EAA AirVenture 2011 Countdown: Fitchburg Pilots ...files.meetup.com/1060828/FPA Newsletter Mar...

of 18

EAA AirVenture 2011 Countdown: 138 days left !

Fitchburg Pilots Association,

EAA Chapter 1454 March 2011 Volume 3, Number 3

Inside This Issue • The President’s Cockpit

page 1

• Aviation News page 2

• FPA/EAA Officers and Key Contributors Page 5

• Editors Notes page 5

• New Members page 6

• Upcoming Events page 8

• Recent Events / Photos page 8

• Flight Safety Corner page 11

• ATC Corner page 13

• CFII Corner page 14

• Officer’s Report page 14

• FPA Pilot’s Short Stories page 15

• Classifieds page 17

• Aviation Humor page 18

Events Calendar • Next FPA Meeting is

Tuesday March 8th at 7:00PM (6:00PM food).

• See the Upcoming Events section for more events…

Key Organization Links

www.fitchburgpilots.org

www.meetup.com/fitchburgp

The President’s Cockpit Greetings All, On a recent flight from Maui to LAX, something occurred that maybe only a pilot would raise an eyebrow at. As we were boarding, a Flight Attendant (FA) came on the PA system asking if anyone had lost their cell phone. Apparently at the gate and not

in the plane. No one claimed it. A few minutes later as we were taxing out they asked again if anyone had lost their cell phone. Still no one claimed it. Hmmm, not feeling to good about this. Now, they are parading around waving the phone and joking about the missed calls on it. I asked one of the FAs to please remove the battery. He looked at me like I asked him for a loan. He said he would just shut it off. Now, as pilots, we all know about "Lock Up and Look Out". Be vigilant about something that doesn't look right around an airplane or airports. After the plane departed I approached two FAs and asked if they found the phones owner. They had, but he was not onboard! They were fine with having just shut off the phone. Only after I insisted they bring this to the Captain’s attention and threatened to report the incident to the TSA, HSA and FAA, did they finally concede. After all, could there have been timed devices in multiple planes? Would you have done the same? Something similar? Ever notice any lack of security on an airplane? Something to think about. On another note. AirVenture raffle tickets are on sale. Don't miss out. For only $20. you can win a good chance of being at the World’s Greatest Aviation Event. Just ask the past winners, Bob Scales, Pete Coolidge (at their first meeting!) and Steve Bortle. Nice list to be on. Daylight savings time is coming soon. March 13. Let's go flying! Fly Often and Fly Safe... They both work! Charley

of 18

ilots

www.fitchburgairport.com

www.eaa.org

www.aopa.org

Key Weather Links

www.aviationweather.gov

www.usairnet.com

Key Reference Links

www.duats.com

www.fltplan.com

www.airnav.com

www.flightaware.com

www.pilotgeek.com

http://www.faa.gov/licenses_certificates/aircraft_certification/aircraft_registry/reregistration/

Monthly Featured Link

www.eaavideo.org/video.aspx?v=792611753001

Aviation News HUNDREDS OF SPITS CLAIMED TO BE STASHED AWAY DOWN UNDER Imagine hundreds of "new" Supermarine Mk.V and Mk.VIII Spitfires, secretly stowed in crates in an old Queensland, Australia, mine for the past 60-plus years. There are locals in the area of Oakey, Queensland, who swear it's true, claiming that planes hidden in crates to be used in retaking Queensland in the event of a Japanese invasion are still there. The planes were to be scrapped after the war, but, as the story goes, "a leading aircraftman" couldn't bear to see the magnificent aircraft destroyed, so he hid them away in an abandoned coal mine where they remain today. EAA e-Hotline 2/3/11.

NEW CHAPTERGRAM DEBUTS NEXT TUESDAY EAA ChapterGram recipients will notice a new look to the e-newsletter when it arrives in their inboxes next Tuesday, February 8. The redesigned e-newsletter, which will now publish every other Tuesday, will continue to provide the latest news from EAA as well as updates on events and issues important to chapter leaders. It will also feature insight from EAA President Rod Hightower on how EAA is working for you. Be on the lookout for the new ChapterGram! EAA e-Hotline 2/3/11.

SPORTY'S INTRODUCES CHART APP FOR IPAD Sporty's announced a new app that displays approach charts on the iPad. The Plates app allows pilots to carry every U.S. approach plate on the iPad and includes features such as Night View and favorites lists to reduce button pushing in the cockpit. A search function helps pilots find the right chart quickly, and the charts for each airport can be viewed in either a grid or list layout. EAA e-Hotline 2/3/11.

LINDBERGH FOUNDATION TO LEAD 'AVIATION GREEN ALLIANCE' During its presentation at the Wichita Aero Club luncheon, the Lindbergh Foundation announced the Aviation GreenTM Alliance ("AGA"), a new program that brings stakeholders together to address aviation's environmental challenges. According to Lindbergh Foundation Chairman Larry Williams, "The Aviation Green Alliance has been formed to support aviation-related companies and individuals committed to proactively addressing matters regarding aviation and the environment. With a stated

of 18

mission that includes 'Encouraging solutions, acknowledging progress and communicating ideas,' the Aviation Green Alliance will create multiple platforms for members to share strategies, findings, progress, and ideas related to addressing aviation's environmental challenges." EAA e-Hotline 2/3/11. Satellite Internet plan could interfere with planes' GPS A plan to bring high-speed Internet to rural areas could hamper satellite-based air traffic control systems, according to the Air Transport Association and other aerospace interests. Technology company LightSquared wants to rebroadcast satellite L-band communications via a land-based network of 40,000 antennas, but ATA says it is "extremely concerned about spectrum issues and the possibility of inadvertent interference." FlightGlobal.com (2/4)

Shortfall in FAA fund could mean higher taxes, fees The Government Accountability Office reports that the FAA Trust Fund -- used to improve airports, air traffic control and the like -- is facing declining revenues and a precariously low balance. "The Trust Fund's uncommitted balance, which exceeded $7.3 billion at the end of fiscal year 2001, dropped to $299 million at the end of fiscal year 2009 -- the lowest balance over the past decade," the GAO said in a report released Monday. The agency says monies flowing into the fund could be $25 billion less than projected over the next six years, forcing higher taxes for airlines or passengers. The Washington Post/Dr. Gridlock blog (2/7)

Massachusetts company to manage Maine airport Flight Level Aviation, based in Norwood, Mass., signed an agreement to manage an airport in Brunswick, Maine. The military donated the airport, the site of a former naval air base, as well as hangars and runways. Amy Corbett, the regional director of the Federal Aviation Administration, says that "this is what happens when people of vision collaborate with people of resources." Boston Herald/The Associated Press (2/7)

Terrafugia: Flying cars on the horizon by next year Terrafugia has received 100 orders for its flying car, the Transition Roadable Light Sport Aircraft. "This is an aeroplane first and foremost," said Richard Gersh of Terrafugia. "The idea is you can drive it to and from a regulation airport." The company plans to beginning selling the aircraft in 2012. International Business Times (2/7)

of 18

Contact Us

[email protected]

Please contribute directly to this newsletter with useful web links, stories of interesting aviation events, articles on subjects interesting to pilots…even aviation humor! Send any material directly to me at the above email address!

Sen. McCain calls for end to small airport subsidies Sen. John McCain, R-Ariz., has called for an end to airport subsidies for small airports funded through the Essential Air Service program. The program started in 1978 with a budget of $7 million and has grown to a budget of $163 million. The program funds more than 100 airports in the continental U.S. The Washington Post (2/15)

Company offers safety tips for pets on GA aircraft General aviation aircraft allow passengers to bring their pets aboard, but a new company offers safety training. "We found, after several inquiries from corporate jet owners, that there was a real need to understand how to make sure any pets on board were properly secured in the event of an emergency," said Carol Martin, spokeswoman for Sit 'n Stay Global. AVweb (2/15)

FAA halts practice of deleting enforcement action records The FAA has temporarily suspended its policy of expunging certain legal enforcement actions from pilot files while it studies how to comply with a law establishing a database of pilot records to be used by air carriers to check backgrounds of potential hires. AOPA Online.

HOW TO GROW PILOT POPULATION? EAA YOUNG EAGLES GETS IT RIGHT & CREATES AVIATORS The 1.6 million youth already flown in EAA program are five times more likely to become pilots Getting young people engaged in flying in the midst of a technology-filled world may seem like a daunting task, but new data shows that the EAA Young Eagles program is making a significant impact in creating aviators. The results emerged from a joint EAA/FAA project that matched the names of Young Eagles, now ages 15-34, flown since the program's inception in July 1992 with the FAA registry. EAA Chairman Tom Poberezny announced the figures in his Position Report column published in the March edition of EAA Sport Aviation magazine. EAA e-Hotline

of 18

FPA/EAA Officers and Key Contributors Officers

Charley Valera Matt Scales

Russ (Toby) Hume Rick McEntee

President Vice President, and Chief Cook II Treasurer Secretary

[email protected] [email protected] [email protected] [email protected]

Contributors Jim Bisson

Greg Hathaway Ed Murphy

Louise Anderson Gary Archer Steve Bortle Bob Scales

Mark Estabrook Heidi Heck

Linda Burke

Wings Coordinator EAA liaison EAA & Young Eagles Coordinator Fly out coordinator Fly out coordinator Fly out coordinator & Chief Cook II Chief Cook I Newsletter Editor Assistant Newsletter Editor Merchandise Representative

[email protected] [email protected] [email protected] [email protected] [email protected] [email protected] [email protected] [email protected] [email protected] [email protected]

Editors Notes (by Mark Estabrook)

General

It seems we are having a very slow Jan-Feb-March in terms of Flyouts. Winter flying is some of the best and most rewarding with strong aircraft performance (both the wing and engine love the cool air), and great visibility. Of course we have been plagued with an unusual amount of challenging weather. Hopefully March will provide us with better METARs and more opportunity for flying.

Crab or Slip – what is the right approach to landing in a crosswind? This has been a debate that many of us have enjoyed having over the years, with no clear winner from the debates that I’ve witnessed. Well, it seems we are all correct, at least according to a recent survey shown below. Or does this just mean that we just can make up our minds?

of 18

Short Stories

Charley has been doing a couple of Angel flights recently as most of you probably know. Well, he had an interesting time of it on his last flight into Boston. Louise joined Charley on this flight and both have written a story about their adventures. We are publishing Charley’s version first (after all he was PIC), then we’ll publish Louise’s next month!

Featured Aviation Link

Oshkosh in 12,603 Photos: EAA Multimedia Journalist Brady Lane set out to photograph the people, planes, and passion of AirVenture Oshkosh 2010, but after 12,000 photos he still had only scratched the surface. Sewn together in rapid order, this compilation will have you yearning for July 2011.

Flight Safety Corner

Gene Benson raises some great points to consider on go-arounds. Is Power-Pitch-Flaps-Gear the right formula for today’s modern ‘slippery’ aircraft? When you go-around do you think to check your airspeed before raising the flaps? Think about it – better yet, read Gene’s terrific article and put his advice into practice!

ATC and CFII Corner

I’m running out of questions for these columns. If you enjoy the column and would like to see it continue please contribute simply by sending me your brief question for our experts at [email protected]

New Members (by Louise Anderson) FPA Membership News Who’s a Member? What’s a Member? Member of What? And Who’s Asking Anyway? By Louise Anderson, Membership Coordinator Well, I asked the first and second questions, realized none of us were sure about the answers and then set out to see what I could learn. Here’s what I found: Fitchburg Pilots Association/EAA Chapter 1454 (FPA) provides two memberships; the Association (FPA) and the FPA Meetup web site. Most of us belong to both. EAA memberships are obtained directly with the EAA of course. The FPA is where it all happens; it brings people together to plan and attend Wednesday night flyouts, monthly meetings and bigger events, including Learn to Fly Day/Open House, Wings & Wheels, Young Eagles, FAA Wings seminars and what may turn out to be our annual pilgrimage to Oshkosh in July (138 days to go!). The FPA is an important vehicle for sharing our passion, talking about what we do and better ways to do it, learning to be better students and safer pilots. We use the FPA to find ways to be better

of 18

airplane owners, users and passengers and to learn from our mistakes. The FPA also asks professionals to teach us something about what we don’t know regarding aviation. The Meetup site provides the FPA with a way to schedule these activities with minimal use of time, keyboard and telephone. This tool has become essential in keeping us connected with information on dates, times and places. It has introduced us to other New England pilots and has contributed much to our growth. Combined with the newsletter and our own website at www.fitchburgpilots.org we’ve covered all information bases and can check in as often as we check the weather to see what’s going on. A lot of people have joined Meetup during the past two years and many we don’t know. Some appear to have no interest in aviation, though most do. Membership on Meetup doesn’t mean automatic or concurrent membership in the FPA. Since the Meetup site also uses the word “member” a lot, this concept is not as clearly stated on the site as it might be. We ask new Meetup members that we don’t know to attend a monthly FPA meeting and get to know us, complete a membership application and pay $25 in annual dues prior to participating in activities. Membership on Meetup is a benefit of FPA membership. Though not “automatic”, we encourage all FPA people to sign up on Meetup in order to know what’s going on in between the newsletter and monthly meetings. So we recently embarked on a slightly different membership path and set up some flexible but defined parameters. First, new FPA members (rather than Meetup) will be listed in this area of the newsletter so we know who to look for at our next meeting or event. In addition, a three-month trial membership on Meetup will be offered to new people who are interested in aviation but not sure about joining FPA. This will give them an opportunity to learn what kinds of events and activities FPA has to offer. After the three-month time period, if there’s no joining of FPA the trial Meetup membership will be terminated by our Meetup administrator. Our future as well as the future of aviation lies in the participation of new members. We welcome area pilots, student pilots, pilot wannabes, their families and others interested in aviation. We especially welcome the new ideas that come in the door with every one of you. See you Tuesday! Fitchburg Pilots Association/EAA Chapter 1454 is Growing! 2011 has brought the FPA 13 new members. That brings the FPA member count to 106! In January 6 people joined us: Leon Ferrante, Ken Karey, Laura Andrews, Fred Looft, Fernando Serra and our first corporate addition, the North Andover Flight Academy (better known as Curt Peredina). In February 7 new people joined us: Alex Roman, Scott Hopkins, Bob Hanlon, Jerome Bosch, Richard Sundell, Larry Proulx and Charlie Wright. Two other statistical tidbits: 76 of the 106 FPA members are on the Meetup site.

86 of the 95 Meetup site members are FPA members. Welcome everyone and I hope to see you in March! That's all folks, Louise

of 18

Upcoming Events (Contributed by Heidi Heck. Further detail is available at meetup.com/fitchburgpilots)

Fitchburg Pilots Association EAA Chapter 1454 Monthly Meetup

Tuesday, March 8, 2011 6:00 PM Fitchburg Pilots Association EAA Chapter 1454

Topic TBD

OSH Raffle Tickets will be on sale....

We'll pick up some discussions on our

upcoming events as well..

“Hi gang, wx is getting better & better bring your thoughts for fly outs. We are getting ready to flood the calendar with

many interesting destinations! Put in your wish list at the upcoming meet up. See

you soon. Blue sky & tail winds!”

~Steve B.

“As always, food at 6:00 and meeting at 7:00.

Where else can you have this much excitement for

$25 bucks a year? Fly Often and Fly Safe!”

~Charley V.

MORE EVENTS BEING PLANNED ALL THE TIME. CHECK OUT OUR MEETUP SITE OFTEN: www.meetup.com/fitchburgpilots

Recent Events / Photos Contributed by Heidi Heck

How about a short flight to Westfield? Saturday, February 12 Hosted by: Russ H. Attended by: 2 “How about a 40 minute flight to Westfield for breakfast? If we have time, and a safety pilot, I'd like to do some approaches at Barnes and at Worcester on the way back.”

of 18

“Informative evening with

the ATC guy Bob from

Boston.” ~Jerome B.

“Another enjoyable meeting with Bob Adelizzi

and Jim Adams. The FPA group did a super

job bringing all the chairs, tables and "stuff"

over to Autumn Air. Special thanks to Jeff Hill

for letting us use his warm heated hangar for

this event! Bob did a presentation on using

ATC's help, navigating in and around the

bravo airspace, as well as the hand offs to

other sectors. Very informative.” ~Charley V.

Fitchburg Pilots Association EAA Chapter 1454 February Meetup

“Nice summary by Jim on the

recent accidents in our area. Bob

did his usual great job on ATC

activities, and the supporting

graphis were excellent and really

helped us to understand the flow

around Boston and ATC managment

challenges.” ~Mark E.

of 18

Bob Adelizzi received surprise retirement well-wishes from the FPA!

of 18

Flight Safety Corner

Go-Arounds – Knowing When is as Important as Knowing How

Gene Benson

Most pilots are taught that executing a go-around is the prudent course of action if the landing is not progressing normally and a safe outcome is not assured. That is a good practice but it isn’t always that simple. The pilot must be proficient in executing the go-around properly in the particular airplane being flown and must make the decision to execute the go around in a timely manner.

Much could be written about the execution of the go-around but I will only summarize here. I will limit the discussion to single-engine airplanes, noting that much of the same applies to light, multiengine airplanes providing that both engines are operating. Most light, multiengine airplanes are marginal or incapable of a successful go-around with an engine inoperative.

The conventional wisdom in general aviation airplanes is to perform “power, pitch, flaps, gear” in that order. In other words, add full power, pitch for the climb, retract the flaps (at least partially), and then raise the landing gear. That sequence worked just fine in the low-powered, high-drag Cessna’s and Pipers of the 1970s but the first two items need to be revisited for the new generation of airplanes introduced in the last ten years. The higher horsepower and lower drag designs make it more desirable to achieve at least a level attitude, if not a slightly nose-high attitude, before the application of power.

The sequence of at least partially retracting flaps before raising the landing gear continues to be correct. Extended flaps produce more drag than extended landing gear. Also, the landing gear usually produces more drag when in transit than when extended. Of course, the airspeed must be sufficient to maintain flight at the lesser flap setting before the flaps are raised. If an airplane has a stalling speed of 52 knots with full flaps extended and 61 knots with flaps retracted, it would unwise to retract the flaps when flying at 58 knots.

So the general technique for initiating a go-around should be

1. Pitch to the level flight attitude. 2. Smoothly add full power, first advancing the propeller control to the high RPM position if the

airplane has a constant speed propeller. 3. Pitch to the proper climb attitude as airspeed permits. 4. Retract flaps as airspeed permits. 5. Retract landing gear.

Of course, the airplane should be trimmed as necessary so to avoid excessive control pressure.

of 18

It must be noted that this is a general technique. Many manufacturers, especially the makers of the new generation of airplanes, are very specific about the go-around procedure to be used. It is critical for each pilot to study the POH before a flight in an unfamiliar airplane and to commit any special procedures to memory before the flight. After all, when the deer runs onto the runway as the airplane is on short final is probably not the best time to be looking up the recommended go-around procedure.

The go-around procedure must be practiced in addition to being memorized. A checkout in an unfamiliar airplane always includes seeing how it handles in a stall. Knowing how it handles in a go-around is just as important.

Like everything else in aviation, it isn’t enough to just practice the go-around technique during a checkout. It must be part of a recurrent training program so that it will be second nature when it is needed. A Cirrus SR-22 was destroyed and the pilot was fatally injured in Maryland in 2006. The pilot correctly decided to execute a go-around during a landing attempt but his failure to follow the manufacturer’s procedure to retract the flaps to 50% for go-around resulted in a stall/spin accident. This probably would have been prevented had the pilot been involved in a recurrent training program.

Knowing how to execute the go-around maneuver and being proficient at it are extremely important but still more is required. The pilot must possess the skill and knowledge to decide when to execute a go-around. Many accidents have happened because the pilot waited too long before deciding to abort the landing and the laws of physics prevailed.

Terrain, runway length and condition, wind, airplane maneuverability, and other factors all affect the go-around decision. A general rule is that the airplane should be landed in the first third of the runway and if that isn’t going to happen a go-around should be executed. But what about the runway that is barely long enough for the airplane, or slopes downhill, or requires a landing with a tailwind due to terrain, or is covered with packed snow? Maybe the first tenth of the runway must be the touchdown zone under certain conditions. (Maybe if landing on the first third of the runway isn’t sufficient an alternate airport or runway should be considered.)

If the terrain ahead is flat and there are no obstructions, perhaps the pilot can wait and make the decision to go around as the airplane floats past the first third of the runway. If the terrain rises rapidly ahead, the decision to abort the landing must be made early enough so that the airplane can climb safely.

In 2004, a Cessna 150 crashed in Virginia while attempting a go-around. The pilot was seriously injured and the airplane was destroyed. The crash occurred as the result of a stall while the pilot was attempting to climb over rising terrain off the departure end of the runway. The airplane was simply unable to climb more rapidly than the terrain was rising. Executing the go-around at a higher altitude could have prevented the accident. The possibility of a go-around must always be considered when planning an approach. This pilot allowed himself to get into a situation where he had no viable options once he descended for the landing.

In summary, pilots should always be prepared to execute a go-around if necessary. A safe go-around requires knowledge of how it should be executed in the specific airplane type, proficiency in performing the execution, and the judgment to decide when the go-around maneuver is prudent.

of 18

ATC Corner by Bob Adelizzi

Question: Very often when filing out of KFIT for an IFR flight, we get routed to MHT or GDM VORs. My impression is that we get standard routes when clearances are provided with standard routing ahead of the flight. Once the flight has begun and we have checked in with approach we are sometimes offered a better more direct route than originally provided. This is great, but if it’s not offered by the first approach controller is there any problem to ask? If denied should we continue to ask each new controller we’re handed off to, or is that considered bad form? Answer: The drawback with operating IFR from non-towered airports is the lack of direct communication with ATC prior to departure. At the towered ones, you could ask to have a different route coordinated if they have time. Most IFR routings are incorporated in Letters of Agreement between ATC facilities. Once you’re underway, the controller may offer a shortcut based on traffic, especially if you’re heading to northern New England. Keep in mind a routing that takes you into New York approach is pretty rigid. Try not to ask on initial call. Pick a quiet time, and then say you have a request. When the controller says “go ahead,” then ask if direct “XYZ” is available. Sometimes it’s better to wait a few frequency changes before asking again. Perhaps the situation that prevented it may have changed and you probably will get it. Bad form? We call it something else…...

of 18

CFII Corner By Mark Cantrell

Officer’s Report

Treasurer: The detailed list of cash in and cash out is in the last month’s Treasurer’s report that can be found at: http://www.meetup.com/fitchburgpilots/files Secretary: The meeting minutes can be found at: http://www.meetup.com/fitchburgpilots/files/

Note: Only FPA members have access to this site

Question: I recently read an article stating that ‘professional’ pilots taking off into low ceilings or IMC will be sure to peg their airspeed and pitch, and we GA pilots should focus on the same. When I take off (albeit not into IMC) with full power applied I am focused on hitting my Vx, or Vy airspeed, and adjust the pitch to hit the right speed –whatever pitch is needed. Is this wrong? Answer: No, this is correct. Commercial flying is significantly different than GA. Speeds are markers for events and signal the start of flows and call outs etc. There are also airspeed restrictions depending on the type aircraft and the DP (Departure Procedure) at the relevant airport. Busting these speeds is a big no-no the same as exceeding 250kts below 10,000. Also, V1, Vr, V2, Vcl are variable based on weight and environmental factors. Turbine powered aircraft also rarely if ever take off full power. Pegging your speeds is simply good practice in whatever type aircraft you flying.

of 18

FPA Pilot’s Short Stories Angel Flight 20071 to Boston – Part I Charley Valera & Louise Anderson FPA members Charley Valera and Louise Anderson took part in an Angel Flight Monday, January 31, 2001 in Charley’s Skyhawk N20071. The following is an account of the day. Charley is first, Louise’s account is next month. "Angel Flight 071, upon departure, Fly runway heading, vectors to the zero one seven radial to Fredo, that’s foxtrot romeo echo delta oscar, climb to 2000 expect 4000 one zero minutes, contact Cape Approach on 118.2 squawk 4626." That was the plan from the controller out of Martha's Vineyard Airport prior to departing Runway 6. We were on an Angel Flight IFR flight plan in VMC, to Boston’s Logan Airport. I was PIC and Louise Anderson was co-pilot. My patient Donna (not her real name) had many flights into Logan as a passenger needing to get to a Boston hospital for treatment. Her appointment today was for 1:00PM.

As we departed Cape Approach came back and sent us “direct when able” to Boston, skipping our only waypoint intersection Fredo. Preferential Angel Flight treatment from the controllers, but it was still early in the flight.

From Cape Approach, we were handed off to Boston Approach on 133.0. They cleared us for a straight in on runway 33 Right. Smaller runway, only 2557 feet. No problem for the Skyhawk. This was like a 70-mile final.

"Angel Flight zero seven one, contact tower on 128.8 good day", said a voice over the radio. I responded "over to the tower, Angel Flight zero seven one, thanks for the help".

After checking in from five miles out to one of the busiest airports in the country, over Boston Harbor I heard from Logan Tower, "Angel Flight zero seven one, you have traffic at your three o'clock, a Cessna 410. You have that traffic?" From me, "We have that traffic at our three and will maintain visual separation, Angel zero seven one".

"Angel Flight 071, cleared to land on runway 33 left, 33 left". I smiled knowing I had over 10,083 feet of runway all to myself as I responded "cleared to land 33 Left, Angel 071".

As we descended down the glide slope, we couldn't help but get a little distracted with all the heavy iron waiting to take off. No one lining up to wait. Just my runway. Boston was looking bright. It was about 11:45 AM and we were all set.

As I touched down nice and smooth, feeling proud and all,

of 18

the controller gave us our next transmission: "Angel Flight 071, turn on taxiway Foxtrot and monitor ground on point nine".

Here's where it all happened. I turned on the taxiway and felt a thump from the front nose wheel. A flat tire! At Logan! Did I get off the runway? Am I still on it? What about the airliners behind me? Is my passenger going to make her treatment? How will I get this fixed? How do I get off the runway? What will this cost me?

All these questions before I get a chance to key the mike, "Tower, Angel 071 has a flat nose wheel."

"Can you pull a little more forward on Foxtrot?" calmly asked the controller. I said I'd give it a try. Were we past the runway line and onto the taxi way? I wasn't sure, so I pushed in the throttle a little more, pulled back on the yoke, and felt the plane pop forward another ten feet or so.

About that time, a Massport truck pulled up. The driver signaled that I could shut the engine down and another vehicle pulled up followed by a truck towing a small flatbed tug. I had them take our patient to the FBO Signature, and get her to her ride into Boston for her 1:00PM appointment.

Next month we’ll have Louise’s perspective of the flight she and Charley shared this day.

of 18

Classifieds This section is available to all FPA members who wish to buy, sell or trade any aviation related items. Please send any classified adverts to [email protected]. Include your contact information for interested parties. Flight Instruction, BFRs IPCs FCA Flight Center is the place to go for your BFRs, IPCs, Instrument Training and of course, Primary Training. We have three great CFIIs for weekends and two more during the week. We will work around your schedule with instructors at any level. FCA has aircraft to rent and train in. www.FCAFlightcenter.com Stop by and see us. We have a line of pilot supplies and charts at great prices.

Partnership for sale:

1981 Piper Dakota: Annual completed Jan 2010. 2500TT airframe, 400 SMOH engine, 800 on McCauley 3 blade prop. Fly 135-140 kn, great IFR platform. Looking for 1/2 partnership for approx $60K. Will consider additional shares (1/3 or 1/4) if I find a compatible team. Email [email protected] for specifics.

FPA Merchandise Available at FPA

meetings, soon available at the FCA Flight Center

Item Description Price Green shirt

Yellow shirt

Denim long sleeve shirt

Brown Windbreaker

Brown Cap

License plate frame

Items are available tor sale at the FCA Flight center or FPA / EAA 1454 events

of 18

Aviation Humor

Q.: How do you know when your date with a pilot is half over? A.: He says, "but enough about me - wanna hear about my plane?"

If you have any questions, comments, contributions or suggestions about this Newsletter, contact

Mark Estabrook at [email protected]. This is your newsletter, and should reflect your needs and interests!

EAA AirVenture 2011 Countdown: Fitchburg Pilots ...files.meetup.com/1060828/FPA Newsletter Mar...

Documents

Transcript of EAA AirVenture 2011 Countdown: Fitchburg Pilots ...files.meetup.com/1060828/FPA Newsletter Mar...