthy and not affected by the recall. For more details and a list of all Kidde models that are affected, go to: https://go.usa.gov/xn8ZK. This recall is for a large portion of the Kidde line and it not only affects airplanes, but your home and hangar fire extinguishers as well. The easiest way to see if your extin-guisher is involved is to go to Kidde.com and click on the recall icon towards the top of the page. You may consider this a word to the wise. I think this is some pretty valuable information to pass along. Submitted by Doug Conciatu, FAASTeam Rep Ed’s note: I visited the Warbirds of Glory mu-seum in Brighton this past Friday. I happened to mention this item to them in conversation. They were aware of the call back and were checking their own equipment. Apparently the word is out. If you were not aware of the situation, we urge you to do the same.

Aviation Explorer Update

January, 2018 The Explorers started out the New Year by attend-ing the Chapter Meeting on January 4

th. Paul

Danis was the speaker at the Chapter meeting and we learned a lot about drones, from certifica-tions and regulations to flying and photography. Paul’s presentation was very informative and it was a great learning experience. On January 18

th, the Explorers visited the han-

gar of Dave Nellis and Dennis Glaeser to learn about building experimental aircraft. We got a good look at an airplane in the making and a finished product. Dennis built an RV-7A about 10 years ago and is currently in the process of installing an ADS-B, proving that there is al-ways an update or modification or new compo-nent that can be added to a ‘finished’ project. Dave is building an RV-7A which provided the opportunity to see the inside structure, wiring, and engine. Dennis and Dave and the other advisors provided a lot of insight in working with kit designs and homebuilding in general. We also looked over Ren’s Onex project which is another great example of an airplane in the making. Thank you to Dave and Dennis for sharing your airplanes and also to Lauri and Jim McDaniel for the snacks!

February, 2018 We are looking forward to the presentation of Gary Knaggs’ from the FAA at the Chapter meeting. On February 15

th, we’re excited that

Dick Greene has offered to tell his story of fly-ing his RV-6A cross-country, from California to Kitty Hawk. Both presentations will be interest-ing! Submitted by Marla Smith

Marla Smith

Doug Conciatu

https://go.usa.gov/xn8ZK

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Our Treasurer, Steve Greene

No doubt you know Steve Greene as the guy who is al-ways pestering you to pay your Chapter dues. That’s important because dues are the largest part of our revenue stream. He does however, have other responsibilities.

His office prepares a monthly report of our financial status and reports to the Chapter Officers. This report appears monthly, in the minutes of the Officers’ meeting.

Next, the treasurer is responsible for paying all of the Chapter’s bills, from hangar rent to propane, for events such as the Annual Awards Diner and the Chapter Dawn Patrol in the summer, and much more.

Steve also handles the sale of Chapter items such as the annual calendar, shirts, patches and stickers etc, donations collected at regular meetings and Young Eagle events, the cost of facility im-provements, and more.

His office is also responsible for assembling and forwarding the Chapter’s taxes to the IRS.

Yes, Steve Greene is one of the kingpins of this organization. He gives a lot of time and effort to his office. Think about it and help him out by re-enlisting in the Chapter in a timely fashion.

Ed

Young Eagle Activities

By YE Coordinator, Dennis Glaeser

Since this is the middle of win-ter, there are no Young Eagle flights scheduled. We do however have some good news for you. In the past we have had some difficulty locating candidates for the an-nual Young Eagle Academy in Oshkosh. This year we already have two young people signed up. I have to say it’s nice to be ahead of the game this early in the year. More on this later. Dennis

Who’s Building (or has built) What

About 18 months ago the Newsletter staff began the practice of putting our ‘current builders’ on the back page of the Dope Sheet. We thought, “If you can’t be recognized here in your home Chapter, then where?

More recently, we’ve received comments to the effect that this practice doesn’t include current members who com-pleted aircraft before we started. A serious over-site.

We want to share the efforts of our builders with all of the Chapter members and en-courage more of the same. In addition, we want to show EAA National just how ac-tive our Chapter has been in the past and continues to be. They will get the message we know, we do get e-mails from National commenting periodically when they see something they like in the Newsletter.

Therefore, we are amending the policy to include any Chapter member who built an aircraft now or in the past.

In doing so, we hope that any member who has com-pleted a project will submit a photo of their work and we’ll do the rest.

Thanks, Ed

Tom Vukonich, Editor,

Where’s Sully when you really need him?

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Current Happenings at the Warbirds of Glory Museum May be of Value to You!

Editor's Note: Pat Mihalek visited our Chapter a short time ago and told us about the things they were doing at the Warbirds of Glory Museum in Brighton, to restore their B-25 Sandbar Mitchell. I contacted Pat recently to see if he could (would) assist me in fabricating an instrument panel for my DeHavilland DH-4 project using the museum's CAD capability. He said OK and we are now working on it, photos below. This modern technology is something to behold, much faster and more accurate than my fly-cutter.

They have started a program to teach (young people) how to program original parts for the aircraft. Although the program's primary goal is to educate young people, I will be talking to Pat and Todd Trainor about the pos-sibility of allowing some seniors into the fold. The program is to be offered twice a year, so the information be-low is not timely. However, we may have something for you to act on in a few months.

SolidWorks CAD Essentials Student Application

Details & Requirements The Warbirds of Glory Museum is restoring a WWII B-25 Mitchell bomber in honor of our veterans that fought for our freedoms. The Museum includes veterans and youth in our restoration activities. We are passionate about mentoring our community’s youth in trade skills, workshop disciplines, and wholesome American values. Due to increased demand in our mentorship program the Museum is expanding our mentorship program. The Museum is offering SolidWorks CAD Essentials training, free of charge, to students ages 14 to 23. Conducted in a classroom setting, a volunteer from the aerospace industry will teach the students the essential basics of 3D CAD design using SolidWorks. By the end of the course, a student will be able to take a simple B-25 factory drawing from the 1940s and design the same part in CAD. Limited to 10 students. Application required. Please see details on the following page.

Photo right: A great deal of effort was required to laminate, steam and bend, and plane and sand The upper fuselage formers into Uniformity. CAD would have made easy work of ti.

Photo left: This panel was made of masonite. Next, with two minor adjustments, it will be cut out of plywood in a matter of minutes.

http://www.warbirdsofglory.org/CADApplication.asp

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Dates Time Cost Feb 3, 2018 9:AM to 3:00PM Free Feb 10, 2018 Donation is appreciated Feb 17, 2018 Feb 24, 2018 Location Greater Brighton Area Chamber of Commerce 218 E Grand River Ave, Brighton, MI 48116 Age Requirement Ages 14 to 23 Youth under 18 will require parental agreement American Pride The Pledge of Allegiance will be recited at the start of each class. References will be made to WWII and our American veterans. Provided Instructor lead training and lab exercises for basic SolidWorks operations and design. Name card. Laptops for at least 4 students. (See special notes.) Lunch and Snacks Meals Simple lunch will be served. Sandwiches, or pizza, or other. Soda, tea, and water. Chips, cookies, muffins, and other snacks. Students are required to Bring their laptop, if required. Bring pen and paper. Bring well-rested body & mind. Be courteous, kind, respect others, and be non-disruptive. Laptops We have 4 laptops that students can use during class period. Students that do not use Museum laptops will be required to bring their own modern laptop with Windows 7 or greater. A week prior to the first class, the student will be required to bring their laptop to the Museum office to have SolidWorks installed.

Application Details Apply at www.warbirdsofglory.org/CADapplication.asp Deadline is Thursday Jan 25 at 5:00 PM. Application Acceptance Applicants will be notified of acceptance by Friday Jan 26 at 7:00 PM by email or phone. Applicants will be selected at the discretion of the Museum staff. Contacts Todd Trainor 810-599-4035 [email protected]

Pat Mihalek and Todd Trainor

http://www.warbirdsofglory.org/CADApplication.asp

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. The Explorer post will be registered by the end of January according to Marla Smith. They will have five to seven members and many advisors who have vol-unteered from the Chapter. Look for a web page con-structed by the Explorers in the future.

. Rex went to our Chapter 13 Website and found a few items that need to be changed. Some items are no longer valid and some items need to be updated. Look for changes soon.

. Dennis Glaser reports that we are not flying Young Eagles who would probably be young popsicles the way the WX has been. Fear not, flying season draws closer with every snowfall. We have two campers signed up for Air Academy from the Explorer Post. Look for this year’s flying dates published in the news-letter and the website.

. Pete Dugdale will be constructing a custom display cabinet to hold the previous and new photos of chap-ter member building projects. Pete could probably use some help. If you are inclined, contact him I’m sure that he would appreciate the help.

. “There is nothing to report from the newsletter”- says Bill Appleberry. Just make sure if you have any Chapter news that fit to print, let either Bill or Tom know.

. We still have thirteen EAA calendars left; Pete Dug-dale will try to sell the remaining ones at the airport. If you have been thinking of buying one to support the Chapter-now is the time! Hint: if you hang the calendar upside down; you now have a limited edition of the aerobatic calendar.

. In the other category it was suggested that we have a look at our bylaws. Bob Mahieu will be doing some research on that topic and then bring it before the board. We will also be renewing Chapter business cards to get information to those who ask for it at Chapter events. No other items were discussed.

The meeting was adjourned at 9:20 p.m.

The next meeting is scheduled for February 8, 2018

Officers’ Meeting Minutes for

December 14, 2017

Submitted by Secretary Cliff Durand

January 2018 Board Meet-ing Highlights

Members and guests at-tending the board meeting included: Rex Phelps, Steve Greene, Dennis Glaeser, Pete Dugdale, Dick Green, Laurelle White, Bob Mahieu, Marla Smith, Doug Conciatu, Bill Appleberry and Cliff Du-

rand.

Cliff Durand read the meeting minutes for December 14, 2017. The minutes were accepted as read.

New Business

. The Treasurer Report was submitted by Steve Greene as follows: Starting Balance: $5,493.87, Credits: $3,170.00, Debits: $2,039.49, Ending Bal-ance: $6,624.38, CD#1: $13,342.35, CD#2: $13, 043.09, Petty Cash: $200.00, Special Expenses: $1,342.70, Membership 2017: 103, 2018: 64, 2019: 0. Steve reviewed the 2017 Income Statement for the chapter, which will be reviewed again at the next general membership meeting. The board approved his report.

. Rex has indicated that Gary Knaggs from the FAA will be presenting in February. Look for the de-tails in the Chapter Newsletter. There is also an up-coming Auction Night to be held at a future general membership meeting, you can check for details on that in the Newsletter and the website. Pete Dug-dale will be heading up the organization of the auc-tion.

. Doug Conciatu has finalized the artwork to be used at the Brown Arch at Oshkosh. This is a pro-ject headed up by various friends of Ren Sagert as a memorial.

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Aircraft for Sale

Couldn’t find anything in the Metro Detroit area, but this looks like a nice one in

Sturges, Michigan. Price: $32,500

1940 Piper J-5 Cub

Registration: N25080

Airframe Time: 1946

For Details check the Web for Bartelt Aviation, Inc. Or, contact John Bartelt at 269-651-5431.

**Notice to Chapter #13 Members**

A Silent Auction at the March 1st Regular Meeting

At the last Chapter Officers’ board meeting we discussed holding a silent auction at the March meeting, mostly Ren’s workshop tools and equipment plus anything other members want to donate. We are posting this notice so everyone has some time to sort their excess “stuff” out...... In March’s newsletter we will list out the larger items and generalize the smaller hand tools/etc. It’s been years since we’ve held such an auction, so you may have collected some equipment that is no longer of use to you. If so, take some time in Febru-ary to sort it out and bring it to the meeting. Submitted by Pete Dugdale

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THE DOPE SHEET Tom Vukonich, Editor FIRST CLASS MAIL 2961 Secluded Pines Dr Oxford, Michigan 48371 Pone: 248-794-3784 [email protected]

stamp

here

Here is the latest in our series “Who’s Built What” in Chapter #13. Shown above is

Tom Hoover and his RV-7A

We have revised this feature page to include any project completed by a Chapter #13

member, now or in the past. If you have a photo of your project that you would like to submit,

please stop by the Librarian’s desk at any regular meeting.

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Winter Flying Tips

Twenty things you can do to stay safe and have fun By Michael Vivion, and Plane and Pilot magazine

Winter is as inevitable as aging, and for pilots who live in or fly to the northern latitudes, every winter will present significant challenges. Even the most prepared aviator will occasionally get caught by one of Old Man Winter's little surprises. That said, some of my most memorable flights have taken place in the depths of winter. Let's consider some tips that can make your winter flying safer and more enjoyable:

1 Dress for the environment that you'll be flying over. More than one pilot has departed from an airport in relatively balmy weather, only to arrive at an airport that's locked up after hours, and where the weather is substantially colder/windier/raining/snowing. The worst-case scenario would result from an enroute engine failure, resulting in an off-airport landing, and the subsequent wait for search and rescue to arrive, possibly with injuries. Winter flying should dictate wearing clothing appropriate to walk around in the weather and terrain you're planning to fly over.

2 Preheat your engine. When temperatures drop below about 32 deg F, I apply preheat to my engine prior to start. While the engine manufacturers place the minimum temperature for start without preheat somewhat lower, I'm a firm believer in proper preheat any time the ambient temperature (or the overnight temperature if a morning launch) is below about 32 degrees F. There are a number of very efficient engine heaters available if you have ac-cess to electricity. Without electricity, you'll have to get a little more creative, but there are also combustion heaters that work well. In any case, gentle slow heat over several hours is always better than a short blast of very high heat. Remember—your goal is to get that essential heat to the very core of that engine, and that takes a little time to penetrate the mass of the engine.

3 You need to wrap that expensive engine in an insulated engine cover. This is to make that preheat really effec-tive on an overnight stay or for parking your airplane outdoors for a few hours without heat during a stopover. If the ambient temperatures aren't really THAT cold, you may be able to get by with something as simple as an old sleeping bag or quilt draped over the cowling, but a good-quality engine cover is both efficient and easier to keep in place in even the windiest of conditions.

4 If you're going to park outdoors in temperatures that may dip below the freezing point, you also need to acquire a good set of wing covers and carry them with you. These aren't intended to protect the paint from oxidation, but rather, they prevent the buildup of frost or ice on the flying surfaces. And, don't forget that the horizontal tail is also an aerodynamic surface, and should be covered in frosty weather.

5 Does your airplane have a winterization kit? Many manufacturers provide an oil-cooler cover, some provide "winter fronts" to block off part of the air inlets. Be careful doing the MacGyver thing though, i.e. creating your own "homemade" winterization kit. First, check for factory-provided products. Modifying the air inlets to your engine can disrupt air flow through your cowling and cause damage to your engine. Neither the airframe manufacturer nor the FAA will look kindly on such unapproved modifications.

6 Are you night-current? These winter days are much shorter than summer ones, and during the fall transition, it's easy to forget just how much shorter the daylight is as we lose three to four minutes a day. Don't let yourself fall into the trap of departing in daylight on a cross-country flight home, only to realize midflight that your arrival will be more than one hour after sunset. Spend a little time reacquainting yourself with night operations BEFORE you find yourself on that late cross-country flight.

7 Speaking of night operations, when was the last time you checked the function of all the lights on your airplane? How about the batteries in your flash light(s)? Checking the function of ALL the lights on your plane should be a mandatory preflight item, especially during these short winter days.

8 Even after sunrise, winter lighting isn't as good as during the summer. Often, we perform preflight inspections and secure our airplanes in marginal lighting during winter. Having a good, strong flashlight is a great plan, even if flying only in daylight hours. And, don't forget spare batteries for those flashlights. The old saying goes, "A flash-light is a storage container for dead batteries."

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Winter flying Tips (cont)

9 About preflight inspections, it's really easy to conduct a slightly more "concise" one when the temperature hovers well below the freezing point. Again, proper dress, including good gloves and a warm hat, permits us to maintain a modicum of comfort during the preflight inspection. And, the irony is that good preflight inspections are even more important during winter months. If you're blessed with a heated hangar, I'm envious, but good on you. Years ago, I found that my pre-flights were much more effective when we moved our airplanes from outside tie-downs in northern Alaska to a heated hangar. And, they didn't take as long....no wing/engine covers to remove and reinstall.

10 Is your airplane equipped with wheel fairings? Slush-covered runways and temperatures hovering close to the freezing point can fill those wheel fairings with ice. Climbing into freezing temperatures will freeze this slush. Consider this factor when flying a retractable as well, and let those wheels/tires hang out there in the breeze and spin a bit longer after takeoff from a slush-covered runway to dry them off a bit prior to retraction.

11 Is your airplane equipped with a carbon-monoxide detector? If not, install one. Inexpensive replaceable CO detectors are available, or do as I did and install a panel-mounted electronic CO detector, complete with warn-ing alarm. As temperatures cool, we use the cabin heat more, and if cracks have developed in the muffler sys-tem over the summer, your first indication of this potentially deadly threat might be a screaming headache or worse. CO is colorless, odorless and deadly. I've been exposed to CO once courtesy of a cracked muffler, and I can attest that you really don't want to go there. I was very fortunate to have survived that encounter.

12 And, on the subject of carbon monoxide, pay particular attention during your preflight inspections to the ex-haust system on your aircraft. A VERY close inspection of this critical system in the fall is a great idea and could save your life. Look for cracks, loose clamps, etc. Talk to your mechanic for tips on what to look for.

13 Do you carry survival gear in your airplane? You should—even if you never really need it—it's insurance, after all. Carrying some survival gear can offer alternatives when you divert due to weather to a small field with no services, and where everything is locked up. In the fall, I go over my survival gear and replace summer sleeping bags with cold-weather sleeping bags. At the same time, I verify that my survival kit is up to date, change out a few "summer" items for "winter" items, and ensure that everything is in good condition. There are a number of good internet resources on building a survival kit. One of my favorites is "Equipped To Sur-vive" (www.equipped.com) written by Doug Ritter. Do a little research, and you'll be able to put together a good survival kit on your own or purchase one already made up.

14 I carry a Portable Locator Beacon along with a few items of personal survival gear on my person any time I fly. The latest generation of PLBs are slightly larger than a cell phone and cost less than $300. In an emer-gency, these devices can send a signal to the Rescue Coordination Center and get help on the way. The poor man's PLB: a cell phone. That said, cellular coverage is very spotty outside towns. And, if you crash in town, you probably won't need either a PLB or a cell phone.

15 Consider a SPOT personal tracker, a Spidertracks unit or one of the other flight-tracking devices now avail-able. The capability to communicate, albeit one way, with loved ones and friends of your status, and to provide a data track in the event of an unforeseen diversion or accident, can be even more important in cold weather than during summer months. Time can be of the essence with injuries and hypothermia in cold weather.

16 When was the last time you checked your tire inflation? Aircraft tires contain a low volume of air, and cold temperatures can decrease the tire pressure substantially. Tires are the Rodney Dangerfield of the airplane world: They don't get any respect. It's hard to visually observe low tire pressures, particularly if the airplane is equipped with wheel fairings. If your tire pressure is low to start with, flight into colder temperatures (or rolling the airplane from a warm hangar into wintry outdoor temperatures) can lower the pressure even further. Low tire pressure may cause a tire to slip on the rim during a landing, shearing a valve stem. The result: flat tire and immobile airplane in the middle of a runway. If this happens while operating at an uncontrolled airport near dark, you've created a real hazard, and in any case, it's not going to be fun getting the thing fixed in the cold and dark.

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Winter Flying Tips (cont)

17 A careful check of your airplane's battery at the onset of winter weather will save you considerable trouble once temperatures drop. Frequently, a weak battery will suffice right up till the temperatures drop a bit, then, "Click...." nothing. A check of electrolyte levels and battery voltage is easy and is considered preventive (as in owner-performed) maintenance. If your airplane is flown infrequently in winter, consider having a low- voltage battery maintainer (trickle charger) installed to keep it charged between flights. All batteries will lose some of their charge between cycles, and if you fly infrequently, the cold can really sap that charge.

18 The end of summer is also a good time to change your engine oil to remove contaminants and moisture from the engine and start the winter with fresh oil. If you run straight-weight oil in summer, you may want to switch to multiviscosity oil in winter. It might just pay for itself in reduced engine wear and the ability to start that one time when your engine got a LITTLE cooler than you'd like prior to a start.

19 Sometime between the first hard frost and the onset of really cold weather, take the opportunity to thoroughly clean your windshield and windows. If, like me, you park in an unheated hangar or worse yet, outdoors, this might be your last chance to thoroughly clean that collection of bugs off the windows before spring. Your air-plane will also benefit from a thorough airframe wash before winter—all those bugs create drag.

20 We need to recalibrate our thinking about flying weather as we go into winter. While our biggest concerns in summer may be convective activity and occasional low ceilings, winter weather presents very different chal-lenges to flight safety. Icing is a very real threat; winds are often stronger and frequently gusty. And, winter-weather systems often move faster and are more "energetic" than summer systems. As a consequence, we need to shift our weather THINKING to more of a strategic mind-set, as opposed to the more tactical approach we may be able to get away with in summer flying. Planning a cross-country flight of any significant distance in winter should include a good bit of planning well before the planned trip, and if at all possible, dates should be flexible. Remember the winter aviator's mantra: "If you have time to spare, go by air."

So, there you have it: Some ideas to help you get out and enjoy some winter flying while caring for your airplane in what can be very challenging weather conditions. But, as I noted at the beginning of this arti-cle, winter flights can be very enjoyable and safe with just a little preparation and care. Go enjoy the smoothest air of the year, along with some gorgeous sunsets and sunrises, without having to get out of

bed at 4 a.m.

Here’s two photos of what can happen if you don’t pay attention to the Winter

Flying Tips listed over the last few pages. Pay attention and be safe.

DOPE SHEETeaachapter13.org/Resources/Feb 2018.pdf · 2018. 4. 24. · acronym for the FAA Safety...

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Transcript of DOPE SHEETeaachapter13.org/Resources/Feb 2018.pdf · 2018. 4. 24. · acronym for the FAA Safety...