From jkohler@mactechsys.com Fri Jan 4 04:24:18 2002 From: jkohler@mactechsys.com (Jack Kohler) Date: Thu, 03 Jan 2002 20:24:18 -0800 Subject: [Co-opa]Don't Forget January Newsletter Submissions Message-ID: Good Day Everyone, I hope everyone had a wonderful Holiday Season. I'm back from our mini holiday vacation and ready to get started on putting together the first 2002 Newsletter issue. I would like to remind those of you that would like to contribute any announcements, stories, articles and/or pictures to the newsletter to please send them to co-opanews@mactechsys.com. I am in the process of putting together the January newsletter and have already received contributions from Joel and Don (You guys are Great)... Regards, Jack Kohler -=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-= Jack Kohler II Private Pilot Phone Wk. 541.389.1493 ext. 11 Phone Hm. 541.382.2433 Fax 541.382.9272 e-mail: jkohler@mactechsys.com Newsletter submission: co-opanews@mactechsys.com From mvbond@myexcel.com Wed Jan 9 19:45:19 2002 From: mvbond@myexcel.com (michael v bond) Date: Thu, 10 Jan 2002 02:45:19 +0700 Subject: [Co-opa]Central Oregon Radar Message-ID: <3C3BCADF.1870C9DF@myexcel.com> Happy New Year to all! Bumped into Carrie Nowak this week, who advised us that the project to approve installation of Central Oregon radar is still moving ahead, with a choice from 3 Redmond Airport sites to be made in the next few weeks. She asked that Co-Opa members consider attending Senator Wyden's town meeting on Monday Jan 14, 5-6:30pm at Summit High School, in Bend. She said he had been a strong supporter for the radar and it would be good PR to show support. MIke Bond From carrie42@prodigy.net Wed Jan 9 19:58:59 2002 From: carrie42@prodigy.net (carrie novick) Date: Wed, 9 Jan 2002 11:58:59 -0800 Subject: [Co-opa]Central Oregon Radar References: <3C3BCADF.1870C9DF@myexcel.com> Message-ID: <000701c19948$15ba23e0$326ea8c0@redmond.or.us> thanks mike....w/out senator wyden's constant hammering on the faa we would not have a chance 4 this radar 2 happen. we all need 2 come out and thank him..... From dwnw@bendnet.com Sat Feb 16 01:36:21 2002 From: dwnw@bendnet.com (Don & Norma) Date: Fri, 15 Feb 2002 17:36:21 -0800 Subject: [Co-opa]SPUR OF THE MOMENT FLY-OUT Message-ID: <000901c1b68a$571dd700$3924a3ce@donw> O.P.A. MEMBERS.... A LAST MINUTE FLY-OUT HAS BEEN SCHEDULED (WEATHER PERMITTING) TO SIGHT SEE THE SISTER MTNS EAST & PAULINA LAKES AND END UP AT XMAS VALLEY FOR CHOW. MEET SAT. FEB 16, AT 09:30. (WEATHER PERMITTING) THIS IS NOT OUR MONTHLY FLY-OUT......THAT IS SAT THE 23.......BAKER CITY....MORE TO FOLLOW. DON & NORMA WILFONG From dwnw@bendnet.com Sat Feb 16 04:15:21 2002 From: dwnw@bendnet.com (Don & Norma) Date: Fri, 15 Feb 2002 20:15:21 -0800 Subject: [Co-opa]Fw: SPUR OF THE MOMENT FLY-OUT Message-ID: <001c01c1b6a0$924061c0$3125a3ce@donw> ----- Original Message ----- From: "Don & Norma" To: "Co-opa@rellim.com" Sent: Friday, February 15, 2002 5:36 PM Subject: SPUR OF THE MOMENT FLY-OUT > O.P.A. MEMBERS.... > > A LAST MINUTE FLY-OUT HAS BEEN SCHEDULED (WEATHER PERMITTING) TO SIGHT SEE > THE SISTER MTNS EAST & PAULINA LAKES AND END UP AT XMAS VALLEY FOR CHOW. > > MEET SAT. FEB 16, AT 09:30. (WEATHER PERMITTING) > > THIS IS NOT OUR MONTHLY FLY-OUT......THAT IS SAT THE 23.......BAKER > CITY....MORE TO FOLLOW. > > DON & NORMA WILFONG > From dwnw@bendnet.com Sat Feb 16 14:20:59 2002 From: dwnw@bendnet.com (Don & Norma) Date: Sat, 16 Feb 2002 06:20:59 -0800 Subject: [Co-opa]Fw: SPUR OF THE MOMENT FLY-OUT Message-ID: <000401c1b6f5$28891600$2324a3ce@donw> > > > > O.P.A. MEMBERS.... > > > > A LAST MINUTE FLY-OUT HAS BEEN SCHEDULED (WEATHER PERMITTING) TO SIGHT > SEE > > THE SISTER MTNS EAST & PAULINA LAKES AND END UP AT XMAS VALLEY FOR CHOW. > > > > MEET SAT. FEB 16, AT 09:30. (THIS MORNING) > > > > THIS IS NOT OUR MONTHLY FLY-OUT......THAT IS SAT THE 23.......BAKER > > CITY....MORE TO FOLLOW. > > > > DON & NORMA WILFONG > > > From jkohler@mactechsys.com Thu Feb 14 22:06:16 2002 From: jkohler@mactechsys.com (Jack Kohler) Date: Thu, 14 Feb 2002 14:06:16 -0800 Subject: [Co-opa]February Newsletter Message-ID: > This message is in MIME format. Since your mail reader does not understand this format, some or all of this message may not be legible. ---------------------- multipart/mixed attachment ---------------------------------------------------------------------------= - CO-OPA Newsletter February 14, 2002 ---------------------------------------------------------------------------= - To see the Newsletter with graphics and links, open the Acrobat Reader file FebCOOPA.pdf attached. If you do not have Adobe Acrobat Reader you can get it here: http://www.adobe.com/products/acrobat/readstep2.html =3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D IN THIS ISSUE February Meeting Guest Speaker Hangar Flying Milestones and Facts Upcoming Fly-Out January Fly-Out FAA Medicals Check This Out =3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D FEBRUARY MEETING This months meeting will be on Thursday, February 21st, 6:00pm at the Bend Airport (S07) in the Flight Services building. GUEST SPEAKER Next week Steve Crenshaw from Precise Flight, Inc. will be our guest speaker. Steve will be presenting Precise Flight=B9s full product line including speed brakes, oxygen systems, standby vacuum systems and pulse lighting systems. As you can see Precise Flight offers a wide variety of FAA approved safety and performance enhancing products that fit a large number of aircraft models for personal and commercial aircraft. This should prove to be a very informative and interesting presentation. Precis= e Flight, Inc. is located at the Bend airport and can be reached by calling 1-800-547-2558. For additional information regarding Precise Flight read Milestones and Facts. HANGAR FLYING =20 by Joel Premselaar Unless you=B9re experiencing Alzheimer, you should remember that last month w= e discussed how one can cope with aileron anomalies. There are loads of stories about controls rigged backwards, but that falls under the category of proper preflight inspections. This time I=B9ll present a tougher problem for those not wearing a parachute or flying a Cirrus: free floating elevators due to a linkage failure; completely jammed elevators is another story. If you think that this is far fetched, note that the FAA has a proposal for an AD against some 200 series Cessnas to inspect for cracks in horizontal stabilizer attach points. Even if the stabilizer doesn=B9t fall off, it can produce a chain effect that may affect the elevators. Lets play a game called test pilot. In stable air and at a safe altitude, establish perfectly trimmed straight and level flight conditions. Hands of= f of the controls? Oh, you did good! The plane stayed right where you lef= t it. Now, gently nose up about ten degrees, no no not yours, dummkopf, the airplane=B9s, and go =B3stick free=B2, i.e. hands off the controls, use rudders a= s required. As expected, the airspeed drops and so does the nose. As the plane passes below the horizon, the airspeed picks up again and the nose rises above the horizon but somewhat less than the initial displacement. The sinusoidal action continues through several cycles depending upon the stability of the aircraft. If you have a back seat and a passenger, move him/her to it. This will illustrate how longitudinal stability diminishes with an aft C.G.. If, after a few cycles, the plane returns to the origina= l straight and level flight conditions, you may conclude that your aircraft has longitudinal stability. Departure from the description above may be construed as a strait rather than a straight situation. Now the game really begins. Remember, you=B9re simulating a last resort situation. If this were =B3for real,=B2 telling you to be calm is like telling you to be composed when confronting an IRS agent. Just do it! All actions should be small and gentle, sort of as though you were caressing a baby. Stick free, trim to bring the nose up and note the result and return to the original conditions with the trimmer. Add a touch of power and prepare to be surprised how much of a pitch change will result from just that touch of power. Now use both in concert. Reverse the above actions for a descent. Now repeat all of the above operations at 1.2 Vs with gear down. Turbulenc= e adds a new dimension to the problem. Play with that after you become skilled at this in smooth air. For an added thrill, drop some flap and you=B9ll see why you may want to land without flaps (pick a looong runway). The higher nose attitude with flaps down may deprive you of forward visibility. A real twist to all this is that you can=B9t simulate ground effect. If you are ever faced with the real thing, you have to be prepared for ground effect. Check how your aircraft is affected by ground effect under normal conditions. Some pitch nose down as the tail feathers lose downward lift and some just reduce the sink rate by flattening out. With flaps down you may expect to have a nose down pitch as you enter ground effect. Talk to me if you want to know why. Now practice, practice, and practice all this =8Ctil you get it right =8Ccause if this happens for real, you=B9ll have to land the monster. Develop a feel for cause and effect. Remember your last hope to preclude having to petition St. Pete for entry i= s to be prepared for the unthinkable. To comfort you, I will tell you that without ever touching the yoke, I have taken off, flown around a bit, and landed an R4D (DC-3). I must also tell you that the R4D is the world=B9s most stable aircraft so this could never be described as a great feat. P.S. Did you know that, in earlier days, the control wheel, yoke to some, was called the Dep control. Dep was short for Deperdussin, its inventor. P.P.S. This is stolen from the net: =B3If you push the stick forward, the houses get bigger. If you pull the stick back, they get smaller unless you keep pulling the stick back =AD then they get bigger again!=B2. MILESTONES AND FACTS by Steve Crenshaw Precise Flight, Inc. headquartered in Bend, Oregon, was founded in 1980 by three aviation consultants concerned about the increasing speed of general aviation aircraft when coupled with the inability to slow the aircraft down without shock cooling the engines, and in some instances, the inability to maintain cabin pressure. In 1982, Precise Flight, Inc. launched its first product - SpeedBrakes=81 for the Cessna 210. The new product employed vacuum technology for deployment of drag brakes which gave pilots greater control during rapid descents. Aircraft owners and aviation experts perked up their ears. In intervening years, Precise Flight, Inc. has introduced SpeedBrakes=81 for many other general aviation aircraft and has received OEM contracts from both Mooney and the New Piper Aircraft Company. The company has expanded upon its vacuum technology, first used to provide sufficient vacuum to operate it=B9s SpeedBrakes, to launch a second product line: The SVS, Standby Vacuum System, for general aviation aircraft. The SVS offered low cost backup protection for the vacuum-powered instruments pilots depend on. This product has sold over 17,000 units worldwide. The Pulselite=AE system, was launched in 1984. Pilots and experts again took notice. The Pulselite system provides increased aircraft recognition through the use of flashing existing aircraft external lights. This produc= t is available for aircraft and rotorcraft from Robinson R22 to Boeing 747=B9s, and is proving its value on over 8,000 aircraft worldwide. In 1989, Connie LeHuquet was named Precise Flight, Inc. president. LeHuque= t began with the company as a receptionist and was promoted first to bookkeeper then manager of FAA relations. Through 1990, LeHuquet and sales manager Mike Demith embark upon an aggressive marketing, customer service and product enhancement effort for each of the company=B9s three product lines. Spurred by glowing product reviews and the FAA=B9s decision to install Pulselite=AE on all FAA aircraft, Pulselite=AE sales hit new highs in the first quarter of 1992. Through April 1992, Precise Flight, Inc. has established itself as the dominant supplier in the industry in all three of its product lines. In February 1994 Mike Demith and Connie LeHuquet purchased the assets of Precise Flight, Inc. Demith managed the marketing and sales and LeHuquet continued in administration, accounting, and production. In June 1998 Precise Flight, Inc. purchased Nelson Oxygen Equipment giving the ability to supply portable oxygen to pilots. The oxygen product has proven to be a good match and a lucrative addition to the product line. In June 1999 Connie LeHuquet purchased Mike Demith=B9s share of the company and now owns 100% of Precise Flight, Inc. With seventeen employees and a worldwide sales network, Precise Flight, Inc= . markets aviation safety and performance products for experimental, general aviation, corporate, commercial and transport aircraft. UPCOMING FLY-OUT by Don Wilfong I am trying to get us transportation so we can fly to Baker City and go to the Oregon Trail Interpretive Center on February 23, 2002. It=B9s about 10 miles from the airport, there are rental cars available @ $39.95 per day including 150 miles and will haul 5 or six people at a time... am currently checking on availability of a small bus like the ones available to seniors here in Bend... waiting for a call on that. I will send an email to everyone when I know more about it... if we don=B9t go there we will go to some other exciting place... keep listening for the rest of the story. Your comments and suggestions are welcome dwnw@bendnet.com JANUARY FLY-OUT by Don Wilfong On the morning of Sat. 19 Jan 02 we met at the Flight Shop for the monthly =B3Fly-out=B2. The Fly-out is always on the Saturday or Sunday after our monthly pot luck/meeting which is held on the third Thursday of the month. Those of us that showed were Gary Miller, his daughter Allison and of cours= e Kimmey the co-pilot (the dog who doesn=B9t believe it is a dog). Mike Brownlie with his Mooney, Norma and myself with our Skylane also showed up= . After a futile effort to get the snow and ice off the wings of Gary=B9s 210, it was decided Gary=B9s group would ride in Mike=B9s Mooney (Gary had never flown in a Mooney). We had a pleasnt flight to Christmas Valley, walked over to The Lodge and all enjoyed a breakfast in front of their gas fireplace. It was a good time for all and the only thing we were missing was the rest of you. FAA MEDICAL FAA MEDICAL now at the Bend Airport by appointment one Saturday a month (at the PACKASPORT hanger) Class I, II, III. Dates as follows, February 16, 2002 Call 593-5400 for appointment. Same day FAA Medical available in Sunriver. CHECK THIS OUT by Jack Kohler I came across these Regulations for Operation of Aircraft, commencing January 1920. I guess this was all you needed to know to fly safely. 1. Don=B9t take the machine into the air unless you are satisified it will fly. 2. Never leave the groung with the motor leaking. 3. Don=B9t turn sharply when taxiing. Instead of turning sharp, have someone lift the tail around. 4. In taking off, look at the ground and the air. 5. Never get out of a machine with the motor running untilthe pilot relieving you can reach the engine controls. 6. Pilot=B9s should carry hankies in a handy position to wipe off goggles. 7. Riding on the steps, wings, or tail of a machine is prohibited. 8. I case the engine fails on takeoff, land straight ahead regardless of obstacles. 9. No machine must taxi faster than a man can walk. 10.Never run motor so that blast will blow on other machines. 11. Learn to gage altitude, especially on landing. 12. If you see another machine near you, get out of the way. 13. No two cadets should ever ride together in the same machine. 14. Do not trust altitude instruments. 15. Before you begin a landing glide, see that no machines are under you. 16. Hedge-hopping will not be tolerated. 17. No spins on back or tail slides will be indulged in as they unnecessarily strain the machine. 18. If flying against the wind and you wish to fly with the wind, don=B9t mak= e a sharp turn near the ground. You may crash. 19. Motors have been known to stop during a long glide. If pilot wishes to use motor for landing, he should open throttle. 20. Don=B9t attempt to force machine onto ground with more than flying speed. The result is bouncing and ricocheting. 21. Pilots will not wear spurs while flying. 22. Do not use aeronautical gasoline in cars or motorcycles. 23. You must not take off or land closer than 50 feet to the hangar. 24. Never take a machine into the air until you are familiar with its controls and instruments. 25. If an emergency occurs while flying, land as soon as possible. Well they had to start somewhere, I wonder if this was the beginning of the FAR/AIM. CHAPTER OFFICERS 2002 President: Nancy Lecklider=20 3054 NW Clubhouse Dr Bend OR 97701=20 541 330-1853 nancybob@teleport.com Vice President: Dean Cameron=20 20015 Chaney Rd.=20 Bend OR 97701=20 541 389-8285=20 dcameron@empnet.com Secretary/Treasurer: Gary E. Miller=20 109 NW Wilmington Ave. Bend OR 97701=20 541 383-2435=20 gem@rellim.com Flyout Chair: Don Wilfong=20 210 SE Cessna Dr=20 Bend OR 97702 541 389-1456 dwnw@bendnet.com Program Chair: Clay Trenz=20 2314 Monterey Pines Bend OR 97701=20 541 317-2899=20 claytrenz@aol.com Visit our web site at: co-opa.rellim.com for more info and link to the state OPA website. For members only lists: User name: S07 Password: 123.= 0 =3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D For information or questions regarding this news letter contact: Jack Kohler via e-mail: jkohler@mactechsys.com Newsletter submission: co-opanews@mactechsys.com=20 ---------------------- multipart/mixed attachment A non-text attachment was scrubbed... Name: not available Type: application/pdf Size: 579430 bytes Desc: not available Url : http://catbert.rellim.com/pipermail/co-opa/attachments/a72f8684/attachment.pdf ---------------------- multipart/mixed attachment-- From dwnw@bendnet.com Tue Feb 19 23:57:24 2002 From: dwnw@bendnet.com (Don & Norma) Date: Tue, 19 Feb 2002 15:57:24 -0800 Subject: [Co-opa]FLY-OUT THIS SAT. FEB. 23, 02 Message-ID: <001101c1b9a1$2df097e0$3124a3ce@donw> HI FELLOW AVIATIORS: DALE SENT ME THE FOLLOWING RE: BAKER CITY.......SO CANCELLING THAT DESTINATION FOR THIS WEEK-END. DON WILFONG Subject: Baker City > Hi Don -- FYI the new Eastern Oregon (Baker City) Chapter is hosting a fly in > on August 17 that will include transportation to the interpretive center, > arts & crafts show, bar-b-que, etc. WX will be more reliable then, also. -- > Dale > NEW FLY-OUT DESTINATION PLANS FOR SAT., FEB 23, 02 (IDAHO IS ON MTN TIME) LET'S MEET AT FLIGHT SHOP AT 08:00 AND PLAN TO LEAVE BY 08:30 (09:30 MTN). CALDWELL, IDAHO CALDWELL INDUSTRIAL AIRPORT (EUL) 2428' RESTURANT ON THE FIELD.......I HAVE SCHEDULED A GUIDED TOUR OF THE "KIT FOX FACTORY" THEY ARE NORMALLY CLOSED ON SATURDAYS BUT HAVE AGREED TO A SPECIAL TOUR FOR OUR GROUP.....LET'S NOT SHORT CHANGE THEM BY NOT HAVING A GOOD SIZED GROUP SHOW UP. ALSO....... IF WE HAVE TIME WE CAN GO TO NAMPA AIRPORT (S67) 2537' AND SEE THE "WARHAWK AIR MUSEUM" ADULTS $4.00 SENIORS $3.00 OPEN 10:00 TO 5:00 MTN TIME. ALSO...... SINCE THE FLY-OUT FOR MAY 18 WILL BE TO OWYHEE RESERVOIR STATE AIRPORT (28U) 2680' TO INSTALL AN OUTHOUSE AND CAMPOUT FOR THOSE WHO WANT.......THIS WILL GIVE AN EXCELLENT OPPORTUNITY TO FLY OVER THIS FIELD AND CHECK IT OUT. (IT IS PROBABLY TOO SOFT TO LAND NOW). SEE YOU AT THE THURSDAY MEETING......COMMENTS TO: DON WILFONG dwnw@bendnet.com P.S. WEATHER ALTERNATIVE "CHILOQUIN" From cjshaker@shaker-net.com Wed Feb 27 20:29:40 2002 From: cjshaker@shaker-net.com (Christopher John Shaker) Date: Wed, 27 Feb 2002 12:29:40 -0800 Subject: [Co-opa]Powertow 60EZ for sale (Oregon) References: <14e.991e1b7.29ad798f@aol.com> Message-ID: <02f201c1bfcd$7b859f00$7901a8c0@shakernet.com> This is a multi-part message in MIME format. ---------------------- multipart/alternative attachment If there is someone in the central Oregon area who needs one, I've got a Powertow 60EZ taking up space in my hangar. See it at: http://www.powertow.com/Products/60EZ.htm Mine has the electric start option, heavy duty belt and pulley option, the caster wheel option, and is set up with the Beechcraft adapter for Bonanza or Baron. That would cost you $1,474 new. Mine has seen relatively little use, and I'd sell it for $740, or best reasonable offer. You pick it up at my hangar at Bend, OR. Chris Shaker cjshaker@shaker-net.com (541) 598-8770 [Home] (541) 280-5470 [Cell] ---------------------- multipart/alternative attachment An HTML attachment was scrubbed... URL: http://catbert.rellim.com/pipermail/co-opa/attachments/f8189248/attachment.htm ---------------------- multipart/alternative attachment-- From jkohler@mactechsys.com Wed Mar 13 22:28:30 2002 From: jkohler@mactechsys.com (Jack Kohler) Date: Wed, 13 Mar 2002 14:28:30 -0800 Subject: [Co-opa]March Newsletter Message-ID: > This message is in MIME format. Since your mail reader does not understand this format, some or all of this message may not be legible. ---------------------- multipart/mixed attachment ---------------------------------------------------------------------------= - CO-OPA Newsletter March 13, 2002 ---------------------------------------------------------------------------= - To see the Newsletter with graphics and links, open the Acrobat Reader file FebCOOPA.pdf attached. If you do not have Adobe Acrobat Reader you can get it here: http://www.adobe.com/products/acrobat/readstep2.html =3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D IN THIS ISSUE March Meeting Guest Speaker February Fly-Out!!! Hangar Flying >From RDM Tower Unusual Attitude March Fly-Out Check This Out =3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D MARCH MEETING This months meeting will be on Thursday, March 21st, 6:00pm at the Bend Airport (S07) in the Flight Services building. GUEST SPEAKER by Clay Trenz This month Butler aircraft founder, Mr. Cal Butler, will be coming down to speak with us. Cal started Butler aircraft in 1946 as a fueling station an= d grew the business into a full service FBO. He will enlighten us on how he grew his business and became a large firebombing operator. Next month Mr. Parker Johnstone will be speaking at our meeting. Parker is a former IMSA Indy Car race car driver. Now, he is an ESPN racing commentator when he is not flying. Also, he spend many hours raising money for non profit organizations through aviation. Last year he completed the race around Oregon. Soon he will attempt the race around America. Mainly he will be discussing his nonprofit aviation experiences to our group. However= , he also gives an aerobatics class (read Unusual Attitude Survival Course) i= n his very own Decathlon at Redmond too. More to come! FEBRUARY FLY-OUT !!! by Don Wilfong Early morning calls for weather didn=B9t sound real good but....by the time w= e met at the Flight Shop things were shaping up okay. There were eight of us who showed up for the trip Gary Miller, Jack Kohler and Clay Trenz flew in Gary=B9s 210 and of course Kimmy (Gary=B9s =B3co-pilot=B2 dog) went along too. Mike Brownlie and Arnie Vetterick flipped a coin to see if they were going to take Mike=B9s Mooney or Arnie=B9s Bonanza, I don=B9t know who won the toss but they took the Bonanza. Norma and I took Jason Winnett with us in our Skylane. (Jason is a new pilot that came to the last meeting as a guest of Joel) The weather was no problem, we had a strong tail wind going over and of coarse a headwind on the return trip. There was some turbulence but nothin= g that was uncomfortable. We parked right in front of the little restaurant on Caldwell Industrial Airport, where we had a great breakfast. We were met by John McBean with Sky Star (Kitfox) and he hauled us over to their plant and gave us a really interesting tour. We spent a lot of time enjoying the tour and learning about their really exciting aircraft, they have several models. We refueled and headed for Owyhee Reservoir so we could look it over for th= e upcoming May fly-out and overnight camping trip. It is a really interestin= g area with lots of scenery. The airport looked great to me, as you can see from the picture, I don=B9t think anyone will have a problem if they don=B9t mind landing on dirt. The return trip was low and slow. Gary and his party elected to land and taxi at the Burns Airport (Gary had never landed at Burns, another Oregon airport under his belt). From the air rwy 30 looked plowed and rwy 21 appeared to still have snow on the surface. As Gary braved the x-wind on rwy 30 he realized that what had appeared to be snow on the surface of rwy 21 was actually a newly paved, grooved, no x-wind and clear concrete surface. Today we all tested our x-wind skills. Jason wanted us to fly hi= m into the Pilot Butte Airport so we landed here (he wasn=B9t even white knuckled) and I drove him back to Bend to pick up his car. We missed your smiling faces and you missed a very interesting and fun fly-out. HANGAR FLYING by Joel Premselaar=20 With watery eyes, Dale Evans and I were reminiscing about flying seaplanes. We agreed that they are more challenging than wheelies and are more fun tha= n watching a bird watcher trying to identify a Gashawk. We chatted about ope= n ocean and lake/river hull, amphib, single, and twin float types of seaplanes. While it was unspoken, we also felt that when you reach the =B3Ho Hum=B2 level flying winged wheelbarrows, it=B9s time to wet your bottom. I say to you landlubbers, =B3Take the time to get a seaplane rating.=B2 Yeah I know, there=B9s that expense thing too. Nonetheless, seaplanes will open new and wider vistas for you. They might even improve your disposition. Here=B9s one setting; the first challenge is to preflight a seaplane tied up to a dock. When you feel comfortable with that, try preflighting one tied up to a buoy! The uniform for the neophyte preflighting a seaplane afloat is a wet suit, be it the skin diver=B9s type or of cloth, it=B9ll be wet. Oh yeah, you may want to go to the extreme and add suction cups on the soles o= f your shoes for walking on wet and oily floats that no longer have grit on their walkways. To complicate matters, do the above when there is a wind chopping up the water or when some inconsiderate #@%$^&! boater speeds by and you can=B9t even raise your fist at him/her because you have to hold on t= o whatever. If this scares you off, go back to your staid ole trike. See if I care.=20 Still with me? O.K. Now, land/air lubber, hear this: there=B9s a great deal more to preflighting AND postflighting a seaplane, more to maintain too. A= s you may have guessed, combating corrosion is par for the course, but it is done. A lot of the oldies are still airworthy. An anecdote: I=B9m mindful of the time I was waiting for my brother to pick m= e up at Brown Field (San Diego area) when a pilot stormed into the FBO=B9s office griping about how he brought this dog of a Cessna 185 amphibian all the way from Minnesota at max continuous power and never got more than 85 Kts. Others in the office asked questions for which there were no answers relating to why this was so or how he got over the mountains. I asked the pilot if he was seaplane rated - - his answer was emphatic, =B3NO! And what=B9= s more, I never want to be!=B2 When his indignation subsided, I invited him ou= t to the plane, opened the access covers to the floats and wadda ya know, he transported many gallons of Minnesota=B9s lake water just to quench southern California=B9s thirst! There are acceptable procedures for taking off and landing seaplanes; however, I contend that there is an art to it achieved only through experience. How=B9s this for an analogy? I can tell you how to swim and I may even demonstrate it to you, but suppose I threw you into the water and shouted, =B3Sink or swim!=B2 You might swim, but how well or for how long? =20 Seaplane operations require an understanding of a completely different environment. For one, the surface is not fixed. It undulates and flows. When it isn=B9t doing that you can=B9t tell where it is without a boat or some other reference in your field of view. The same hard landing that doesn=B9t damage a land plane may wreck a seaplane. Runways do not conceal objects lurking beneath its surface just waiting to bite you. Water harbors such critters as deadheads (partially sunken logs) that love to impale unsuspecting pontoons. Water handling, i.e., sailing seaplanes, docking, making a buoy and tying u= p to it, beaching, slick water operations, etc. are skills to be mastered. Curved path takeoffs in deference to winds, torque, =B3p=B2 effect and gyroscopic effects take on greater significance than in landplanes. In flight, the lower c.g. of the aircraft/float combination is something to reckon with. When landing a seaplane, FLOAT or HULL attitude when contacting the water is the key to success. Folks, I could go on and on with the differences between land planes and seaplanes. It=B9s kinda like me= n and women. Both are homo sapiens sapiens, but ohhhhh, vive la diff=E9rence! =20 Allow me one more anecdote: An Air Farce exchange pilot was receiving seaplane training. On his first solo, he lined up on the active runway for a landing at Chevalier Field in Pensacola. Flares, red flashing Aldis lamps, and a screaming tower operator jarred the gray matter of our stalwar= t pilot (the Air Farce has pilots, the Navy has aviators) into reality. He waved off, flew to the adjacent bay and executed a perfect water landing. Beaching the float against the sandy shore he shut down the engine, and proudly shouted to all present, =B3How was that landing?=B2 He then exited th= e cockpit with a flair that was promptly quenched as he landed up to his nave= l in water. FROM RDM TOWER by Dwight Coker Runway incursions have potentially serious and deadly consequences. The problem is big at complex airports with a lot of operations, but in some cases, the number of incursions are not proportional to traffic density, a= s FAA analysis has shown. Although Redmond airport does not have the same problems as the large complex airports incursions are still very much a concern. I would like to identify a potentially confusing =B3taxi to=B2 instruction that is quite common here at Redmond Roberts Field. First I would like to refer to the AIM, Chapter 4 =B3Air Traffic Control=B2, Section 3 =B3Airport Operations=B2, 4-3-18 =B3Taxiing=B2; #5. When ATC clears an aircraft to =B3taxi to=B2 an assigned takeoff runway, th= e absence of holding instructions authorizes the aircraft to =B3cross=B2 all runways which the taxi route intersects except the assigned takeoff runway. It does not include authorization to =B3taxi onto=B2 or =B3cross=B2 the assigned takeoff runway at any point. In order to preclude misunderstandings in radio communications, ATC will not use the word =B3cleared=B2 in conjunction with authorization for aircraft to taxi. #6. In the absence of holding instructions, a clearance to =B3taxi to=B2 any point other than an assigned takeoff runway is a clearance to cross all runways that intersect the taxi route to that point. For this example examine the Redmond airport diagram (Fig 1) and locate Butler Aircraft. This is the location our aircraft will be requesting taxi instructions prior to departure. EXAMPLE Aircraft: =B3Redmond ground, Beechcraft Two One Six Three Niner at Butler Aircraft, ready to taxi, VFR to Sunriver.=B2 Tower: =B3Beechcraft Two One Six Three Niner, Redmond ground, taxi to runway two eight, wind one zero zero at one five, altimeter two niner eight two.=B2 In this example, the pilot received taxi instructions, without any holding instructions, that authorizes this aircraft to =B3taxi to=B2 runway two eight, Redmond airport diagram (Fig 2). The incursion occurs if the aircraft proceeds to cross runway one zero via one of the taxi ways enroute to runwa= y two eight. If you examine the Redmond airport diagram (Fig 3) it becomes clear that runway one zero is actually the active runway, two eight. Therefore, from Butler Aircraft to runway two eight there is no possible wa= y to taxi direct without holding short of runway one zero, Redmond airport diagram (Fig 4). Based on the layout of Redmond airport taxi ways, this ha= s been a concern since an incursion could take place if the pilot is not awar= e of the active runway. In an attempt to reduce this confusion the tower has been including =B3hold short of runway one zero=B2 with taxi instructions form Butler Aircraft to runway two eight. However, this is optional from the tower and it=B9s important for pilots to recognize the need for holding befor= e proceeding across runway one zero, the active runway, while proceeding to runway two eight. If you have any questions I can be reached by calling RDM tower 541 548-257= 4 or email rdmserco@aol.com. UNUSUAL ATTITUDE SURVIVAL COURSE by Jack Kohler Learn lifesaving skills! Fly with more confidence! Come see how much fun sport flying can be! Well it caught my attention, I was interested and wanted to find out more. When I heard Flight Instructor Parker Johnstone discuss the why=B9s and what=B9s of the course I was not only hooked but, surprised to learn many pilots have similar concerns and fears, I thought h= e was talking about me. I have learned there are very few things reliable as gravity. Since flying appears to defies this concept, I have great respect for those who have the skill and experience to overcome the unexpected unusual attitude and with competence take control of the situation and survive where some might peris= h (Our own Joel Premselaar comes to mind). I have signed up to personally experience what the survival course is all about and learn those life savin= g skills, gain confidence and of course have FUN. This should be some of the most exciting, interesting and valuable training I will ever receive and it=B9s available here in Central Oregon, Wow! Next month I=B9ll report on my progress and share with you my experience, I can hardly wait. Parker=B9s Unusual Attitude Survival Course syllabus indicates this course will provide you with an increased understanding of the causes of stalls an= d spins and how to correctly respond to in-flight upsets. The curriculum wil= l explore the performance envelope of typical general aviation aircraft in al= l phases of flight. There isn=B9t one training curriculum that fits the needs, experience, and skill level of all students. The training will be tailored to your needs and desires. After a basic aircraft/course familiarization, you will direct the pace and elements of your training. Instructional content is broken into units Each unit may take one or more lessons, depending on your experience, ability and pace. Upon successful completion of all units of the course, graduates will receive a certificate acknowledging their accomplishment and tailwheel endorsement. You will graduate with the skills to fly basic aerobatic maneuvers, which will increase your confidence in all normal flying regimes. You will train in a= n immaculate 1998 180 hp Super Decathlon. The Super Decathlon is an aerobati= c category aircraft, rated to +6, -5 g=B9s, and is capable of sustained inverte= d flight. All ground and flight instruction, aircraft use, parachutes, and reference materials are included in the cost. Video taping of lessons will soon be available. If you are interested in more information regarding lesson dates, times and cost Parker may be contacted by calling 360 921-9600. MARCH FLY-OUT by Don Wilfong On the Sat. or Sun. after our meeting I am planning on a trip to the =B3Flyin= g M Ranch=B2 over by McMinnville if the weather is good. Sat. they have breakfast off the menu and Sun. they have menu or Sun. Brunch. We can discuss it at the meeting. This trip requires that the weather be good ove= r the mountains which may not happen. Well if it doesn=B9t look good to the valley, then Klamath Falls or Chiloquin sounds good. =20 I would appreciate any suggestions for places to fly, from any of you, if you know of special events going on, that you think the group would be interested in, whether it be on our regular weekend (the weekend after the third Thurs. of each Month) or not let me know about it. We could even hav= e some special fly-outs on other dates. Please e-mail me your suggestions at: dwnw@bendnet.com. CHECK THIS OUT by Jack Kohler Amongst the relentless amount of email I tend to receive, I found these accounts of actual exchanges between airline pilots and control towers from around the world to be amusing: The controller working a busy pattern told the 727 on downwind to make a three-sixty--do a complete circle, a move normally used to provide spacing between aircraft. The pilot of the 727 complained, =B3Don=B9t you know it costs us two thousand dollars to make even a one-eighty in this airplane?=B2 Without missing a beat the controller replied, =B3Roger, give me four thousan= d dollars=B9 worth.=B2 =B0=B0=B0=B0=B0=B0=B0=B0 The German air controllers at Frankfurt Airport are a short-tempered lot. They not only expect one to know one=B9s gate parking location, but how to ge= t there without any assistance from them. So it was with some amusement that we (a Pan Am 747) listened to the following exchange between Frankfurt ground control and a British Airways 747, call sign =B3Speedbird 206=B2: Speedbird 206: =B3Top of the morning, Frankfurt, Speedbird 206 clear of the active runway.=B2 Ground: =B3Guten Morgen. You vill taxi to your gate.=B2 The big British Airways 747 pulled onto the main taxiway and slowed to a stop. Ground: =B3Speedbird, do you not know where you are going?=B2 Speedbird 206: =B3Stand by a moment, Ground, I=B9m looking up our gate location now.=B2 Ground (with arrogant impatience): =B3Speedbird 206, haff you never flown to Frankfurt before?=B2 Speedbird 206 (coolly): Yes, I have, actually, in 1944. In another type of Boeing, but just to drop something off. I didn=B9t stop.=B2 =B0=B0=B0=B0=B0=B0=B0=B0 P.S. If you have any ideas, comments or stories for the newsletter email co-opanews@mactechsys.com. CHAPTER OFFICERS 2002 President: Nancy Lecklider=20 3054 NW Clubhouse Dr Bend OR 97701=20 541 330-1853 nancybob@teleport.com Vice President: Dean Cameron=20 20015 Chaney Rd.=20 Bend OR 97701=20 541 389-8285=20 dcameron@empnet.com Secretary/Treasurer: Gary E. Miller=20 109 NW Wilmington Ave. Bend OR 97701=20 541 383-2435=20 gem@rellim.com Flyout Chair: Don Wilfong=20 210 SE Cessna Dr=20 Bend OR 97702 541 389-1456 dwnw@bendnet.com Program Chair: Clay Trenz=20 2314 Monterey Pines Bend OR 97701=20 541 317-2899=20 claytrenz@aol.com Editor: Jack Kohler=20 63070 Deschutes Mkt. Rd Bend OR 97701=20 541 389-1493=20 jkohler@mactechsys.com Visit our web site at: co-opa.rellim.com for more info and link to the state OPA website. For members only lists: User name: S07 Password: 123.= 0 =3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D For information or questions regarding this news letter contact: Jack Kohler via e-mail: jkohler@mactechsys.com Newsletter submission: co-opanews@mactechsys.com =20 ---------------------- multipart/mixed attachment A non-text attachment was scrubbed... Name: not available Type: application/pdf Size: 802262 bytes Desc: not available Url : http://catbert.rellim.com/pipermail/co-opa/attachments/d4a445d5/attachment.pdf ---------------------- multipart/mixed attachment-- From Gindevans@aol.com Sat Mar 23 01:01:13 2002 From: Gindevans@aol.com (Gindevans@aol.com) Date: Fri, 22 Mar 2002 20:01:13 EST Subject: [Co-opa]April 6 Fly out Message-ID: <14e.aeb094f.29cd2dd9@aol.com> ---------------------- multipart/alternative attachment Received a notice from Medford Jet Center - North: Free hot-dogs and drinks, enter a drawing for Garmin StreetPilot III, Garmin and Apollo displays, $1.95/gallon Avgas sale 11AM to 3 PM. -- Dale ---------------------- multipart/alternative attachment An HTML attachment was scrubbed... URL: http://catbert.rellim.com/pipermail/co-opa/attachments/af8e5590/attachment.htm ---------------------- multipart/alternative attachment-- From dwnw@bendnet.com Sat Mar 23 04:57:29 2002 From: dwnw@bendnet.com (Don & Norma) Date: Fri, 22 Mar 2002 20:57:29 -0800 Subject: [Co-opa]FLYOUT THIS SUNDAY Message-ID: <000501c1d227$3d74b220$2125a3ce@donw> CO-OPA MEMBERS: FLY-OUT: THIS SUNDAY....MARCH 24.....MEET AT FLIGHT SHOP......09:00.....PLAN IS TO FLY TO "FLYING M RANCH" A FEW MILES NW OF McMINVILLE......GREAT SUNDAY BRUNCH.....BEAUTIFUL LOG LODGE. IF THE WEATHER IS NOT SUITABLE FOR FLIGHT TO THE VALLEY THE PLAN IS TO GO TO EITHER CHILOQUIN OR KLAMATH FALLS. PLAN TO BE THERE......WE HAVE BEEN HAVING FUN ON THE FLYOUTS....BUT WE HAVE MISSED YOU. PLANE NOT WORKING????? COME ON OUT THERE ARE USUALLY EXTRA SEATS. Don Wilfong dwnw@bendnet.com From dwnw@bendnet.com Sun Mar 24 04:05:16 2002 From: dwnw@bendnet.com (Don & Norma) Date: Sat, 23 Mar 2002 20:05:16 -0800 Subject: [Co-opa]prog24hr.gif Message-ID: <000401c1d2e9$1bfd90e0$be24a3ce@donw> This is a multi-part message in MIME format. ---------------------- multipart/mixed attachment Fellow Aviators & Aviatrixs: The prog chart attached makes it look like the valley is out of the question for the Sun morning fly-out... but maybe a flight South to Chiloquin could happen.....we will just have to wait and see what morning brings. Fly-out scheduled to meet at the flight shop at 09:00 Sun. A.M........We can always drive to a local eatery if we can't fly......Later.....Don & Norma Wilfong ---------------------- multipart/mixed attachment A non-text attachment was scrubbed... Name: prog24hr.gif Type: image/gif Size: 44851 bytes Desc: not available Url : http://catbert.rellim.com/pipermail/co-opa/attachments/0244d8d2/prog24hr.gif ---------------------- multipart/mixed attachment-- From dwnw@bendnet.com Fri Mar 29 23:52:22 2002 From: dwnw@bendnet.com (Don & Norma) Date: Fri, 29 Mar 2002 15:52:22 -0800 Subject: [Co-opa]Checking and Updating Membership List Message-ID: <000501c1d77c$c5ac3b40$5a24a3ce@donw> Hello Everybody: Please do me a favor and go on to our web site: http://co-opa.rellim.com and pull up the membership list The User Name is S07 (that is S zero 7) and the password is 123.0 to get into members only info. Please check all information about you on the list and if there are any corrections please e-mail them to me at dwnw@bendnet.com and I will see that the list is corrected. Also you will note that the first column on the list is use to indicate those who have paid (Local Chapter Dues) You can find the form for Membership Application or Renewal on the website too. If you wish you can print out a copy and use it to send in your Dues to Gary Miller.....address is on the form. Thank You All Very Much for helping me keep the list up to date. Don Wilfong dwnw@bendnet.com From dwnw@bendnet.com Wed Apr 10 15:23:47 2002 From: dwnw@bendnet.com (Don & Norma) Date: Wed, 10 Apr 2002 07:23:47 -0700 Subject: [Co-opa](no subject) Message-ID: <000501c1e09b$6006dde0$3225a3ce@donw> CENTRAL OREGON CHAPTER is hosting a fly-out, work party, barbeque & overnight camp-out at the Owyhee Reservoir State Airport (28U) on May 18/19. The main project is to dig a hole and erect a genuine, fully functioning "outhouse" for the use of the flyers and boaters who frequent the area. We will also police up the area as needed. We plan to have fun too. We will arrive fairly early Sat. Then around 14:00 hrs. there will be a potluck barbeque with hamburgers, sausage dogs, chicken breasts, buns & etc. provided by the Central Oregon Chapter. We will also furnish paper plates, cups, paper towels and plastic silver ware. You are asked to bring something like salad, chips, desert or whatever and something to drink. Be sure to bring your drinking water (there is none available on site). If you plan to spend the night plan for your other meals. Bring your tie downs, camping gear and whatever else you might need. The barbeque is early as some people do not plan to stay overnight. The airport is 1840' x 30' @ 2680' and is dirt. Let's all be safe. Use your good judgment in making your plans. Call or e-mail Don Wilfong (541 389-1456 or dwnw@bendnet.com ) if you are planning to be there. From co-opanews@mactechsys.com Fri Apr 12 19:05:13 2002 From: co-opanews@mactechsys.com (CO-OPA News Letter) Date: Fri, 12 Apr 2002 11:05:13 -0700 Subject: [Co-opa]FAA Public Notice (Towers by St Charles) Message-ID: > This message is in MIME format. Since your mail reader does not understand this format, some or all of this message may not be legible. ---------------------- multipart/mixed attachment ---------------------------------------------------------------------------= - CO-OPA SQUAWK SHEET April 12, 2002 ---------------------------------------------------------------------------= - To see the Squawk Sheet with graphics and links, open the Acrobat Reader file SquawkCOOPA.pdf attached. If you do not have Adobe Acrobat Reader you can get it here: http://www.adobe.com/products/acrobat/readstep2.html =3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D FAA PUBLIC NOTICE James E. Riley, Specialist Airspace Branch The Pamplin Broadcasting - Oregon, Inc., 10209 Division St., SE, Portland, Oregon 97266, is seeking permits for a group of four antenna towers 3.76 nm southwest of the Bend Municipal Airport (S07). The tower heights will be approximately 280 feet AGL (3800 ft. MSL). They exceed height limits in FA= R 77.23 (a) (2) by 4 ft. to 12 ft. Since these structures exceed the FAA obstruction standards the FAA is conducting an aeronautical study under the provisions of U.S.C., Section 44718 and, if applicable, Title 14 of the Cod= e of Federal Regulations, Part 77. This will help determine it=B9s effect upon the safe and efficient use of navigable airspace by aircraft and on the operation of air navigation facilities. In the study, consideration will be given to all facts relevant to the effect of the structure on existing and planned airspace use, air navigatio= n facilities, airports, aircraft operations, procedures and minimum altitudes= , and the air traffic control system. The impacts on visual operations are under study. The antenna tower group is within Latitude 44-04-44 to 44-04-47 and Longitude 121-16-59 to 121-17-05. This places the towers approximately where Stover Park is located just North of Pilot Butte (see Figure 1). GCC Communication=B9s studio, located on Butler Market Road at Wells Acres Rd. currently has two existing antenna towers. The current height of these towers are, tower one 280.5 ft., tower two 265.1 ft. According to Air Life Director, Vern Bartley, the additional four antenna towers will constrict the available airway for westerly egress and ingress to St. Charles Medical Center via Air Life helicopter rescue flights. This poses a serious safety problem for the operation and services St. Charles and Air Life provide for the Central Oregon community. All members and interested persons are encouraged to participate in this aeronautical study by submitting comments to; Federal Aviation Administration Northwest Mountain Region, ANM-520 1601 Lind Avenue, S.W. Renton WA 98055-4506 To be eligible for consideration, comments must be relevant to the effect the structure would have on aviation and must provide sufficient detail to permit a clear understanding. Any comments being sent should be original in content as they are more effective than a mass mailing of form letters, which are considered by the FAA as one comment. Letters to the Editor of our local newspapers are helpful which will increase public awareness. All comments must contain, as a reference, the following aeronautical study numbers 01-ANM-2851-OE 01-ANM-2852-OE 01-ANM-2853-OE 01-ANM-2854-OE Each of the above FAA Public Notices can be read and viewed by going to the following link on our Central Oregon - Oregon pilots Association web site. http://co-opa.rellim.com/s07/faa17apr02/ COMMENTS MUST BE RECEIVED BY 04/17/02 (We are inquiring if FAXed comments will be accepted. If FAXes are accepted, the number will be posted.) ---------------------- multipart/mixed attachment A non-text attachment was scrubbed... Name: not available Type: application/pdf Size: 298984 bytes Desc: not available Url : http://catbert.rellim.com/pipermail/co-opa/attachments/4622f95e/attachment.pdf ---------------------- multipart/mixed attachment-- From RPDavison@aol.com Mon Apr 15 00:08:18 2002 From: RPDavison@aol.com (RPDavison@aol.com) Date: Sun, 14 Apr 2002 19:08:18 EDT Subject: [Co-opa]CFII recommendations? Message-ID: <25.25fa3c89.29eb65e2@aol.com> If any of you are willing, I'd welcome any recommendations for a CFII in the area. Thanks, Bob Davison S07 Tiger N7YD From cjshaker@shaker-net.com Mon Apr 15 06:53:32 2002 From: cjshaker@shaker-net.com (Christopher John Shaker) Date: Sun, 14 Apr 2002 22:53:32 -0700 Subject: [Co-opa]FAA Public Notice (Towers by St Charles) References: Message-ID: <024901c1e441$dfe74f50$6601a8c0@shakernet.com> How come these tower people always like to put towers next to airports? They just killed a similar project to build an antenna close to RHV in San Jose, CA. Chris Shaker ----- Original Message ----- From: "CO-OPA News Letter" To: "CO-OPA List" ; "CO-OPA Don & Norma Wilfong" ; "CO-OPA Dale R & Virginia Evans" ; "CO-OPA Vern & Paulette Bartley" ; "CO-OPA Carrie Novak" Cc: "Amy Prutzman" Sent: Friday, April 12, 2002 11:05 AM Subject: [Co-opa]FAA Public Notice (Towers by St Charles) > ---------------------------------------------------------------------------- ---- ---------------------------------------------------------------------------- CO-OPA SQUAWK SHEET April 12, 2002 ---------------------------------------------------------------------------- To see the Squawk Sheet with graphics and links, open the Acrobat Reader file SquawkCOOPA.pdf attached. If you do not have Adobe Acrobat Reader you can get it here: http://www.adobe.com/products/acrobat/readstep2.html =-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-= FAA PUBLIC NOTICE James E. Riley, Specialist Airspace Branch The Pamplin Broadcasting - Oregon, Inc., 10209 Division St., SE, Portland, Oregon 97266, is seeking permits for a group of four antenna towers 3.76 nm southwest of the Bend Municipal Airport (S07). The tower heights will be approximately 280 feet AGL (3800 ft. MSL). They exceed height limits in FAR 77.23 (a) (2) by 4 ft. to 12 ft. Since these structures exceed the FAA obstruction standards the FAA is conducting an aeronautical study under the provisions of U.S.C., Section 44718 and, if applicable, Title 14 of the Code of Federal Regulations, Part 77. This will help determine itčs effect upon the safe and efficient use of navigable airspace by aircraft and on the operation of air navigation facilities. In the study, consideration will be given to all facts relevant to the effect of the structure on existing and planned airspace use, air navigation facilities, airports, aircraft operations, procedures and minimum altitudes, and the air traffic control system. The impacts on visual operations are under study. The antenna tower group is within Latitude 44-04-44 to 44-04-47 and Longitude 121-16-59 to 121-17-05. This places the towers approximately where Stover Park is located just North of Pilot Butte (see Figure 1). GCC Communicationčs studio, located on Butler Market Road at Wells Acres Rd. currently has two existing antenna towers. The current height of these towers are, tower one 280.5 ft., tower two 265.1 ft. According to Air Life Director, Vern Bartley, the additional four antenna towers will constrict the available airway for westerly egress and ingress to St. Charles Medical Center via Air Life helicopter rescue flights. This poses a serious safety problem for the operation and services St. Charles and Air Life provide for the Central Oregon community. All members and interested persons are encouraged to participate in this aeronautical study by submitting comments to; Federal Aviation Administration Northwest Mountain Region, ANM-520 1601 Lind Avenue, S.W. Renton WA 98055-4506 To be eligible for consideration, comments must be relevant to the effect the structure would have on aviation and must provide sufficient detail to permit a clear understanding. Any comments being sent should be original in content as they are more effective than a mass mailing of form letters, which are considered by the FAA as one comment. Letters to the Editor of our local newspapers are helpful which will increase public awareness. All comments must contain, as a reference, the following aeronautical study numbers 01-ANM-2851-OE 01-ANM-2852-OE 01-ANM-2853-OE 01-ANM-2854-OE Each of the above FAA Public Notices can be read and viewed by going to the following link on our Central Oregon - Oregon pilots Association web site. http://co-opa.rellim.com/s07/faa17apr02/ COMMENTS MUST BE RECEIVED BY 04/17/02 (We are inquiring if FAXed comments will be accepted. If FAXes are accepted, the number will be posted.) ---------------------------------------------------------------------------- ---- > _______________________________________________ > Co-opa mailing list > Co-opa@rellim.com > http://catbert.rellim.com/mailman/listinfo/co-opa > From jkohler@mactechsys.com Wed Apr 17 04:17:45 2002 From: jkohler@mactechsys.com (Jack Kohler) Date: Tue, 16 Apr 2002 20:17:45 -0700 Subject: [Co-opa]April Newsletter Message-ID: > This message is in MIME format. Since your mail reader does not understand this format, some or all of this message may not be legible. ---------------------- multipart/mixed attachment ---------------------------------------------------------------------------= - CO-OPA Newsletter April 16, 2002 ---------------------------------------------------------------------------= - To see the Newsletter with graphics and links, open the Acrobat Reader file AprCOOPA.pdf attached. If you do not have Adobe Acrobat Reader you can get it here: http://www.adobe.com/products/acrobat/readstep2.html =3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D IN THIS ISSUE =80 April Meeting =80 Guest Speaker =80 Update Membership =80 Hangar Flying =80 New Spirit of St. Louis =80 Local Update =80 Survival Follow up =80 April Fly-Out =80 March Fly-Out =80 FAA Public Notice =80 From The Tower =80 Owyhee Work Party =80 Check This Out =3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D APRIL MEETING This months meeting will be on Thursday, April 18th, 6:00pm at the Bend Airport (S07) in the Flight Services building. GUEST SPEAKER by Clay Trenz Mr. Parker Johnstone will be our guest speaker this month. Parker is a former IMSA Indy Car race car driver. Now, he is an ESPN racing commentato= r when he is not flying. Also, he spends many hours raising money for non profit organizations through aviation. His aeronautical experience include= s Commercial/Instrument/Flight instructor - SEL. Specialized training in aerobatic and formation flight with tailwheel/complex/high-performance aircraft endorsements. Last year he completed the race around Oregon. Soo= n he will attempt the race around America. He also teaches the Unusual Attitude Survival Course and gives aerobatic lessons in his very own Super Decathlon. His company is Cascades Aerobatics, LLC. and is operated out of Roberts Field, Redmond. He will be discussing his nonprofit aviation experiences and giving us a presentation on his experience during his race around Oregon. UPDATE MEMBERSHIP by Don Wilfong Please do me a favor and go on to our web site: http://co-opa.rellim.com an= d pull up the membership list The User Name is S07 (that is S zero 7) and the password is 123.0 to get into members only info. Please check all information about you on the list and if there are any corrections please e-mail them to me at dwnw@bendnet.com and I will see tha= t the list is corrected. Also you will note that the first column on the list is used to indicate those who have paid (Local Chapter Dues) You can find the form for Membership Application or Renewal on the website too. If you wish you can print out a copy and use it to send in your Dues to Gary Miller.....address is on the form. Thank You All Very Much for helping me keep the list up to date. If you have any additional questions you may email me, dwnw@bendnet.com HANGAR FLYING by Joel Premselaar=20 I=8Cll be gone for the next two months, so I=B9ll fill my allotted space with = a couple of Stephen King like stories, i.e., horrible stories. We were 12 budding Naval Aviators assigned to our first solo night flight. Snoopy would be proud of us for it was a dark, cold, and monocles night. W= e would generate our own stormy situation. We mustered in the ready Air Station was located in Millington about 15 miles north of Memphis has some significance in this tale. the Chief Flight Instructor began briefing by dividing us into two flights. Flight one, to which I was assigned, was to take off first, climb to 2,000 ft, and set up an orbit within gliding distance of the field. The second flight was directed to take off second, remain the the traffic pattern, and shoot =B3touch and go=B2 landings (for student pilots it was termed =B3crash and dash=B2), i.e., land and immediately takeoff. A green light (our aircraft had no radios) from the tower signaled, =B3cleared for taxi and takeoff.=B2 A green flare fired from the tower meant that the flights were to exchange places. A red flare fired from the tower was the recall signal for all aircraft to land, ending the exercise. Firing a red flare from an aircraft meant that it was experiencing an emergency and all other aircraft were to clear the landing pattern. That was it! Sounding like the voice of doom, the Chief flight Instructor=B9s next words were =B3All right Men (we were barely over twenty), man your aircraft. It wasn=B9t easy climbing into an open cockpit, fabric covered biplane while garbed in heavy winter fight gear. I couldn=B9t strap myself in wearing thic= k and stiff leather gloves, so I had to do it with numb hare hands. I stuffe= d the tails of my white silk scarf into my jacket, donned a navy blue woolen face mask (I think it was cut out of some swabby=B9s navy blue uniform), and finally put on my helmet, goggles, and gloves, I felt like a knight preparing for a joust. I was the fourth plane to enter the upper pattern. Now six strong, we circled the field, each following the navigation lights of the other. A line from Mac Beth flashed through my mind - =B3this place is too cold for hell!=B2 I didn=B9t know that the south could get this cold. My breath froze my woolen mask into a rigid shield hard enough to deflect a lance. Even though my goggles overlay it, the mask remained fixed in space. Unless I held the mask to my face, whenever I moved my head, my eyes would be displaced from the mask=B9s eye opening, the consequences of this is clear to see - - NOT! To compound the problem, I couldn=B9t feel the rudder pedals through my thick flight boots, to say nothing of the control stick in my hand. I was not a happy bird. Suddenly I realized that the lights of the air base were they should be. There was darkness below and the occasional lights of vehicles on the back roads. I was not the typical student naval aviator. I was a student because I had to learn the Navy=B9s way and a good thing that was. I had more flight time than several of the flight instructors, consequently, I felt compelled to seize the initiative and lead the flight back to the field. Noting what I thought was a large gap between two of the circling aircraft, I headed for it confident that the sheep behind me would follow what ultimately turned out to be a Judas Goat - - me. Holding my mask, I twisted and turned to look for traffic when one tail of my scarf escaped from within my flight jacket. The slipstream captured the wayward tail of the scarf, which rose up and covered my face. Holding the stick between m= y knees, I alternately fought with the scarf and the mask. It became a game of peekaboo. Gasping with effort, my goggles frosted and I was forced to raise them out of the way. SPIT (oh you clever er devil, you caught that euphemism, didn=B9t you). Consternation amplified - - now my eyes were tearing. It=B9s a good thing tears are salty or my eyes would have iced up. I finally got everything under control, but where were my companions in misery? =B3Nuts,=B2 I told myself. Forget this initiative stuff. Latch onto the first set of navigation light you see and become a sheep to survive.=B2 Then, to my relief, slightly below and to one side I saw a white tail light with a green light to its starboard and a red on to its port. I eased the throttle to its stop and tailed in behind my new leader. Gradually I became aware that it was getting lighter, and then reality struck like a bolt of lightning. I was over the outskirts of Memphis. thi= s time it was Oh Spit SPIT! Silhouetted against the now bright background wa= s the aircraft I wa pursuing. It was an R4D (in mufti, a DC-3 commercial transport) approaching Memphis Airport for a landing. It would be a gross understatement to say that I was flabbergasted and if one could read the smoke signals coming from my mouth, I would be embarrassed. Oh well, At least I knew where I was geographically. I devised a plan for a surreptitious reentry into the upper flight pattern over the Naval Base. I would turn off my lights ad turn them on again once safely ensconced in the pattern - non would be the wiser for it. Even as = I reached for the light switch, I looked back as every good pilot should do before turning. I experienced yet another shock for there, strung out behind me were five sets of lights. The entire upper circle flight followe= d me to Memphis! Boldly I left the lights on and led my stray sheep home. The Base was easy to find because the area was clearly marked with series o= f red flares fired from the tower. The now frantic Chief Flight Instructor wanted no mistakes made in recognizing the recall signal. We entered the lower pattern in response to the recall signal. Spooked by an almost continuous stream of red flares, many aircraft in the landing pattern aborted their landings as many novices are apt to do when stressed. Interpreting the aborts as a continuation of =B3touch and goes,=B2 the Chief Fright Destructor (these are not typos) was in an apoplectic frenzy and continued to shoot red flares until I thought h=B9s set the Base On fire. Th= e two flights were now a confused mixture of randomly bouncing up and down aircraft. Our Maker must have shut his eyes and prayed that we would not exchange paint with each other while airborne. Miraculously we all made it back to the flight line in one piece. This led me to wonder - - to who doe= s our Maker pray when he prays? Fast forward to the ready room for the debriefing. I can=B9t describe the Chief Flight Instructor=B9s state. You wouldn=B9t believe me if I did. His mail question was, =B3Who led the upper Flight toward Memphis?=B2 We All looked at each other, then to our esteemed Instructor and shrugged our shoulders in eloquent silence. Our chagrined and completely defeated Chief Flight Instructor aped our gesture and, no longer the erect image of authority, shambled out of the room all the while shaking his head in disbelief. Mindful that our all-knowing Maker is cognizant of the truth of my incredible blunder, I write this in deference to my surviving fellow airmen and to clear my conscience. Those who reside above already know the truth and I don=B9t care about those sweating in the lower reaches! NEW SPIRIT OF ST. LOUIS by Jack Kohler Today, 03/29/2002, was a special day at our Bend Airport (SO7). The Lancai= r Columbia factory was the location for an historical aviation event. Eric Lindbergh, the grandson of the late aviator Charles Lindbergh, was presente= d the keys to his new Lancair Colombia 300 =B3The New Spirit of St. Louis=B2 in which he will recreate the 1927 New York to Paris flight of his grandfather= . Lance Neibauer, CEO and founder of Lancair, presented the keys to Eric with one condition. That Eric ceremoniously hand the keys back to him when he lands in Paris, since Lance will be in Paris upon his arrival. Eric=B9s choice of the Lancair Columbia 300 was based on several factors which included Lancair=B9s technology, safety and performance. Erik gave an emotional =B3Thanks=B2, pointing out the help and support provided by the entir= e Lancair team. After the presentation Erik preflighted the =B3New Spirit of St. Louis=B2, climbed aboard and entered the Columbia with a thumbs-up gesture and continued his checklist, started the engine and began taxiing to active runway 16 for a few laps around the pattern. Which included a low level fly-by providing not only a great photo opportunity, but the opportunity to hear the sound and watch the beauty of this high performance Experimental Lancair Columbia 300. Eric has overcome several medical adversities, including rheumatoid arthritis, which he attributes Enbrel, a drug developed by a Seattle based biotech company named Immunex which contributed to the return of his active lifestyle. Erik says he has been given second chance at life and would lik= e to give others the inspiration for possibly their first. He hopes this flight will bring more awareness to individuals with this and other debilitating diseases and give them inspiration to follow their hopes and dreams. Erik was very passoniate and gracious while answering questions regarding the upcoming flight. When asked if he would be carring any momentos of his grandfather=B9s flight he said he=B9ll be carring his swiss arm= y knife. Eric displayed a great appreciation for his granddad pointing out the odds were not good for success and it was not just his sheer will power and luck but his attention to detail and the incredible amount of planning prior to his flight. The same passion to detail and planning has been incorporated in the choice of the Lancair Columbia 300. I contacted the Lancair team regarding detailed specifications for the =B3New Spirit of St. Louis=B2 but due to the Sun And Fun event in Flordia there was no one available for comment. We=B9ll just save that for another issue, stay tuned... LOCAL UPDATE=20 Bend Public Works update. The original plan called for the AWOS to be installed during last years budget. but due to management changes no one wa= s prepared to see the project to completion. The plan now calls for the AWOS to be installed this summer although Public Works has not yet received a grant to cover the cost which could postpone the scheduled summer 2002 install. The budget for this coming fiscal year, 2002-2003, is in the final approval stages and the improvements for the FBO upstairs and funds for a half time airport manager have been included. Upon final approval of the upcoming 2002-2003 budget the Public Works department will place ads requesting potential candidates for the Bend Municipal Airport Manager position to apply. The relocation of Nelson Rd. and the runway is on track, the environmental work has been scheduled and the project completion is projected to take place in the summer 2004. The communication between the airport community and Bend Public Works has improved citing the complaints regarding flying activity by the airport neighbors has reduced, although some complaints are occasionally reported especially in the Alfalfa area. It=B9s recommended the Bend Municipal Airpor= t Fly Friendly noise abatement procedures should be reviewed by all pilots no= t familiar with this procedure. The final La Pine Airport Feasibility Study been completed and is available online. The document is in Adobe Acrobat format (this document is approx 16Mb). The Study will be presented to the Board of County Commissioners at an upcoming worksession (not yet scheduled). For information contact Steve Jorgensen via email Steve_Jorgensen@co.deschutes.or.us SURVIVAL COURSE FOLLOWUP by Jack Kohler =B3Next month I=B9ll report on my progress and share with you my experience, I can hardly wait...=B2 Those were my words last month when I was looking forward to my day in the air with Aerobatic Instructor Parker Johnstone. Well the day finally arrived, April 2, 2002, and I was ready. That morning I walked Pilot Butte getting my aerobic exercise and psyching up for the day=B9s lesson. When I arrived at Redmond Airport Parker was waiting at the hangar and greeted me, we went over some preliminaries and our itinerary for the day. While Parker was preflighting the Super Decathlon he had me sit in the front seat and become acquainted with the instrument panel and look around for familiarity prior to our flight. This would be my first flight in a stick and rudder plane not to mention the conventional landing gear (taildragger for those of you that think conventional means something else)! After a thorough briefing on the packing requirements, use and donning of the parachute we were ready to climb aboard and buckle in. Prior to taxiing, Parker covered the controls (since we sit tandem and he=B9s in the back, I would need to operate some of the controls and avionics) and how we will communicate during the lesson. Having NO prior experience in a conventional gear airplane Parker had me monitor the controls while we were taxiing and during the takeoff. For those of you who have your taildragger endorsements I have a great respect for your accomplishment. During our flight to the practice area Parker introduced me to a couple maneuvers (he has his own special box & circle exercise) that challenged my coordination and sharpened my cross control skills. =20 Once we arrive at the practice area, at safe altitude and cleared the airspace the show began. Parker first would demonstrate a maneuver, then h= e would talk me through the use of the stick and rudder pedals as I would perform the exercise. During certain exercises the sensation of increased G=B9s being placed upon my body was very noticeable and validated by the G-meter on the panel. After performing steep turns, stalls and cross controlled exercises the time was right for what I had hoped to experience, yes, the spin. The demonstration spin was just like the book, hold the nos= e up, stall, full left rudder, invert, spin, stabilize with opposite rudder, stick forward, ease back to controlled flight. WOW! It happened fast, I was totally amazed at what just took place. Since you can see out of the top of the plane, during the inverted part of the spin I was able to look u= p (really down) and see where we were going, reference to the ground, and anticipate the recovery. It was positively something I will remember for the rest of my life, my first spin. With Parker=B9s excellent instruction I was able to enter and recover my own one turn spin. I have now experienced what had to be one of my major fears of flying, and I survived. What a feeling of accomplishment. If the instruction would have ended there that would have given me quite a bit to digest, but Parker senses how much the student can absorb based on their performance and understanding of these exercises, and I wanted more. He gave it to me, I was introduced to inverted flight. I must admit it was definitely an experience that rivals the spin, but this time I was dealing with a little more spatial orientatio= n challenge and after the demonstration I was ready for some cold fresh air! On the way back to the airport Parker recapped our flight and reinforced th= e importance of the maneuvers I was learning as the building blocks for a confident understanding on how to apply the controls when and/or if you should find yourself in an unusual attitude. I discovered the plane really wants to fly, and it takes effort to place it into an unusual attitude. Th= e skills I was learning provide the quickest and safest way to recover from a= n unusual attitude and the plane will actually help. I know this experience has given me some valuable practical skills to practice and an understandin= g of how and when to use them. I=B9m looking forward to our next session, this also introduced me to something else, flying that was really, really, REALL= Y FUN! APRIL FLY-OUT by Don Wilfong The plan is to meet at the Flight Shop at 08:45 on Sat. April 20 for departure at 09:00. Destination is the Flying =B3M=B2 Ranch (OR05) over by McMinnville. The weather did not cooperate for the March Fly-out but we ha= d a good time anyway. It is really not a difficult airport, several of us flew in when we went there before and found to be quite easy. If you have questions call me or bring them up at the meeting/potluck April 18. The weather alternative is to stay on this side of the mountains....we have not been to Chiloquin for quite some time so thought that would be a good spot to go and the access to the restaurant is a short walk across busy highway 97. The food and service has always been great. I am working on some other places we can go with things to do....but....could still use some suggestions for new ideas. Let me hear from you and I will check your suggestions out and try to include them in our plans. Be sure to set aside the weekend of May 18 and 19 for the fly-out with overnight camping at Owyhee Reservoir Airstrip (28U). It should be a lot o= f fun and how often do you have the opportunity to help install a real =B3outhouse=B2??? Next months news letter will have complete info on what exciting things are planned. Dale said he was going to check out the airport ahead of time so there will be no surprises. Don Wilfong, dwnw@bendnet.com MARCH FLY-OUT by Don Wilfong FLY-OUT FUN!!! Sunday 3/24 we met at the Flight Shop at 09:00. We reassessed the weather (South and West both looked kinda black) so we decided to take the easy way out and headed down to Christmas Valley. Those who went were Mike and Ann Bond (in their Cardinal RG), Gary Miller, his co-pilot Kimmy and Deane Cooper in Gary=B9s (Turbo Centurian), Mike and Marcia Guth came in their beautiful (Lancair IVP) Deane rode back with the Guths, Norm Royse showed up in his snappy looking (Navion) and Norma & I flew our (Skylane). Mike Brownlie and Nancy Lecklider both showed up at the airport to see us off but Mike couldn=B9t go as he had an appointment and Nancy went home to take care of Bob (Bob woke up not feeling well). Hope you are okay now Bob= . We all walked over to the Lodge for breakfast.....well.....the wait was lon= g and a couple of orders got mixed up but other than that it was enjoyable an= d we had plenty of time to visit, hangar fly and solve most of the world=B9s problems. We plan to try the other restaurant next time. We had planned on flying to the Flying =B3M=B2 Ranch or to Chiloquin but the weather did not co-operate. This time of year that happens but we always improvise and have a great time anyway. Again......we missed your smiling faces and would have enjoyed having you along. Maybe next time??????? See =B3APRIL FLY-OUT=B2 for next months plans and don=B9t forget the May fly-out and overnight camping trip to Owyhee Reservoir State Airport =B328U=B2 for an event you can really =B3dig=B2. It should be a lot of fun. FAA PUBLIC NOTICE James E. Riley, Specialist Airspace Branch REPRINT FROM CO-OPA SQUAWK SHEET The Pamplin Broadcasting - Oregon, Inc., 10209 Division St., SE, Portland, Oregon 97266, is seeking permits for a group of four antenna towers 3.76 nm southwest of the Bend Municipal Airport (S07). The tower heights will be approximately 280 feet AGL (3800 ft. MSL). Since these structures exceed the FAA obstruction standards the FAA is conducting an aeronautical study. This will help determine it=B9s effect upon the safe and efficient use of navigable airspace by aircraft and on the operation of air navigation facilities. In the study, consideration will be given to all facts relevant to the effect of the structure on existing and planned airspace use, air navigatio= n facilities, airports, aircraft operations, procedures and minimum altitudes= , and the air traffic control system. The impacts on visual operations are under study. The antenna tower group is approximately where Stover Park is located just North of Pilot Butte (see Figure 1). GCC Communication=B9s studio, located o= n Butler Market Road at Wells Acres Rd. currently has two existing antenna towers. The current height of these towers are, tower one 280.5 ft., tower two 265.1 ft. According to Air Life Director, Vern Bartley, the additional four antenna towers will constrict the available airway for westerly egress and ingress to St. Charles Medical Center via Air Life helicopter rescue flights. This poses a serious safety problem for the operation and service= s St. Charles and Air Life provide for the Central Oregon community. Each of the FAA Public Notices can be read and viewed by going to the following link on our Central Oregon - Oregon Pilots Association web site. http://co-opa.rellim.com/s07/faa17apr02/ All members and interested persons are encouraged to participate in this aeronautical study. Comments can be FAXed, 425 227-1530, to James Riley followed by sending the original to the FAA branch Office. FROM THE TOWER by Dwight Coker Starting April 8th the Redmond Airport will be experiencing the beginning o= f a fairly large construction project that will last into December 2002. During this period of time there will be runway and taxi closures like the April 8th closure of Runway 4-22 and ILS for approximately 30 days. It wil= l be important for pilots to monitor NOTAMs during these construction dates. Example of current NOTAMs Redmond OR (Roberts Field) [RDM]: April NOTAM #8 Runway 22 ILS out of service will be effective April 08th, 2002 at 10:00 AM PDT (0204081700) - April 30th, 2002 at 07:00 PM PDT (0205010200) Redmond OR (Roberts Field) [RDM]: April NOTAM #7 4/22 closed will be effective April 08th, 2002 at 12:00 AM PDT (0204080700) The plans are to increase the terminal ramp to approximately three times th= e current size and provide a new taxi way =B3N=B2 off runway 4-22 that will proceed west to taxi way =B3F=B2 and continue to the Forest Service (Fig 1). This will help facilitate ground traffic and improve navigation to the Forest Service. There have been several questions concerning why the ILS is Out of Service during the taxi way and ramp construction. The answer is, the equipment being used during this construction has the ability to interfere with the localizer signal affecting the accuracy of the ILS. Since the accuracy of the ILS cannot be guaranteed the FAA requires that it be placed Out of Service and the signal be turned off. NOTE: In the past the FAA posted NOTAMs indicating an ILS was Out of Service due to similar circumstances yet the localizer signal was still transmitting. A pilot, ignoring the NOTAM, shot the approach and it ende= d tragically with a fatal crash. If you have any questions I can be reached by calling RDM tower 541 548-257= 4 or email rdmserco@aol.com OWYHEE FLYOUT WORK PARTY by Don Wilfong CENTRAL OREGON CHAPTER is hosting a fly-out, work party, barbecue & overnight camp-out at the Owyhee Reservoir State Airport (28U) on May 18/19= . The main project is to dig a hole and erect a genuine, fully functioning =B3outhouse=B2 for the use of the flyers and boaters who frequent the area. We will also police up the area as needed. We plan to have fun too. We will arrive fairly early Sat. Then around 14:00 hrs. there will be a potluck barbecue with hamburgers, sausage dogs, chicken breasts, buns & etc= . provided by the Central Oregon Chapter. We will also furnish paper plates, cups, paper towels and plastic silver ware. You are asked to bring something like salad, chips, desert or whatever and something to drink. Be sure to bring your drinking water (there is none available on site). If you plan to spend the night plan for your other meals. Bring your tie downs, camping gear and whatever else you might need. The barbecue is early as some people do not plan to stay overnight. The airport is 1840=B9 x 30=B9 @ 2680=B9 and is dirt. Let=B9s all be safe. Use your good judgment in making your plans. Call or e-mail Don Wilfong (541 389-1456 or dwnw@bendnet.com ) if you are planning to be there. CHECK THIS OUT by Jack Kohler Last month the Today Show was having Matt Lauer do a broadcast from the aircraft carrier Theodore Roosevelt. If you watched the Today Show you kno= w the broadcast was a success and crew was welcomed home as they returned fro= m their tour of duty in the Middle East. But Here are a couple of pictures I don=B9t think they will show, this happened just prior to Matt and the Today Show television crew arriving onboard (March, 2002). CHAPTER OFFICERS 2002 President: Nancy Lecklider=20 3054 NW Clubhouse Dr Bend OR 97701=20 541 330-1853 nancybob@teleport.com Vice President: Dean Cameron=20 20015 Chaney Rd.=20 Bend OR 97701=20 541 389-8285=20 dcameron@empnet.com Secretary/Treasurer: Gary E. Miller=20 109 NW Wilmington Ave. Bend OR 97701=20 541 383-2435=20 gem@rellim.com Flyout Chair: Don Wilfong=20 210 SE Cessna Dr=20 Bend OR 97702 541 389-1456 dwnw@bendnet.com Program Chair: Clay Trenz=20 2314 Monterey Pines Bend OR 97701=20 541 317-2899=20 claytrenz@aol.com Editor: Jack Kohler=20 63070 Deschutes Mkt. Rd Bend OR 97701=20 541 389-1493=20 jkohler@mactechsys.com Visit our web site at: co-opa.rellim.com for more info and link to the state OPA website. For members only lists: User name: S07 Password: 123.= 0 =3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D For information or questions regarding this news letter contact: Jack Kohler via e-mail: jkohler@mactechsys.com Newsletter submission: co-opanews@mactechsys.com ---------------------- multipart/mixed attachment A non-text attachment was scrubbed... Name: not available Type: application/pdf Size: 1378962 bytes Desc: not available Url : http://catbert.rellim.com/pipermail/co-opa/attachments/41fa7f3c/attachment.pdf ---------------------- multipart/mixed attachment-- From dwnw@bendnet.com Sat May 11 15:00:20 2002 From: dwnw@bendnet.com (Don & Norma) Date: Sat, 11 May 2002 07:00:20 -0700 Subject: [Co-opa]MAY FLY-OUT Message-ID: <000501c1f8f4$30c96c20$8f24a3ce@donw> CO-OPA MEMBERS: DON'T FORGET THIS COMING WEEKEND "MAY 18 & 19" FLY-OUT/OVERNITE CAMPING AT OWYHEE RESERVOIR. DETAILS IN LAST MONTHS AND THIS MONTHS NEWS LETTERS.....PLEASE LET ME KNOW IF YOU PLAN TO GO SO CAN PLAN FOR THE AMOUNT OF FOOD WE ARE TAKING FOR THE BARBEQUE SAT. AFTERNOON. DON WILFONG dwnw@bendnet.com From dwnw@bendnet.com Mon May 13 23:18:12 2002 From: dwnw@bendnet.com (Don & Norma) Date: Mon, 13 May 2002 15:18:12 -0700 Subject: [Co-opa]OWYHEE RESERVOIR FLY-OUT Message-ID: <001701c1facc$129c7380$9824a3ce@donw> HI EVERYBODY.....WE HAVE THOUGHT OF A COUPLE OF THINGS THAT WOULD WORK GREAT IF ANYONE CAN COME UP WITH THESE ITEMS......IF SOMEONE HAS A LIGHT WEIGHT FOLDING TABLE WE COULD USE FOR A SERVING TABLE PLEASE LET ME KNOW.......ALSO DALE MENTIONED THAT A CHAINSAW TYPE POWERED AUGER WOULD SURE COME IN HANDY TO HELP WITH THE DIGGING. LET ME HEAR FROM YOU IF YOU CAN HELP. DON WILFONG dwnw@bendnet.com From jkohler@mactechsys.com Thu May 16 05:11:25 2002 From: jkohler@mactechsys.com (Jack Kohler) Date: Wed, 15 May 2002 21:11:25 -0700 Subject: [Co-opa]May Newsletter Message-ID: > This message is in MIME format. Since your mail reader does not understand this format, some or all of this message may not be legible. ---------------------- multipart/mixed attachment ---------------------------------------------------------------------------= - CO-OPA Newsletter May 15, 2002 ---------------------------------------------------------------------------= - To see the Newsletter with graphics and links, open the Acrobat Reader file MayCO-OPA.pdf attached. If you do not have Adobe Acrobat Reader you can get it here: http://www.adobe.com/products/acrobat/readstep2.html =3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D IN THIS ISSUE May Meeting Guest Speaker Flying =B3M=B2 Fly-Out Hangar Flying May Fly-Out, Owyhee >From The Tower Board in Bend Membership FAA Notice Update Time Has Come Check This Out =3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D MAY MEETING This months meeting will be on Thursday, May 16th, 6:00pm at the Bend Airport (S07) in the Flight Services building. GUEST SPEAKER by Clay Trenz Tyler Speed from Electronics International, Inc. will be speaking at the meeting this week. Tyler will give a presentation regarding their Ultimate Bar Graph Engine Analyzer, The benefits of flying with an Electronics International Engine Analyzer are extensive. E. I. has been manufacturing Analyzers which are relied upon by thousands of pilots around the world since 1980. The Ultimate Bar Graph Engine Analyzer (model UBG-16) is the most sophisticated instrument in their arsenal. Its unique features were designed to provide you with the ultimate tool for detecting engine problem= s in their earliest stages and assisting you in operating your engine safely and economically. Tyler hopes to answer any questions regarding this or an= y of their other fine digital display products. FLYING =B3M=B2 FLY-OUT by Don Wilfong A bright and sunny morning came on Sat. 4/20 and the faithful few gathered at the Flight Shop. Mike & Ann Bond in their Cardinal RG, Gary Miller with co-pilot Kimmy, (Ken Sandine joined them) in Gary=B9s Turbo Centurian, Deane Cooper in his Maule and Norma & I in our Skylane. We checked the weather and decided we would head for the Flying =B3M=B2 and if the clouds didn=B9t part we would turn around and head for Chiloquin. We headed over the mountains and the flight was beautiful without a bump. We had no problem getting down through a very large hole and on to our destination. For those who have not been there, it is a great spot in the foot hills of the Cascade Range with a fantastic log lodge and the food is good. When we arrived we were the only planes there (a group of 25 planes had bee= n there and gone already) a few more arrived while we were enjoying our meal. Some friends of Deane=B9s arrived in their 172 and joined us. They along wit= h Deane are planning a trip to Alaska in June. We looked over a bunch of Canada & Alaska charts and reminisced about prior trips and dreamed about going there again. We all kinda went our separate ways on the way home, I think Deane went on to Newport and we had a fun flight home with mostly blue skies. The fly-out was a success and we missed the smiling faces of those of you who couldn=B9t make it. Plan for the May fly-out/overnight camping at Owyhee Reservoir. HANGAR FLYING by Joel Premselaar NOTE: When Joel left on vacation he left it to my discretion as whether or not to place the following story for this month=B9s issue. I have read this story and it shows a facet of Joel=B9s writing that=B9s less technical, I think you=B9ll agree. jk =20 =B3Dilemmas=B2 NUMBER ONE When veteran pilots are asked what the rage of their aircraft is, they will respond, =B3It=B9s determined by the size of my bladder.=B2 The disposal of the by-products of normal bodily functions has long been the bane of aviators. Diuretic beverages consumed before a flight invariable exact their demands upon pilots at the most inconvenient time of the flight, which is any time at all. Early on, aviators won the ear of the designers of military aircraft. A device appropriately named relief tube was developed. There was, however a shortcoming in its design. In the cold open cockpits of the time, it was difficult to make ends meet, especially through several layers of clothing. The relief tube, readily accessible to the pilot, is comprised of a cup attached to a tube that extends downward protruding about four or five inches beyond the bottom of the aircraft. The tub is held in place by a rubber grommet. The tip of the tube is cut on an angle with the opening facing aft to produce a low pressure area at the point of egress thereby ensuring the extractions of fluids in flight. You may not believe this, but there are those in the military who posses a sadistic streak. For example, just before the takeoff, one of these perverts would turn the tube around facing the angled cut into the slipstream. Of course I would never engage in such an act. When the hapless airman used the device for the purpose for which it was intended, the cockpit would be filled with a sallow salty spray. No small difficulty was encountered in turning off the source of the obnoxious fluid. The configuration of the relief tube is remarkable similar in appearance to that of an apparatus developed early on to provide inter cockpit communications called a voice tube. This is a natural for our fiend. Recruits are intruded to the relief tube as the voice tube. =B3Try it. You have to hold it right up to your lips and shout.=B2 Our practical joker woul= d look over the side of the plane and tell another recruit to put his ear to the other end to hear what was being said. Of course the indoctrination always included an audience. When radar came into use in airplanes, it was highly classified. Those in the know were forbidden to talk about it with anyone save those with a proper security clearance. A uniquely shaped hood was required for viewing the screen. The rectangular end of the hood fit over the radar=B9s scope. The curved slot at the other end was designed to encompass the user=B9s eyes. An uninitiated crewman happening upon the hood would invariable ask his sage, =B3What=B9s this for?=B2 Inspecting the unusual shape in his hand, the examiner would, sooner or later, place the slotted end firmly against his lips and, talking through it ask, =B3 Is it a megaphone?=B2 The wise man would then blandly inform his victim, =B3No, as you know we now have women in the service: that=B9s a relief tube attachment for them.=B2 The target of abuse could hear a roar of laughter behind him as he sped to the nearest washbasin. Security was preserved. New technologies emerged at a rapid rate with the advent of jet aircraft. Aviators had a lot to learn; unfortunately, they had to do it with the same old human frailties. Take for example the experience of a senior test pilo= t for a well-known aircraft manufacturer. The company was moving its plant from New England to Texas. Ferrying their prototype jet fighter to the new location was assigned to their intrepid test pilot. It was stipulated that the aircraft was not to be ferried under instrument flight conditions. Day after day the subject consumed huge quantities of coffee while awaiting goo= d weather. Finally, one afternoon, a fleeting opportunity to fly came to pass. Hastily taking off, the coffee laden pilot climbed high to reach the aircraft=B9s optimum cruising altitude. Soon after settling on course toward his destination, nature also took its course. Nonchalantly, the seasoned pilot brought the relief tube into use. Suddenly a grim realization struck him. The blinkity blank thing was filling up. In fact, it was overflowing. In an instant he recognized the problem. He was in a pressurized cockpit. Thoughtful engineers designed a valve into the relief tube to prevent leakage - - of air pressure that is. With the speedy reaction for which test pilots are noted, he squeezed open the valve. Sadly, his analysis of the problem was deficient. He was too close when he opened the valve! Surprise then delight turned into pain and consternation in a millisecond. The suction was merciless. Tethered as he was, it took a super human effor= t to reach and activate the cockpit pressure dump valve. His reward was relief quite different than the kind for which it was designed, but relief nonetheless. In his report he stated that the inclusion of that valve stretched a good thing too far. Furthermore, he likened the experience to that of getting caught in a milking machine. Later, after reviewing his report, the engineers wondered how their superman knew that milking machine= s felt like. MAY FLY-OUT, OWYHEE by Don Wilfong Hooray, Hooray the first of May =B3outdoor fun=B2 started today!!!! Our Central Oregon Chapter is hosting a fly-out, work party, barbeque & overnight camp-out at the Owyhee Reservoir State Airport (28U) on May 18/19= . We are going to erect a genuine, fully functioning =B3outhouse=B2 for the use o= f the flyers and boaters who frequent the area. We also plan to police up th= e area as needed. It won=B9t be all work, we plan to have loads of fun too. W= e hope to be able to have a big camp fire Saturday night... I will check to see if we can and if we all need to bring a little bit of fire wood. Some of us plan to leave early Saturday morning but others can come a littl= e later. Around 14:00 hrs. there will be a potluck barbeque with hamburgers, sausage dogs, chicken breasts, buns & condiments provided by the club. We will also furnish paper plates, cups, paper towels and plastic silver ware. The barbeque is being held early so those that don=B9t plan to stay overnight can have daylight to fly home. You are asked to bring something like salad, chips, desert or ???? and whatever you want to drink. Be sure to bring your drinking water (there is none available on site). You may want to bring camp chairs. We have thought of a couple things that would work great if anyone can come up with these items. If someone has a lightweight folding table we could use for a serving table, please let me know. Also, Dale mentioned that a chainsaw type powered auger would sure come in handy to help with the digging. If you plan to spend the night plan for your other meals. Bring your tie downs, camping gear, bug repellant, fishing gear and whatever else you migh= t need. We will fly over and check out the airport for condition and safety before our regular potluck meeting (May 16). We will be showing a video of the airport to help you in your decision on going. The airport is 1840=B9 x 30=B9 = @ 2680=B9 and is dirt. Let=B9s all be safe. Use your good judgment in making your plans. If you plan to be there please e-mail or call Don Wilfong so we will know how much food we will need to take. (dwnw@bendnet.com or 389-1456). FROM THE TOWER by Dwight Coker I have a couple items I would like to share with you this month. Effective May 01, 2002 the FAA issued a Northwest Mountain Region Letter To Airmen 20-01 regarding VFR practice approaches. This notice lists the airport location, ATC facilities providing service and the radio frequency for VFR aircraft executing practice instrument approaches. You can find this FAA letter on the Central Oregon =AD Oregon Pilots Association Web site. The Redmond Airport is expected see continued construction affecting runway 4-22 until May 19, 2002. At which time runway 10-28 should experience an immediate closure for approximately 10 days. Whether runway 4-22 ILS will become active will be determined by the FAA (watch for NOTAMS) and may need to be flight checked prior to activation. BOARD IN BEND by Jack Kohler The Oregon Pilots Association Board meeting was held in Bend this month. I= t couldn=B9t have been a nicer day for those lucky enough to fly. Air Life of Central Oregon, directed by Vern Bartley, hosted the May board meeting in their hangar at the Bend Municipal airport. The meeting was open to member= s wishing to attend. Regarding Central Oregon, Carrie Novak provided an update on the projects taking place at the Redmond Airport. She indicated this is the largest single project in the history of Roberts Field and includes moving and creating taxiways, increasing the air carrier ramp size= , placing =B3Distance to Go=B2 markers on rwy 10-28, PAPI on rwy 22 and several other pavement projects. Major issues that are demanding attention are necessary Policy changes, Rates and Charges issues, Planning issues and Insurance issues. Carrie also pointed out that there is NO NextRad weather coverage in the Central Oregon area, we are one of seven areas in the entir= e US without coverage and possibly one of the largest populated areas. This could be a call to action item that may require letters to our congressiona= l folks pointing out the lack of weather reporting in the Central Oregon area= . Carrie noted that the ongoing radar site location for Central Oregon has been narrowed down to three sites all located on the Redmond Airport and sh= e hopes final selection will be soon. Other OPA business was conducted and many presentations were given and information will be made available to members via local chapters and the OP= A web site. MEMBERSHIP REMINDER by Don Wilfong Please do me a favor and go on to our web site: http://co-opa.rellim.com an= d pull up the membership list The User Name is S07 (that is S zero 7) and the password is 123.0 to get into members only info. Please check all information about you on the list and if there are any corrections please e-mail them to me at dwnw@bendnet.com and I will see tha= t the list is corrected, we would like everything to be current. Also you will note that the first column on the list is used to indicate those who have paid (Local Chapter Dues) You can find the form for Membership Application or Renewal on the website too. If you wish you can print out a copy and use it to send in your Dues to Gary Miller, address is on the form. Thank You All Very Much for helping me keep the list up to date. If you have any additional questions you may email me, dwnw@bendnet.com. FAA PUBLIC NOTICE FOLLOW UP The Pamplin Broadcasting - Oregon, Inc., 10209 Division St., SE, Portland, Oregon 97266, is seeking permits for a group of four antenna towers 3.76 nm southwest of the Bend Municipal Airport (S07). The tower heights will be approximately 280 feet AGL (3800 ft. MSL). Since these structures exceed the FAA obstruction standards the FAA has conducted an aeronautical study which was reported here last month. The antenna tower group is approximately where Stover Park is located just North of Pilot Butte. GCC Communication=B9s studio, located on Butler Market Road at Wells Acres Rd. currently has two existing antenna towers. The current height of these towers are, tower one 280.5 ft., tower two 265.1 ft. The FAA has made a determination of =B3NO HAZARD=B2 on all of the four Aeronautical Study petitions, but did impose coordination requirements, lighting, and other related compliance actions on the petitioner. Oddly enough, the accompanying airspace study only referenced receipt of four letters of comment regarding the proposed towers; Oregon DOT, Van Bartley (Air Life/St. Charles Medical Center), Amy Prutzman (Aerie Innovations, Inc.) and Brent Hart (Technical Specialist, AOPA) no additional comments were received. You can read the FAA=B9s response to the Aeronautical Study o= n the CO-OPA web site. TIME HAS COME by Jack Kohler Well, we=B9ve been at it for six months now and we need an official name! What am I talking about? Our newsletter, of course! Just calling this publication =B3NEWSLETTER=B2 is a little dry IMHO. I=B9m sure we can come up wit= h a name that readily reflects our aviation affiliation. So, I=B9m counting on you for ideas. Sure, I have ideas but I=B9m sure you have some ideas too. send your suggestions to: Subject: Newsletter Name co-opanews@mactechsys.com I=B9ll post all the suggestions and hopefully we=B9ll agree on one that works for our newsletter. I would like to make the changes for the next months issue so put your thinking caps on and send me your suggestions. Just prio= r to the next newsletter we=B9ll call for a vote on the names submitted and whe= n the next issue arrives you=B9ll know the results. CHECK THIS OUT by Jack Kohler This is an actual picture of Ruth=B9s Grandson, Trey, sitting in a Robinson R44 Raven. Now think how good Tiger Woods is at golf, I just wonder if thi= s might be too late already? I guess we=B9ll have to get blocks for the pedals= , an extension on the cyclic and collective. Oh well... CHAPTER OFFICERS 2002 President: Nancy Lecklider=20 3054 NW Clubhouse Dr Bend OR 97701=20 541 330-1853 nancybob@teleport.com Vice President: Dean Cameron=20 20015 Chaney Rd.=20 Bend OR 97701=20 541 389-8285=20 dcameron@empnet.com Secretary/Treasurer: Gary E. Miller=20 109 NW Wilmington Ave. Bend OR 97701=20 541 383-2435=20 gem@rellim.com Flyout Chair: Don Wilfong=20 210 SE Cessna Dr=20 Bend OR 97702 541 389-1456 dwnw@bendnet.com Program Chair: Clay Trenz=20 2314 Monterey Pines Bend OR 97701=20 541 317-2899=20 claytrenz@aol.com Editor: Jack Kohler=20 63070 Deschutes Mkt. Rd Bend OR 97701=20 541 389-1493=20 jkohler@mactechsys.com Visit our web site at: co-opa.rellim.com for more info and link to the state OPA website. For members only lists: User name: S07 Password: 123.= 0 =3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D For information or questions regarding this news letter contact: Jack Kohler via e-mail: jkohler@mactechsys.com Newsletter submission: co-opanews@mactechsys.com ---------------------- multipart/mixed attachment A non-text attachment was scrubbed... Name: not available Type: application/pdf Size: 1103481 bytes Desc: not available Url : http://catbert.rellim.com/pipermail/co-opa/attachments/4639bb56/attachment.pdf ---------------------- multipart/mixed attachment-- From co-opanews@mactechsys.com Tue Jun 11 04:40:09 2002 From: co-opanews@mactechsys.com (CO-OPA News Letter) Date: Mon, 10 Jun 2002 20:40:09 -0700 Subject: [Co-opa]Newsletter Name Suggestions Message-ID: > This message is in MIME format. Since your mail reader does not understand this format, some or all of this message may not be legible. ---------------------- multipart/alternative attachment Good Day Everyone, The following are suggestions received for our newsletter. Please review any choices you like or add to the list and let me know. We are going to try and narrow this down a bit. I would like everyone who reads this email to either pick a name or suggest a name. Please reply ASAP to co-opanews@mactechsys.com =-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-= For information or questions regarding the CO-OPA newsletter contact: Jack Kohler via e-mail: jkohler@mactechsys.com Newsletter submission: co-opanews@mactechsys.com Here's the list so far. Newsletter suggestions Tale spin Flight Time(s) Touch & Go Stall Warning Final Approach Debrief Hangar Talk Pirep High Cascade Approach High Cascade Air Wing High Cascade Flight Log Full Flap STOL Toy Dip Stick Flight Com Full Throttle Tail Wind Yolk & Pedals Skywriter Pull Chocks Say Again Clear Approach Five by Five Checklist Leading Edge On the Numbers ---------------------- multipart/alternative attachment An HTML attachment was scrubbed... URL: http://catbert.rellim.com/pipermail/co-opa/attachments/5639b8ef/attachment.htm ---------------------- multipart/alternative attachment-- From prems1@earthlink.net Tue Jun 11 05:36:51 2002 From: prems1@earthlink.net (S Joel) Date: Mon, 10 Jun 2002 21:36:51 -0700 Subject: [Co-opa]Newsletter Name Suggestions Message-ID: <412002621143651510@earthlink.net> An HTML attachment was scrubbed... URL: http://catbert.rellim.com/pipermail/co-opa/attachments/2b5aeadd/attachment.htm From jkohler@mactechsys.com Tue Jun 11 16:04:15 2002 From: jkohler@mactechsys.com (Jack Kohler) Date: Tue, 11 Jun 2002 08:04:15 -0700 Subject: [Co-opa]Newsletter Name #2 Message-ID: > This message is in MIME format. Since your mail reader does not understand this format, some or all of this message may not be legible. ---------------------- multipart/alternative attachment Good Day Everyone, The following are NEW and previous suggestions received for naming our newsletter. Please review any choices you like or add to the list and let me know. We are going to try and narrow this down a bit. I would like everyone who reads this email to either pick a name or suggest a name. Please reply ASAP to co-opanews@mactechsys.com Thanks for those of you that have responded so far, if not please review the list and make a choice or suggestion. You may even change your mind, but I would like to have some sort of consensus before too long (think we can do this in a week?). Looking forward to hearing from you... =-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-= For information or questions regarding the CO-OPA newsletter contact: Jack Kohler via e-mail: jkohler@mactechsys.com Newsletter submission: co-opanews@mactechsys.com NEW ADDITIONS: The COPAsetic Flyer High Flight Log Cascades Chandelle Flyer Cascade Flyer High Cascades Air News High Cascades Air Talk High Cascades Hanger News Previous Newsletter suggestions Tale spin Flight Time(s) Touch & Go Stall Warning Final Approach Debrief Hangar Talk Pirep High Cascade Approach High Cascade Air Wing High Cascade Flight Log Full Flap STOL Toy Dip Stick Flight Com Full Throttle Tail Wind Yolk & Pedals Skywriter Pull Chocks Say Again Clear Approach Five by Five Checklist Leading Edge On the Numbers ---------------------- multipart/alternative attachment An HTML attachment was scrubbed... URL: http://catbert.rellim.com/pipermail/co-opa/attachments/df886356/attachment.htm ---------------------- multipart/alternative attachment-- From jkohler@mactechsys.com Wed Jun 12 18:01:15 2002 From: jkohler@mactechsys.com (Jack Kohler) Date: Wed, 12 Jun 2002 10:01:15 -0700 Subject: [Co-opa]Newsletter Name #3 (Squawk) Message-ID: > This message is in MIME format. Since your mail reader does not understand this format, some or all of this message may not be legible. ---------------------- multipart/alternative attachment Good Day Everyone, Sorry to keep bothering you, BUT... This will be the last time I'll be sending the entire suggestions list, I have received votes regarding existing suggestions and have included the new submissions. Here's the deal... I need to hear from you or keep hearing from you! This newsletter name is intended to be our permanent choice, participation would be greatly appreciated. So, Please review all the suggestions and pick the ones you like (more than one is fine at this point), I will then send out. within the day or two, a list with ONLY those names that received a vote (submitting a NEW name does NOT count as a vote for that name) and any last minute new suggestions. We will then vote for the best of this revised (shortened) list (I will again post any new last minute suggestions). We'll look at this as the semi finals and next the final selection will be determined. Hopefully within the next week before the June 20th meeting we'll have our new newsletter name. co-opanews@mactechsys.com Thanks for those of you that have responded so far, if not please review the list and make a choice or suggestion. Looking forward to hearing from you... =-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-= For information or questions regarding the CO-OPA newsletter contact: Jack Kohler via e-mail: jkohler@mactechsys.com Newsletter submission: co-opanews@mactechsys.com NEW ADDITIONS: Brief and Debrief High Desert Dispatch High Desert Brief High Desert Debrief Tale Wind Hangar of Debrief Cleared For Takeoff Previous Newsletter suggestions The COPAsetic Flyer High Flight Log Cascades Chandelle Flyer Cascade Flyer High Cascades Air News High Cascades Air Talk High Cascades Hanger News Tale spin Flight Time(s) Touch & Go Stall Warning Final Approach Debrief Hangar Talk Pirep High Cascade Approach High Cascade Air Wing High Cascade Flight Log Full Flap STOL Toy Dip Stick Flight Com Full Throttle Tail Wind Yolk & Pedals Skywriter Pull Chocks Say Again Clear Approach Five by Five Checklist Leading Edge On the Numbers ---------------------- multipart/alternative attachment An HTML attachment was scrubbed... URL: http://catbert.rellim.com/pipermail/co-opa/attachments/a210b5c2/attachment.htm ---------------------- multipart/alternative attachment-- From mvbond@myexcel.com Fri Jun 14 09:58:22 2002 From: mvbond@myexcel.com (mike bond) Date: Fri, 14 Jun 2002 01:58:22 -0700 Subject: [Co-opa]Fw: Festival of Flight Info 2002 OPA Festival of FlightInfo.pdf [2/8] References: <001501c21300$00d6cc80$45181ad8@nancy> Message-ID: <3D09B02E.FD45A607@myexcel.com> Nancy, My browser cannot read this series of emails you sent. Mike Bond From jkohler@mactechsys.com Fri Jun 14 18:42:46 2002 From: jkohler@mactechsys.com (Jack Kohler) Date: Fri, 14 Jun 2002 10:42:46 -0700 Subject: [Co-opa]Newsletter Name #4 (Squawk) Message-ID: > This message is in MIME format. Since your mail reader does not understand this format, some or all of this message may not be legible. ---------------------- multipart/alternative attachment Good Day Everyone, Sorry to bother you again, BUT, we're getting close... This is considered this the semi finals. We're down to only suggestions that have received at least one vote and any new suggestions. After this round there will be one more vote which will determine the final outcome. If you absolutely feel you need to submit another suggestion go ahead and submit I will list it with the final choices. Now at this point vote for one choice and vote one time to narrow down the field. Remember the next vote is the final. I repeat, Here's the deal... I need to hear from you or keep hearing from you! This newsletter name is intended to be our permanent choice, participation would be greatly appreciated. co-opanews@mactechsys.com Thanks for those of you that have responded so far, if not please review the list and make a choice or suggestion. Looking forward to hearing from you... =-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-= For information or questions regarding the CO-OPA newsletter contact: Jack Kohler via e-mail: jkohler@mactechsys.com Newsletter submission: co-opanews@mactechsys.com NEW ADDITIONS: COPA Skywriter Flight Plan Preflight Check Sonic Boom Sky Writings High Desert Dispatch Tale Winds Semi Final suggestions that have received at least one vote Cleared For Takeoff The COPAsetic Flyer Cascade Flyer High Cascades Air News High Cascades Air Talk High Cascades Hanger News Touch & Go Hangar Talk High Cascade Approach High Cascade Flight Log Say Again ---------------------- multipart/alternative attachment An HTML attachment was scrubbed... URL: http://catbert.rellim.com/pipermail/co-opa/attachments/9ade6576/attachment.htm ---------------------- multipart/alternative attachment-- From jkohler@mactechsys.com Tue Jun 18 04:32:47 2002 From: jkohler@mactechsys.com (Jack Kohler) Date: Mon, 17 Jun 2002 20:32:47 -0700 Subject: [Co-opa]Newsletter Name FINAL (Squawk-time sensitive) Message-ID: > This message is in MIME format. Since your mail reader does not understand this format, some or all of this message may not be legible. ---------------------- multipart/alternative attachment Good Day Everyone, THIS IS IT! This is the last vote, I need to hear from as many of you as possible. I need to get the newsletter out, hopefully with it's NEW name so I need your help. Below you will find the FINAL choices for the newsletter name. Vote for One, the one with the most votes in the next TWO DAYS becomes the new name for the newsletter. (Wednesday the newsletter goes out!) Note: If there is a conspiracy to write in another name, go for it, if it gets written in more times than any one of these gets votes we'll go with it, but unless that happens, The Final Choices Are... Cleared For Takeoff The COPAsetic Flyer Cascade Flyer High Cascades Hanger News Hangar Talk High Cascade Approach Pick one and Please reply to: co-opanews@mactechsys.com Thanks for playing =-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-= For information or questions regarding the CO-OPA newsletter contact: Jack Kohler via e-mail: jkohler@mactechsys.com Newsletter submission: co-opanews@mactechsys.com ---------------------- multipart/alternative attachment An HTML attachment was scrubbed... URL: http://catbert.rellim.com/pipermail/co-opa/attachments/03d2e660/attachment.htm ---------------------- multipart/alternative attachment-- From dwnw@bendnet.com Tue Jun 18 19:55:19 2002 From: dwnw@bendnet.com (Don & Norma) Date: Tue, 18 Jun 2002 11:55:19 -0700 Subject: [Co-opa]FLY-OUTS (2) FOR JUNE (THIS SAT AND SUN) Message-ID: <001d01c216f9$b20d9ea0$4024a3ce@donw> HEY EVERYBODY.......BELOW IS THE PLAN FOR THE SAT. 06/22/02 FLY-OUT TO ASTORIA... THE BAD WEATHER BACK UP......PENDLETON.....THERE IS A CASINO NEAR PENDLETON THAT WILL SEND A VAN TO PICK US UP..... THERE IS A CAFE THERE SO WE CAN HAVE BREAKFAST.....ALSO......THERE IS A MUSEUM (INDIAN) WE CAN GO TO AT THE SAME LOCATION THAT SHOULD BE FUN TO GO THRU. CAN'T GO SAT. ?? THEN TRY SUNDAY!!! WE ARE HAVING TWO FLY-OUTS THIS MONTH........THERE IS AN UNSCHEDULED FLY-OUT FOR SUNDAY......06/23/02......TO FALL RIVER MILLS, CALIF. (089) ON YOUR GPS.....THE CAFE IN TOWN WILL COME PICK US UP.....MEET AT THE FLIGHT SHOP AT 08:30 ON SUNDAY 23 JUN 02 > > > > > > > JUNE FLY-OUT !!!! We have been dictated to by the weather to stay > on > > > this > > > > side of the mountains most of the time. Now weather permitting we > are > > > > headed for the Coast on Sat. Jun 22, we will meet at the Flight Shop > > at > > > > 08:30 to group up and head for Astoria. The "Runway Café" is on the > > > field > > > > so we can chow down when we get there. > > > > > > > > The plan is to rent a van (shared expense) and go to the Maritime > > Museum > > > > among other exciting things such as a possible tour of the Coast > Guard > > > > facility and maybe the helicopter operation that takes guys out to > the > > > > light ship etc. Also we could go to Ft. Clatsop (the end of the > > Oregon > > > > Trail). > > > > > > > > John Overholster the F.B.O. and operator of the Café is checking out > > > some > > > > of the possibilities for us. > > > > > > > > If the weather does not permit going to Astoria we will have another > > > > exciting place as a backup. No excuses accepted this time, lets see > a > > > > show of members for this one. > > > > > > > > > > > > > > > > > > From jkohler@mactechsys.com Thu Jun 20 18:09:01 2002 From: jkohler@mactechsys.com (Jack Kohler) Date: Thu, 20 Jun 2002 10:09:01 -0700 Subject: [Co-opa]June Newsletter (Here it is!) Message-ID: > This message is in MIME format. Since your mail reader does not understand this format, some or all of this message may not be legible. ---------------------- multipart/mixed attachment --MS_Mac_OE_3107412541_8489638_MIME_Part ---------------------------------------------------------------------------= - CO-OPA Newsletter JUNE 20, 2002 ---------------------------------------------------------------------------= - To see the Newsletter with graphics and links, open the Acrobat Reader file JunCO-OPA.pdf attached. If you do not have Adobe Acrobat Reader you can get it here: http://www.adobe.com/products/acrobat/readstep2.html =3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D IN THIS ISSUE June Meeting Guest Speaker Newsletter Changes Owyhee Fly-Out Hangar Flying Vehicle Operation June Fly-Out(s) Calendar of Events Safety Quiz Check this Out =3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D June MEETING This months meeting will be on Thursday, June 20th, 6:00pm at the Bend Airport (S07) in the Flight Services building. GUEST SPEAKER by Clay Trenz Destiny aircraft corp. will be joining us this month. Their product line includes powered parachutes and quick-deploy emergency parachutes. The Executive-Chute is a method of escape for tenants in high-rise office buildings, apartments and hotels. The emergency parachute has generated global exposure since the 911 terrorist attack. Hopefully, they will bring product samples for our viewing pleasure. The company website is www.destinypowerchutes.com Newsletter Changes by Jack Kohler Naming the newsletter has been quite the challenge. It=B9s difficult to narrow down something that seems as simple as naming a newsletter. I would like to thank everyone who participated. Our newsletter=B9s new name was submitted by Amy Prutzman, one of our newest members. As you noticed I hav= e made some changes to the format of the newsletter. Since we came up with a new name for the newsletter I wanted to update the look. I hope everyone will find the new format easy to follow. I=B9ll continue to make changes as time goes. I=B9ve decided to use a rotating banner picture, kind of like seeing a new cover picture on a magazine each month. I=B9ll pull from a variety of ideas for the banner including photos, graphics, images and othe= r sources. I trust members will be providing ideas and photos to choose from= . Time will tell how this goes but I think it will certainly be different enough to set us apart from the other chapter newsletters. I would like to think we=B9re on the edge of the envelope, so to speak. I hope everyone is happy with the results. But as some wise person said before my time, if we want to change it - we will! So, with that, here=B9s the current issue with all it=B9s new changes. Enjoy our new =B3CASCADE FLYER=B2= . OWYHEE FLY-OUT by Don Wilfong We gathered up boxes of food and assorted supplies, loaded our camping gear in our Skylane and headed over to Owyhee Reservoir on Saturday morning, the trip was great and the airport certainly was not a problem. The airport is dirt, relatively smooth and has really good approaches over the water with no obstructions. Dale and crew had removed some small trees from one approach as requested by the State. Dale and Virginia, in their Maule, flew over on Friday and spent the night. Dale wanted to check out the runway and he raked out some rough spots where cattle had walked when it was muddy. Mark Clark and Paul Sunderlin, from Bend, were already there in their Cessna 180 when Dale and Virginia arrived= . Saturday morning Norma and I landed just as they had completed digging the pit (talk about great timing). The State Aviation Agency had delivered the outhouse (made of plastic or fiber glass) by boat and had moved it to withi= n about 40 yards of it=B9s final destination. Four of us picked it up and move= d it into place. Mark and Paul had promised their wives they would be home by noon so they left without having lunch. Dale and I finished the job by putting four guy cables on the unit to keep it from blowing away (the wind can really blow). Mike Redd and Jim Bellet, in a Cessna 180 (from Klamath Falls Chapter), arrived just as we were finishing with the tie downs (their timing was good too). The installation was completed, it passed the necessary tests, was found to be fully operational and should provide a much needed service for many years to come. Norma and I had most of the food and supplies, in our plane, so we taxied down to the =B3Owyhee Hilton=B2, unloaded the food and we all pitched in to get our lunch prepared. Everyone was treated to the infamous =B3Wilfong Burger=B2 with all the trimmings, Crab Salad, Potato Salad, other delicacies and beverage of your choice. Needless to say we were all stuffed. You will hav= e to wait until next time to find out about the =B3Wilfong Burger=B2. I had invited some of the people from Pilot Butte Airport and Duane and Jea= n Francis, flew in, with their Cessna 205, visited and ate before heading bac= k home. Stephan White from Bend dropped in with his Cessna 175 (converted to a tail dragger) and we fed him too. I=B9m hoping they might join. All in all about a dozen planes landed while we were there. Some were from Idaho, and one was from Washington. Two of them were Cessna 150s so you ca= n tell the airport was not too much of a challenge. Dale, Virginia, Norma and I spent the evening, around the campfire, swappin= g stories until we got too sleepy to stay up. Boy it was sure quiet and peaceful. The next morning we had a delicious breakfast (Virginia had home made biscuits and gravy), loaded up and headed for home just in time to bea= t the rain. You missed a really great outing... next time maybe ??????? There are more pictures from the Owyhee Fly-Out, follow this link http://co-opa.rellim.com/flyouts/may2002 Hangar Flying by Joel Premselaar Number Two We were ferrying six F6F Hellcats to Pensacola, Florida for an overhaul. B= y regulation, aircraft being ferried were restricted from instrument and nigh= t flight; consequently, w the weather was predicted to be clear by our estimated time of arrival at Biggs Air Force Base, El Paso, Texas, we departed the Naval air Station, San Diego. The weather front stalled just beyond our destination. Although it was only mid afternoon, we would have to remain overnight in El Paso. =20 With plenty of time to kill, we embarked on an excursion to Juarez, Mexico, to partake of the sights and food. One of our group, Hedron, fell victim t= o Montezuma=B9s Revenge! By mid morning, Big spring, Texas, cleared. It was my turn to lead the next leg, so I asked Hedron if he felt up to the trip. He assured me that after sitting on the =B3Thunder Mug=B2 most of the night, he was completely purged and ready to go. The flight promised to be uneventful when, passing over Guadalupe Pass, Hedron called to ask if there was a landing site nearby. He exclaimed that nature was making urgent demands upon him. Ask anyone and they=B9ll tell you that I=B9m really a very nice guy; but at that moment I grew harms. I=B9d trea= t Hedron to a good lesson. Good pilots always did their own navigating, just in case .... At that time, year 1949, the Delaware Springs airstrip, on the Green 4 Airway, lay just ahead so, being a nice guy, I answered, =B3No=B2. Did I imagine or hear a gulp and the sound of grinding teeth emanating via the either? Minute later I glanced over my shoulder to Hedron in formation on my wing, in a voice clearly strained, he broke silence. =B3are you sure there=B9s no place to land? Can we turn back? I can=B9t hold out much longer.=B2 He was too occupied with his dilemma to pick up on his own navigation. A germ of an idea entered by satanic alter ego=B9s mind; so, with the airport a= t Wink, Texas, just over the horizon I told him that we were at the point of no return. It would take just as long to fly back as it would to get to ou= r destination. Our other four squadron mates in the flight had also grown horns. They offered no help. They knew that Hedron was one of the most skilled pilots in the physical manipulations of the aircraft. They knew that Hedron was capable of flying in such close formation on one=B9s wing that the local flo= w of his plane would affect the leader=B9s. One could trim out the bias and if Hedron varied in the lest bit, the feedback would be felt. They also knew of a specific episode of when I had him on my wing I, as every section leader wont to do, had checked on him in my rear view mirror. Not believin= g what I saw, I looked directly at him. sure enough, there he was stark naked with an ear-to-ear grin on his face! He=B9d gotten completely undresse= d and his aircraft never bobbled a bit. I can attest to this because if it had, my aircraft would have to reacted to it. I now sought amusement so I called, =B3Navy 246, I=B9ve seen you get undressed in a plane before, strip down, use a chart as a receptacle, and do your thing=B2. Appreciative of high drama, I moved from the lead to a step-up position on his wing to better my view. Immediately the other four moved into what became the tightest six-plane formation ever created. We witnessed the fastest transition from dressed to un in the annuls of history. When Hedron perched himself over the chart I began to move ahead. Sensing my evil intent to feed him some prop wash at the critical moment, h= e went full power. This resulted in six Hellcats creaming through the air at maximum speed while the object of attention was, euphemistically, taken a thunderclap on a map! Grinning, he was rewarded with many hurrahs as he lifted his deposit high like a victorious gladiator holding his late opponent=B9s dripping head. His grin was replaced with a look of surprise then anguish as he realized that his prize wa dripping too. He slid his goggles over his eyes. Gripping th= e control stick between his knees (navy fighter planes of those days had no auto pilot), he furiously cranked open the canopy and drew back his left ar= m to dispose of the odoriferous object in his hand. In the next instant, he disappeared in a brown haze! The formation exploded in hilarity and physically. Amazingly, no mid-air collisions resulted. Anyone who flies knows that opening a canopy in flight will cause objects to be snatched out of he cockpit and so it was with his moisture weakened prize. He was left holding the top of his parcel. The dry air quickly hardened the coating within the cockpit. Hedron raised his goggles and for all the world looked like a negative photo of a raccoon. Vehicle operation at Bend airport, What are the rules? by Jack Kohler Well to this point common sense has been the ruling factor, although there are recommended FAA requirements, which vary depending on the airport, for operating vehicles on and about runways and taxiways. Airport operators/managers have the responsibility of ensuring a person possess adequate knowledge before authorizing them to drive on the airfield. Since Bend has had no official airport manager this has been left to individuals and the utilization of the ramp area for vehicular traffic is increasing. Examples, vehicles driven on the ramp for loading and unloading of the aircraft is a fairly common practice, taxiway/ramp should not be use as a staging point while waiting for an aircraft to land/takeoff and/or a convenient place to park while away on a flight. As airport activity and aircraft traffic increase this becomes a concern for possible incursions. In 2000, the FAA received reports of more than 550 vehicle/pedestrian deviations - of which 85 resulted in runway incursions. Investigation of these events found that many of them involved persons who did not belong on the airfield. So until we get an airport manager and vehicle operation guidelines, vehicl= e operators need to know, as appropriate, these FAA recommended requirements. Vehicle Operator Requirements Airport rules and regulations pertaining to vehicle operations. (visit the Flight Shop) Areas where vehicles are authorized to drive and designated entrance and exit points to these areas. Airport layout, including designations of of runways and taxiways. Location of perimeter roads. Boundaries of movement vs. non movement areas on the airfield. Meaning of airfield signs, marking, and lighting. Proper phraseology, including phonetic alphabet, procedures, and frequencies for radio communications. Meaning of light gun signals. Traffic patterns associated with each runway and location of each leg. Vehicle Requirements Marking designating the identification of the vehicle. Minimum equipment, which must be in proper working order, such as headlights, taillights, mirrors a speedometer, etc... a rotating beacon a two-way radio with the aviation frequencies Insurance coverage Vehicle Operations Requirements for vehicles on the movement area to be radio-equipped or escorted by a radio-equipped vehicle. Speed limits. Prohibition against careless and reckless operation. Time periods when vehicles lights must be operated. Requirements to use vehicle lanes and perimeter roads. Locations where vehicles may or may not be parked and/or serviced. Rules of right of way Requirements to report accidents involving ground vehicles. The FAA recommends that those who drive on the airfield be provided initial and recurring training on these subjects. The importance of such training on a regular basis cannot be overemphasized. Some of these requirements ma= y not pertain to Bend Municipal non towered airport, but meeting these requirements that are appropriate can only make us safer and reduce the chances of an unwanted incursion. For additional information visit the Federal Aviation Administration=B9s Runway Safety web site or contact them by calling (202) 267-9131. JUNE FLY-OUT(S)=20 by Don Wilfong We have been dictated to by the weather to stay on this side of the mountains most of the time. Now weather permitting we are headed for the Coast on Sat. Jun 22, we will meet at the Flight Shop at 08:30 to group up and head for Astoria. The =B3Runway Caf=E9=B2 is on the field so we can chow dow= n when we get there. The plan is to rent a van (shared expense) and go to the Maritime Museum among other exciting things such as a possible tour of the Coast Guard facility and maybe the helicopter operation that takes guys out to the ligh= t ship etc. Also we could go to Ft. Clatsop (the end of the Oregon Trail). John Overholster the F.B.O. and operator of the Caf=E9 is checking out some o= f the possibilities for us. If the weather does not permit going to Astoria we will have another exciting place as a backup. Pendleton... There is a casino near Pendleton that will send a van to pick us up, there is a cafe there so we can have breakfast. Also, there is a museum (Indian) we can go to at the same location that should be fun to go through. Can=B9t go Saturday? Then try Sunday! We are having two flyouts this month... there is an unscheduled fly-out for Sunday, 6/23/02, to Fall River Mills, California (089 on your GPS). The cafe in town will come pick us up= . Meet at the Flight Shop at 08:30 on Sunday 23 June 2002. No excuses accepted this time, lets see a show of members for this one. Calendar of events June - 2002 20 June 6:00pm Flight Services Building, Bend CO-OPA Monthly Meeting 22 June 8:30am Flight Services Building, Bend CO-OPA Flyout to Astoria 22 June 10:00am Open House - Pancake Breakfast Wings of the Cascade 548-4801 (RDM) 23 June 8:30am Flight Services Building, Bend CO-OPA Flyout to Fall River Mills, CA July - 2002 18 July 6:00pm Flight Services Building, Bend CO-OPA Monthly Meeting 20 July Flight Services Building, Bend CO-OPA Flyout to ??? 27-29 July Paisley, OR - Mosquito Festival : City Festival, Rodeo, Skeet Shoot, Fly-In, and Acrobatic Air Show. August -2002 9-11 Aug. Corvallis, OR - OPA Festival of Flight. Mark Trujillo 9-11 Aug. McCall, ID - FAA Family Fly In 15 Aug. 6:00pm Flight Services Building, Bend CO-OPA Monthly Meeting 17 Aug. Flight Services Building, Bend CO-OPA Flyout to Baker?? 17 Aug. Baker, OR - Baker Chapter OPA Fly-in, Pancake Feed in the AM and Steak Feed in the PM, free rides to the Oregon Trail Interpretive Center, Mel Cross, (541) 523-6366 or (541)523-4539 17 Aug. Bend, OR - Palms to Pines September -2002 14 Sept. Expo Center, Albany - OPA Quarterly Meeting Dale Evans 14-15 Sept. Expo Center, Albany - Oregon Air Fair 19 Sept. 6:00pm Flight Services Building, Bend CO-OPA Monthly Meeting 21 Sept. Flight Services Building, Bend CO-OPA Flyout to ??? October -2002 17 Oct. 6:00pm Flight Services Building, Bend CO-OPA Monthly Meeting 19 Oct. Flight Services Building, Bend CO-OPA Flyout to ??? November -2002 9 Nov. 10:00am Lebanon, OR - OPA Annual Meeting Dale Evans 21 Nov. 6:00pm Flight Services Building, Bend CO-OPA Monthly Meeting 23 Nov. Flight Services Building, Bend CO-OPA Flyout to ??? December -2002 19 Dec. 6:00pm Flight Services Building, Bend CO-OPA Monthly Meeting 21 Dec. Flight Services Building, Bend CO-OPA Flyout to ??? Other Calendar pages Oregon Pilots Association Events Calendar Washington Pilots Association Events AOPA ASF Safety Quiz Operations at Nontowered Airports Currently, there are approximately 12,000 nontowered U.S. airports =AD compared to some 400 that have FAA towers. Because of the large number of nontowered airports, it is imperative that all pilots familiarise themselves with the proper procedures to use at such airports. 1. Choose the acceptable method(s) of pattern entry from the =B3opposite=B2 sid= e of the pattern. A. Overfly the airport and enter on the 45 degree to the downwind B. Midfield crosswind C. Both a and b 2. It is recommended to use landing lights within ____ miles of a nontowere= d airport. A. 5 B. 10 C. 20 3. All types of aircraft should fly identical traffic patterns. A. True B. False 4. Instrument operations are not permitted at nontowered airports. A. True B. False 5. Which of the following have the right of way over powered aircraft? A. Gliders B. Balloons C. Both a and b 6. Most midair collisions occur in clear weather during which traffic pattern legs? A. Downwind and base B. Downwind and final C. Crosswind and final 7. What is the =B3sterile cockpit=B2 concept? A. The cockpit must be cleaned after each flight. B. Cockpit conversation is restricted to operationally pertinent topics. C. Only pilots =AD no passengers =AD are allowed in the cockpit. 8. After takeoff, climb on the extended runway centerline to within _____ o= f pattern altitude before turning. A. 300 feet B. 500 feet C. 700 feet 9. The CTAF should be used for two reasons only. Those are: A. Saying hello to friends and yelling at the pilot who cut you off i= n the pattern. B. Airport advisory and checking your company schedule. C. Collision avoidance and airport advisory. 10. In the traffic pattern, all turns are made to the ______ unless otherwise specified. A. Left B. Right Answers tho these questions are located at the end of the newsletter. For more information, read the AOPA ASF Safety Advisor about Operations at Nontowered Airports. answers to AOPA ASF quiz 1.c, 2.b, 3.b, 4.b, 5.c, 6.b, 7.b, 8.a, 9.c, 10.a. Check This Out by Jack Kohler This is an actual fly-by during deployment of the Nuclear Aircraft Carrier USS Stennis. The story goes, the pilot was grounded for thirty days, but h= e likes the picture and thinks it was worth it! Wow, that=B9s quite the fly by= , kids they do the darnest things... CHAPTER OFFICERS 2002 President: Nancy Lecklider=20 3054 NW Clubhouse Dr Bend OR 97701=20 541 330-1853 nancybob@teleport.com Vice President: Dean Cameron=20 20015 Chaney Rd.=20 Bend OR 97701=20 541 389-8285=20 dcameron@empnet.com Secretary/Treasurer: Gary E. Miller=20 109 NW Wilmington Ave. Bend OR 97701=20 541 383-2435=20 gem@rellim.com Flyout Chair: Don Wilfong=20 210 SE Cessna Dr=20 Bend OR 97702 541 389-1456 dwnw@bendnet.com Program Chair: Clay Trenz=20 2314 Monterey Pines Bend OR 97701=20 541 317-2899=20 claytrenz@aol.com Editor: Jack Kohler=20 63070 Deschutes Mkt. Rd Bend OR 97701=20 541 389-1493=20 jkohler@mactechsys.com Visit our web site at: co-opa.rellim.com for more info and link to the state OPA website. For members only lists: User name: S07 Password: 123.= 0 =3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D For information or questions regarding this news letter contact: Jack Kohler via e-mail: jkohler@mactechsys.com Newsletter submission: co-opanews@mactechsys.com --MS_Mac_OE_3107412541_8489638_MIME_Part An HTML attachment was scrubbed... URL: http://catbert.rellim.com/pipermail/co-opa/attachments/c6bba404/attachment.htm --MS_Mac_OE_3107412541_8489638_MIME_Part-- ---------------------- multipart/mixed attachment A non-text attachment was scrubbed... Name: not available Type: application/pdf Size: 1082809 bytes Desc: not available Url : http://catbert.rellim.com/pipermail/co-opa/attachments/4d20f2a6/attachment.pdf ---------------------- multipart/mixed attachment-- From Guthmike@aol.com Fri Jun 21 06:05:16 2002 From: Guthmike@aol.com (Guthmike@aol.com) Date: Fri, 21 Jun 2002 01:05:16 EDT Subject: [Co-opa]Great News Letter Message-ID: <142.1050b902.2a440e0c@aol.com> ---------------------- multipart/alternative attachment OPA Great News Letter. Wish I could join you all this weekend for the fly outs. I am departing early Saturday for a non-stop flight to Topeka, Kansas. It is about a four hour trip in the Lancair, does anyone want to fly along in their airplane? Mike & Marcia Guth ---------------------- multipart/alternative attachment An HTML attachment was scrubbed... URL: http://catbert.rellim.com/pipermail/co-opa/attachments/e03dea27/attachment.htm ---------------------- multipart/alternative attachment-- From gem@rellim.com Fri Jun 21 06:17:23 2002 From: gem@rellim.com (Gary E. Miller) Date: Thu, 20 Jun 2002 22:17:23 -0700 (PDT) Subject: [Co-opa]OPA Festival of Flight - Corvalis, OR Aug 9-11 Message-ID: Yo All! The 2002 OPA Festival of Flight will be at the Corvalis Airport on August 9 to 11. I flew in last year and it was a great show. You can find schedule information on our web site at: http://co-opa.rellim.com/opa/FoF2002/2002OPAFestivalofFlightInfo.pdf The registration form, due by July 30, is also there at: http://co-opa.rellim.com/opa/FoF2002/2002FestivalofFlightRegistrationForm.pdf If you want to nominate anyone for an OPA award, the form is at: http://co-opa.rellim.com/opa/FoF2002/2002NominationForm.pdf RGDS GARY --------------------------------------------------------------------------- Gary E. Miller Rellim 20340 Empire Blvd, Suite E-3, Bend, OR 97701 gem@rellim.com Tel:+1(541)382-8588 Fax: +1(541)382-8676 From dwnw@bendnet.com Tue Jul 9 22:20:21 2002 From: dwnw@bendnet.com (Don & Norma) Date: Tue, 9 Jul 2002 14:20:21 -0700 Subject: [Co-opa]Fw: Message-ID: <001001c2278e$6f5e8560$7725a3ce@default> ----- Original Message ----- From: "Don & Norma" To: "Gary E. Miller" Sent: Tuesday, July 09, 2002 2:08 PM > JULY FLY-OUT !! > > Prospect, Oregon (64S), 13th Annual Prospect Fly-In. This is near Crater > Lake. They will have coffee & donuts on Sat., hotdogs, soda etc. for > lunch, games, a raffle, camping on the field, portable toilets, water > truck and a Steak or Chicken dinner Sat. evening ($10. required donation). > They will be providing transportation to Crater Lake on Sat as well. > > On Sunday morning 07:00 to 10:00 there will be a breakfast at the Lions > Park (transportation provided) with hot cakes, egg puffs, sausage, fruit, > juice & coffee ($5.00 required donation). > > No definite plans have been made for an overnight for our group, however, > some may want to meet and go down on Sat. with a possible stop in > Chiloquin for breakfast as a choice then on over the hill to Prospect. > Part of our group will be flying down on Sun. for the breakfast and will > probably meet up with the Sat. crew at the breakfast. > > For those who just want to go Sun. plan to meet at the flight shop at > 07:00 Sunday morning for departure no later than 07:30, it will take > approx. an hour to get there get parked and a while to get to the > breakfast so we need to meet and leave this early. > > It would be nice to hear from those of you who plan to go. I would like > to be able to e-mail a rough count out to everybody so as to encourage > others to join in. The airport is a 4000 ft paved runway at an elevation > of 2485' so no problem for most any plane we might want to take. > > Don & Norma Wilfong > dwnw@bendnet.com > From dwnw@bendnet.com Wed Jul 10 01:03:58 2002 From: dwnw@bendnet.com (Don & Norma) Date: Tue, 9 Jul 2002 17:03:58 -0700 Subject: [Co-opa]CO-OPA FLY-OUT FOR JULY Message-ID: <000501c227a5$4fb2cc00$0125a3ce@default> HEY EVERYBODY.........I FORGOT TO PUT IN THE DATES FOR THE FLY-OUT IN MY PRIOR E-MAIL JULY FLY-OUT !! Prospect, Oregon (64S), 13th Annual Prospect Fly-In the week-end of July 20 & 21. This is near Crater Lake. They will have coffee & donuts on Sat., hotdogs, soda etc. for lunch, games, a raffle, camping on the field, portable toilets, water truck and a Steak or Chicken dinner Sat. evening ($10. required donation). They will be providing transportation to Crater Lake on Sat as well. On Sunday morning 07:00 to 10:00 there will be a breakfast at the Lions Park (transportation provided) with hot cakes, egg puffs, sausage, fruit, juice & coffee ($5.00 required donation). No definite plans have been made for an overnight for our group, however, some may want to meet and go down on Sat. with a possible stop in Chiloquin for breakfast as a choice then on over the hill to Prospect. Part of our group will be flying down on Sun. for the breakfast and will probably meet up with the Sat. crew at the breakfast. For those who just want to go Sun. plan to meet at the flight shop at 07:00 Sunday morning for departure no later than 07:30, it will take approx. an hour to get there get parked and a while to get to the breakfast so we need to meet and leave this early. It would be nice to hear from those of you who plan to go. I would like to be able to e-mail a rough count out to everybody so as to encourage others to join in. The airport is a 4000 ft paved runway at an elevation of 2485' so no problem for most any plane we might want to take. Don & Norma Wilfong dwnw@bendnet.com From wizard01@earthlink.net Fri Jul 12 17:03:24 2002 From: wizard01@earthlink.net (Robert L. Nash) Date: Fri, 12 Jul 2002 09:03:24 -0700 Subject: [Co-opa]Arlington EAA Fly-in Message-ID: <003301c229bd$a86f0100$5e73e143@bob> This is a multi-part message in MIME format. ---------------------- multipart/alternative attachment Hello, I'm looking for one passenger to share expenses to fly with me = Saturday dawn, 7/13, to the Arlington, Wa. EAA fly-in. I have reserved = a C152 from the Flight Shop for Sat-Sun. It's approximately 290 nm each = way, so I figure the trip Hobbs time will be about six hours round trip, = about $350 total, or $175 each. I might not be flying, if a friend with = his own plane decides to go later today. Please phone Robert Nash, 382 = 9885 or 390 7300 asap. Thanks ---------------------- multipart/alternative attachment An HTML attachment was scrubbed... URL: http://catbert.rellim.com/pipermail/co-opa/attachments/0e425033/attachment.htm ---------------------- multipart/alternative attachment-- From mvbond@myexcel.com Sat Jul 13 21:42:35 2002 From: mvbond@myexcel.com (mike bond) Date: Sat, 13 Jul 2002 13:42:35 -0700 Subject: [Co-opa]Arlington EAA Fly-in References: <003301c229bd$a86f0100$5e73e143@bob> Message-ID: <3D3090BB.9FAC8805@myexcel.com> Hope you found a passenger OK and made it thru the smoke! We went Friday AM, camped overnight and returned Saturday noon. It was smooth and, except for poor visibility due to smoke east of Mt Adams and then from Maupin to Redmond, great flights each way. The weather there was perfect and a great relief from the recent Central Oregon heatwave! Mike & Ann Bond From jkohler@mactechsys.com Tue Jul 16 20:01:21 2002 From: jkohler@mactechsys.com (Jack Kohler) Date: Tue, 16 Jul 2002 12:01:21 -0700 Subject: [Co-opa]July Newsletter Message-ID: > This message is in MIME format. Since your mail reader does not understand this format, some or all of this message may not be legible. ---------------------- multipart/mixed attachment --MS_Mac_OE_3109665681_19450541_MIME_Part ---------------------------------------------------------------------------= - Cascade Flyer JULY 16, 2002 ---------------------------------------------------------------------------= - To see the Newsletter with graphics and links, open the Acrobat Reader file COOPAJul.pdf attached. If you do not have Adobe Acrobat Reader you can get it here: http://www.adobe.com/products/acrobat/readstep2.html =3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D IN THIS ISSUE July Meeting Meeting Picnic Upcoming Stories June Fly-Outs Hangar Flying >From the Tower July Fly-Out Calendar of Events Safety Quiz Check this Out =3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D JULY MEETING This months meeting will be on Thursday, July 18th, 6:00pm at the Bend Airport (S07) in the Flight Services building (The Flight Shop). MEETING PICNIC by Clay Trenz This month we are planning on having a picnic/barbecue outside of Flight Shop. If weather should be a problem (IMC vs. VFR), can anyone with a hangar offer space? Otherwise, we=B9ll move it back inside the flight shop. We plan on having 2 BBQ pits at the meeting. So, Please everyone bring an entree of their choice to grill. This should be an event to remember. UPCOMING STORIES by Jack Kohler Well I=B9ve been trying to track down stories and ideas to include in our newsletter, sometimes it=B9s easy and other times a little more challenging. Here=B9s are some of what to expect in upcoming issues. If all goes well, I will be participating in the next fly-out to Prospect (as PIC). This will be my first ever fly-out and I=B9ll give a report as viewed from a first-timer in the next newsletter. I have several other interesting stories, ideas and tidbits of information I will surprise you with in upcoming issues. Also, I have met with Eldon Nimmo, manager of the Prineville Airport FBO. He will be giving us an update on what=B9s happening in his neck of the woods= . Right now he has his hands full supporting the effort to contain the wild fires in the area. If you have suggestions or would like to contribute to this newsletter I would like to encourage you to so. For more information email jkohler@mactechsys.com. WE HAD 2 FLY-OUTS IN JUNE by Don Wilfong Saturday, June 15, we met at the Flight Shop and made the decision to go to Pendleton instead of Astoria due to the weather. Our fly-out consisted of 4 planes Gary Miller and his son Daniel in Gary=B9s 210 (they left Kimmy the dog home), Bob and Nancy Lecklider in their 182, Mark Clark and Paul Sunderlin in their 180 and Norma and I in our 182. We would have had 5 planes but Mike Brownlie had generator problems with his Mooney and as he needed to be in Portland that evening he stayed home and drove to Portland. We had a nice flight over and upon landing we were met by the van from Wild Horse Casino. Their caf=E9 was under remodel so they took us to the golf course where we had a great meal. The van then picked us up and took us to the Indian Interpretive Museum where we saw a lot of interesting history on what actually happened when white man took over the Indian=B9s land. By then it was time to head home so the van picked us up and took us back t= o the airport. We just got home in time to avoid most of the rain and beat the thunder storm. You missed a good fly-out. Sunday, June 16 we met at the Flight Shop again, this time there were 3 planes Mike and Ann Bond and Ken Haffner in the Bond=B9s Cardinal RG, Oliver and Bonnie Lee Steele in their 182 (it is really fast) and Norma and I in our 182. We had a passenger who needed to go to Fall River Mills so he bought our gas for the trip which made it all the better. We flew down to Fall River Mills, Calif. being sure to avoid the Goose MOA which was hot. When we landed we called the Hotel/Restaurant and they sent = a vehicle out and picked us up. I had called ahead to be sure we had transportation. The food was great and they provided us with transportation back to the airport. You will see in one of the photos how I really got myself into th= e dog house (or cage if you will). This was not unusual as I manage to be in the dog house quite often anyway. Don=B9t plan to buy fuel there as Mike and Ann paid $2.95 a gallon. On the trip home we detoured to the West of Klamath Falls and then flew up over the lake and on home It was a really fun weekend. The only thing missing was =B3YOU=B2 HANGAR FLYING by Joel Premselaar My favorite poet is Rudyard Kipling and his poem titled =B3IF=B2 is among my favorite top ten. Its opening line is: =B3IF (My caps) you can keep your hea= d when all about you are losing theirs ... .=B2 =B3IF=B2 leads me into the many happenings pilots must cope with when aviating. =B3IF=B2, when walking around your winged chariot, you move a flight control an= d you hear a crunching or grinding sound, do you lubricate the hinges and try again? Do you have the control cable pulleys checked for sticking or uneve= n wear or, if you have push rods, do you check to see if they are chewing on something or are you so confident in your ability to defy gravity with jammed controls that you take off anyway? =B3IF=B2 you run a fuel tank dry and come up with the fuel selector in your han= d as you try to switch tanks do you know what happens next? Well, by golly, you got the right answer to that one. The ground features DO get larger an= d larger and larger. Finis! Can this happen? You better believe it. It happened to me as I was driving a JRB (SNB, C-45, Beech 18)downwind at NAS Chevalier Field, Pensacola. When I tried to switch to my fullest tank, I found myself staring at the fuel selector handle in my upraised fist. Fortunately, I had enough fuel remaining to effect a landing. That episode taught me a lesson. Since then, I switch tanks while I still have enough fuel in the tank I intend to leave to reach a suitable landing site. Also, I always land and overfly mountains on the fullest tank. Interestingly, th= e fuel selector handle in my Bonanza is the same type as that in the JRB. =B3IF=B2 you=B9re in turbulent air, do you select the fullest tank? You don=B9t?? Shame on you! Oh well, perhaps you=B9re one of those who like the sound of burping engines as the standpipe(S)in the tank is unported of fuel or maybe you feel it=B9s necessary to feed your engine some crud from the bottom of th= e tank through the standpipe(S). Of course YOU know why those dumb engineers put standpipes in fuel tanks. It was to enrich oil refineries by providing a place for that annoying unusable fuel referred to in your handbook. =B3IF=B2 your $$$ consuming flying flivver has inboard and outboard fuel tanks and IF you don=B9t keep fuel outboard when you plan to fly high =B3G=B2 maneuvers= , your machine will try to emulate an ornithopter. Pulling positive =B3Gs=B2 wit= h fuel outboard reduces upward bending moments on the wing. Outboard fuel inhibits rolling, thereby decreasing the tendency to enter a spin. The F2H Banshee had a larger positive =B3G=B2 envelope with tip tanks full than when empty. When I anticipate the need to descend rapidly without building airspeed, I=B9ll keep fuel outboard for a high =B3G=B2,=B2power on=B2 spiral downward= . Of course, you have to be aware of the negative side of this. Fuel outboar= d in a negative =B3G=B2 environment will have deleterious effects. In addition, due to inertial moments, once rolling, fuel outboard will resist efforts to check the roll. Counter-rotating wing-mounted multi-engine aircraft resist spins; but, once rotating they are a bear to arrest. Think of the Cessna 310; WOW! =B3IF=B2 when fueling you leave the fuel selector in anything but a specific tank or in the OFF position, don=B9t expect to get a full load. IF your fuel system has any cross feed feature, be sure that it is not selected when fueling =8Ccause it=B9s self-leveling characteristic will result in a less than full load. IF you park your plane in a wing low position with the fuel selector in a cross-feed position (think Cessna the =B3Both=B2 position) fuel will flow to the low tank and spill overboard through the overflow line. Fuel will spill overboard from any full tank due to expansion or IF the aircraft is parked on a slant. Oh yeah; if you top off with fuel from a truck that has been sitting on the black top during a hot and sunny day, you=B9ll not go as many miles as topping off in the morning from that truck. Engines don=B9t run on X number of gallons per unit of time. They run on X number of British Thermal Units (BTUs) per unit of time. A gallon of fuel expanded due to heat does not contain as many BTUs per gallon as the heavie= r cold fuel. It=B9s all about BTUs per pound consumed by the engine. Your bladder type fuel tanks like to be kept full; they last longer that way, so if you fill up at the close of day, expect to have space in your tanks in the AM. In either case, drain your tanks for water before flight. It=B9s advisable to wait awhile any time after refueling to let any water or contaminants settle before draining tanks. I don=B9t have faith in the condition of the filters that are supposed to protect us. ditdah ditdahdit FROM THE TOWER by Dwight Coker Recently we have had aircraft enter the Redmond Class D airspace with radio transmitter failures under VFR conditions. It was evident that these pilot= s were not current with AIM =A791.129 Operations in Class D airspace, (d) communication failure, paragraph (2). A pilots lack of knowledge regarding communication failure procedures is disruptive and hazardous to other traffic in our Class D airspace. Your safety is largely dependent upon goo= d communications with the tower. Yes, sometimes this communication will brea= k down due to failures and we will attempt to continue communications, but we have procedures. Those procedures are important enough that they need to b= e reviewed as witnessed by ATC here in Redmond. (d) Communications failure. Each person who operates an aircraft in a Class D airspace area must maintain two-way radio communications with the ATC facility having jurisdiction over that area. (1) If the aircraft radio fails in flight under IFR, the pilot must comply with =A791.185 of the part. (2) If the aircraft radio fails in flight under VFR, the pilot in command may operate that aircraft and land if -- (i) Weather conditions are at or above basic VFR weather minimums; (ii) Visual contact with the tower is maintained; and (iii) A clearance to land is received. Getting the towers attention should be attempted in a couple ways. First, set your transponder to 7600 (radio out). This is very helpful, Seattle Center would notify Redmond Tower (since there is no local radar) that ther= e is an aircraft in our vicinity broadcasting a radio out transponder code. This will give us a heads up to be on alert and looking in the vicinity for an aircraft possibly wanting to get our attention. Second, over fly the pattern (500 feet above Traffic Pattern Altitude) on a downwind or upwind leg and attempt to get our attention, while watching for signals from the tower. Please note, it is important that during a VFR communication failur= e visual contact with the tower and understanding the AIM =A791.125 ATC light signals (see Table 1) is extremely important. We will do all we can to establish communications with you during a com failure, you can help us by reviewing these procedures. Note: If you are in the pattern and interested in seeing the signal lights just ask and well show you. For additional questions I can be reached by calling RDM tower, 541 548-2574, or email rdmserco@aol.com. JULY FLY-OUT by Don Wilfong Prospect, Oregon (64S), 13th Annual Prospect Fly-In the week-end of July 20 & 21. This is near Crater Lake. They will have coffee & donuts on Saturday, hotdogs, soda etc. for lunch, games, a raffle, camping on the field, portable toilets, water truck and a Steak or Chicken dinner Saturday evening ($10. required donation). They will be providing transportation to Crater Lake on Saturday as well. On Sunday morning 07:00 to 10:00 there will be a breakfast at the Lions Par= k (transportation provided) with hot cakes, egg puffs, sausage, fruit, juice = & coffee ($5.00 required donation). No definite plans have been made for an overnight for our group, however, some may want to meet and go down on Saturday with a possible stop in Chiloquin for breakfast as a choice then on over the hill to Prospect. Par= t of our group will be flying down on Sunday for the breakfast and will probably meet up with the Saturday crew at the breakfast. For those who just want to go Sunday plan to meet at the flight shop at 07:00 Sunday morning for departure no later than 07:30, it will take approx= . an hour to get there get parked and a while to get to the breakfast so we need to meet and leave this early. It would be nice to hear from those of you who plan to go. I would like to be able to e-mail a rough count out to everybody so as to encourage others to join in. The airport is a 4000 ft paved runway at an elevation of 2485=B9 so no problem for most any plane we might want to take. For any comments or suggestions regarding fly-outs contact Don Wilfong at 541.389.1456 or e-mail dwnw@bendnet.com. Calendar of events July - 2002 17 July 10:30am Eagle Crest, Oregon Department of Avia- tion Board Meeting, 503-378-4880 18 July 6:00pm Flight Services Building, Bend CO-OPA Monthly Meeting Flight Services Building, Bend 20-21 July OPA Mulino Chapter Blueberry Pancake Breakfast and EAA 902 FLYMART hangar sale Mulino Airport OPA Mulino 21 July 7:00am CO-OPA Flyout to Prospect (64S) 23 July 7:30pm AOPA Town Hall meeting Holiday Inn, Portland Airport (4839 NE Columbia Bl.) 23-29 July EAA Air Venture and Fly-In (Oshkosh) Oshkosh, WI EAA 27-29 July Paisley, OR - Mosquito Festival : City Festival, Rodeo, Skeet Shoot, Fly-In, and Acrobatic Air Show. August -2002 3 Aug 10:00am OPA Tillamook Fly-in BBQ Tillamook Airport 9-11 Aug. Corvallis, OR - OPA Festival of Flight. Mark Trujillo 9-11 Aug. McCall, ID - FAA Family Fly In 15 Aug. 6:00pm Flight Services Building, Bend CO-OPA Monthly Meeting 17 Aug. Flight Services Building, Bend CO-OPA Flyout to Baker?? 17 Aug. Baker, OR - Baker Chapter OPA Fly-in, Pancake Feed in the AM and Steak Feed in the PM, free rides to the Oregon Trail Interpretive Center, Mel Cross, (541) 523-6366 or (541)523-4539 17 Aug. Bend, OR - Palms to Pines September -2002 14 Sept. Expo Center, Albany - OPA Quarterly Meeting Dale Evans 14-15 Sept. Expo Center, Albany - Oregon Air Fair 19 Sept. 6:00pm Flight Services Building, Bend CO-OPA Monthly Meeting 21 Sept. Flight Services Building, Bend CO-OPA Flyout to ??? October -2002 17 Oct. 6:00pm Flight Services Building, Bend CO-OPA Monthly Meeting 19 Oct. Flight Services Building, Bend CO-OPA Flyout to ??? November -2002 9 Nov. 10:00am Lebanon, OR - OPA Annual Meeting Dale Evans 21 Nov. 6:00pm Flight Services Building, Bend CO-OPA Monthly Meeting 23 Nov. Flight Services Building, Bend CO-OPA Flyout to ??? December -2002 19 Dec. 6:00pm Flight Services Building, Bend CO-OPA Monthly Meeting 21 Dec. Flight Services Building, Bend CO-OPA Flyout to ??? Other Calendar pages Oregon Pilots Association Events Calendar Washington Pilots Association Events AOPA ASF Safety Quiz Propellers Now=B9s the time to test your knowledge of propellers in general and learn about the importance of prop maintenance. Do you know: =80 The difference between a fixed-pitch and a constant-speed propeller? =80 How a governor works? =80 What size nick or scratch needs to be immediately dressed out of a blade? To learn this and more link to the Air Safety Foundation=B9s latest Safety Advisor on Propeller Safety =8B it=B9s full of information, tips, and great photos. After reviewing this Safety Advisor take this quiz and test your knowledge. 1. The fixed-pitch propeller is used when low weight, simplicity, and low cost are desired and is ideal for neither climb nor cruise. A. True B. False 2. Constant speed propellers: A. Decrease the blade=B9s angle of attack as the engine accelerates thus reducing overspeed. B. Cause the engine to maintain a set speed by increasing the blade=B9s angle of attack as the engine tries to accelerate. C. Allow a fixed throttle setting that causes the engine to accelerate at the same rate as the aircraft. 3. A feathering propeller is a constant-speed unit that can rotate the blades until they are nearly aligned with the relative wind. A. True B. False 4. Constant speed propellers: A. Have an independent oil supply that provides lubrication to the blades as they rotate in the hub. B. Redirect oil from the engine into the prop, and use oil pressure to change the pitch of the blades. C. Have a governor that feathers the propeller. 5. Nicks and scratches on the propeller blade less than 1/8 inch deep are not significant enough to weaken the blade and maintenance can be deferred. A. True B. False 6. The best way to reposition the airplane when it is parked is to: A. Drag out the tow bar to move it. B. Pull gently on the propeller. C. Push gently on the spinner. 7. The root cause of mechanically induced accidents is almost always neglect. A. True B. False 8. A governor failure on either a multi- or single-engine aircraft will cause overspeed. A. True B. False 9. In the unfortunate event of a gear-up landing, at the first sound of the prop hitting the runway, the pilot should: A. Add full power immediately and go around. B. Add partial power to determine prop damage and if able, go around. C. Not attempt a go-around, but rather ride the belly landing to a stop. 10. Propellers must be overhauled: A. At the calendar time limit (typically 5 years). B. At the flight time limit (typically 1,500-2,000 flight hours). C. At either the calendar or time limit =8B whichever occurs first. Answers to the quiz can be found at the end of this newsletter. For more information visit AOPA Air Safety Foundations. CHECK THIS OUT by Jack Kohler Speaking of propellers, Don Wilfong found these great pictures of a prop-chop. I=B9m always amazed when I see the precision a spinning propeller has. Thanks Don. The Perils of Hand-propping These photos were taken in Australia, where a careless pilot forgot to choc= k the wheels before hand-propping his aircraft. The airplane damaged dozens o= f other aircraft, but came to rest on this Cessna twin. CHAPTER OFFICERS 2002 President: Nancy Lecklider=20 3054 NW Clubhouse Dr Bend OR 97701=20 541 330-1853 nancybob@teleport.com Vice President: Dean Cameron=20 20015 Chaney Rd.=20 Bend OR 97701=20 541 389-8285=20 dcameron@empnet.com Secretary/Treasurer: Gary E. Miller=20 109 NW Wilmington Ave. Bend OR 97701=20 541 383-2435=20 gem@rellim.com Flyout Chair: Don Wilfong=20 210 SE Cessna Dr=20 Bend OR 97702 541 389-1456 dwnw@bendnet.com Program Chair: Clay Trenz=20 2314 Monterey Pines Bend OR 97701=20 541 317-2899=20 claytrenz@aol.com Editor: Jack Kohler=20 63070 Deschutes Mkt. Rd Bend OR 97701=20 541 389-1493=20 jkohler@mactechsys.com Visit our web site at: co-opa.rellim.com for more info and link to the state OPA website. For members only lists: User name: S07 Password: 123.= 0 =3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D For information or questions regarding this news letter contact: Jack Kohler via e-mail: jkohler@mactechsys.com Newsletter submission: co-opanews@mactechsys.com --MS_Mac_OE_3109665681_19450541_MIME_Part An HTML attachment was scrubbed... URL: http://catbert.rellim.com/pipermail/co-opa/attachments/13c56996/attachment.htm --MS_Mac_OE_3109665681_19450541_MIME_Part-- ---------------------- multipart/mixed attachment A non-text attachment was scrubbed... Name: not available Type: application/pdf Size: 1141566 bytes Desc: not available Url : http://catbert.rellim.com/pipermail/co-opa/attachments/86fd5554/attachment.pdf ---------------------- multipart/mixed attachment-- From clayton.trenz@agedwards.com Wed Jul 17 21:57:54 2002 From: clayton.trenz@agedwards.com (Trenz, Clayton) Date: Wed, 17 Jul 2002 13:57:54 -0700 Subject: [Co-opa]Thursday's Picnic/BBQ at Bend Airport Message-ID: <632D9B35E24BD411BA0A000629572E8C15D670@brebqpn1.branch.agedwards.com> Hello Everyone, It's that time of month again. Amidst the looming forest fire smoke we will make some of our own at this months OPA meeting. There will be BBQ pits and picnic tables set up outside of the Flight Shop. We will make it a potluck side dish and bring your own grilling meats. Feel free to email me with questions. See you there. CT -------------------------------------------------------------------------- Notice: Since e-mail messages sent between you and A.G. Edwards & Sons, Inc. ("AGE") and its employees are transmitted over the Internet, AGE cannot assure that such messages are secure. You should be careful in transmitting information to AGE that you consider confidential. If you are uncomfortable with such risks, you may decide not to use e-mail to communicate with AGE. Although you may be sending an e-mail message to a specific AGE employee, other AGE employees may review such messages. Additionally, your e-mail messages to AGE may, consistent with AGE's regulatory requirements and retention policies, be retained. You should also be aware that e-mail messages may be delayed or undelivered. AGE does not accept orders to effect transactions or other similar instructions through e-mail messages. --------------------------------------------------------------------------- From gem@rellim.com Thu Aug 1 18:58:42 2002 From: gem@rellim.com (Gary E. Miller) Date: Thu, 1 Aug 2002 10:58:42 -0700 (PDT) Subject: [Co-opa]Urgent Meeting Message-ID: Yo All! Andy Lindsey is holding an emergency meeting Thursday July 1st (TODAY) at 3:45pm in the Flight Services Building on the Bend Airport. The purpose of the meeting is to discuss airport noise complaints. Andy Lindsey's title is "Management Assistant, Public Works" and he is the closest thing we have to an airport manager. Anyone interested please attend. We need all the help we can get. RGDS GARY --------------------------------------------------------------------------- Gary E. Miller Rellim 20340 Empire Blvd, Suite E-3, Bend, OR 97701 gem@rellim.com Tel:+1(541)382-8588 Fax: +1(541)382-8676 From gem@rellim.com Thu Aug 1 19:12:36 2002 From: gem@rellim.com (Gary E. Miller) Date: Thu, 1 Aug 2002 11:12:36 -0700 (PDT) Subject: [Co-opa]Urgent Meeting In-Reply-To: Message-ID: Yo All! Ooops, I meant the meeting is August 1st, TODAY. RGDS GARY --------------------------------------------------------------------------- Gary E. Miller Rellim 20340 Empire Blvd, Suite E-3, Bend, OR 97701 gem@rellim.com Tel:+1(541)382-8588 Fax: +1(541)382-8676 On Thu, 1 Aug 2002, Gary E. Miller wrote: > Andy Lindsey is holding an emergency meeting Thursday July 1st (TODAY) > at 3:45pm in the Flight Services Building on the Bend Airport. The > purpose of the meeting is to discuss airport noise complaints. Andy > Lindsey's title is "Management Assistant, Public Works" and he is the > closest thing we have to an airport manager. From jkohler@mactechsys.com Wed Aug 14 02:43:49 2002 From: jkohler@mactechsys.com (Jack Kohler) Date: Tue, 13 Aug 2002 18:43:49 -0700 Subject: [Co-opa]August Newsletter (txt) Message-ID: > This message is in MIME format. Since your mail reader does not understand this format, some or all of this message may not be legible. ---------------------- multipart/alternative attachment ---------------------------------------------------------------------------= - Cascade Flyer August 13, 2002 ---------------------------------------------------------------------------= - NOTICE This e-mail is a text only version of the CO-OPA newsletter. If you would like to view the Cascade Flyer with graphics and links, using your Adobe Acrobat Reader, use this link to download the newsletter: http://co-opa.rellim.com/newsletters/AugCOOPA2002.pdf If you do not have Adobe Acrobat Reader you can get it here: http://www.adobe.com/products/acrobat/readstep2.html =3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D IN THIS ISSUE =20 August Meeting Guest Speaker City - Pilot Meeting July Fly-Out Hangar Flying My First Fly-Out August Fly-Out Fly Friendly RVR Now Available Check this Out =3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D AUGUST MEETING This months meeting will be on Thursday, August 15th, 6:00pm at the Bend Airport (S07) in the Flight Services building (The Flight Shop). Guest Speaker by Clay Trenz This month our guest speaker will be Andy Lindsey, providing an update on airport issues. Andy welcomes any concerns regarding the airport and can b= e contacted either by phone or e-mail. He may be reached by phone, 317-3009, or via e-mail, ALindsey@ci.bend.or.us. We will also be examining and discussing different GPS portable =B3handheld=B2 units. If you have such a unit you are encouraged to bring it to the meeting to demonstrate and/or share your experience. CITY - PILOT MEETING HELD by Julie Nixon Airport Maintenance and Aircraft Noise Top Issues An emergency meeting was called by Andy Lindsey, Management Assistant, Public Works Dept. for the City of Bend , at the Flight Shop to address complaints regarding aircraft noise, but issues surrounding airport maintenance and the newly created Airport Manager position became important points of interest for participants. Vern Bartley, AirLife Director, and Lancair=B9s Mike Schrader both expressed concerns regarding airport maintenance and improvements. According to Mr. Schrader, weeds growing on the runway as well as other vital improvements have not been addressed as promised by the City of Bend. Mr. Bartley also expressed frustration with the lack of communication from the City of Bend regarding needed improvements and strategies for airport development. =20 When asked when the Bend Airport would see the runway addition, Mr. Lindsey explained that the new runway was pushed until 2005 while the city waits fo= r the completion of environmental impact studies. Mr. Lindsey also indicated that the city was trying to locate the funds for the project. Bend=B9s City Manager, David Hales confirmed that improvements were needed an= d acknowledged that an Airport Manager would be hired by the end of Fall to help address these important airport management issues. Although the city will consider local residents for the Airport Manager position, they are going to post the job opening nationally to try to find the best candidate for the job. Several people at the meeting agreed that the ideal candidate should have business experience, be knowledgeable about how to apply for an= d receive critical government grants available for airport improvement projects and be familiar with aviation-related agencies and groups. Many felt it is preferable that the new Airport Manager also be a pilot and a part of the Bend community. City representatives suggested that the future Airport Manager would overse= e issues such as the runway addition, airport maintenance, and secure funding through public and private sources. The city is currently waiting for a response from the Oregon Department of Aviation to finalize the job description for the Airport Manager position. Until then, the Bend Airport will have to wait for the position to be filled. Representatives of businesses located at the airport expressed concerns about further delays i= n finding resolutions to the various maintenance and improvement issues. Although critical maintenance issues and the Airport Manager position were top issues to many in attendance, the meeting was originally called by Mr. Lindsey to address concerns from a local resident regarding student flights over the Alfalfa area. Andy Andrews, the only Alfalfa resident present at the impromptu meeting, expressed his frustration with planes orbiting his property. According to Mr. Andrews, several of his Alfalfa neighbors have been contacting him with complaints about flights over their homes. Mr. Andrews, representing the homeowners of the Alfalfa area, explained that he didn=B9t have a problem wit= h flights passing over his 80 acre ranch but was frustrated by planes circlin= g over his land. It appears that the flights in question involve student practice sessions since the planes are not transiting the area. Mr. Andrew= s questioned why flight instructors and students don=B9t fly to the south to conduct their practice sessions. One flight instructor shared safety concerns about student flights migratin= g to the south of the airport. The area south of Highway 20 has rocks and junipers and presents no safe place for students to land should an engine failure occur. Although no immediate resolution was arrived at during the 45 minute meeting, representatives from the CO-OPA, airport businesses, flight instructors and area residents who were in attendance had a better understanding of the problems involving airplane noise and student safety. Please read related article =B3Fly Friendly=B2, in this issue. Approximately twelve individuals attended the emergency meeting including Dale Evans (OPA President), Gary Miller (CO-OPA Secretary/Treasure), Jack Stewart (The Flight Shop), Nancy Lectlighter (CO-OPA President) and Jack Kohler (CO-OPA Newsletter Editor). JULY FLY-OUT TO PROSPECT by Don Wilfong Some people left on Saturday and flew down through very thick smoke and camped overnight. Steve Wright and his wife Bobbie flew their Cessna 175 (180 hp Lycoming with a constant speed prop) and Alan Valenti and his wife Kathy in their Cardinal flew down and both couples spent the night. I don=B9= t know who else went down. I understand there were quite a number of fun things happened on Saturday including a very good barbeque on Saturday evening. Sunday morning found Gary Miller, his son Daniel, new member Bob Nash and Kimmy (the co-pilot dog) in Gary=B9s Turbo Centurian, Jack Kohler and his wif= e Ruth in a 180 hp Cessna 172 and my wife Norma, Ken Haffner and I in our Skylane all left the Flight Shop at about 07:00 hrs. We talked to Mike Brownlie in his Mooney on the way down (he landed a short while before we got there) He had his brother-in-law Terry Johnson with him. It was a nice flight but it really got quite smokey once we reached Diamond Lake area. When we got over the field we had to circle for a while as there were 5 ultra-lites and 2 or 3 planes on the runway that took a while to get cleare= d off. The people running the operation were great and provided transportation to = a well organized breakfast where we ate our fill and then they transported us back to the airport with a stop at the Prospect Hotel for a photo shoot. W= e fooled around the airport for a while and then headed on toward home. A lo= t of the smoke had cleared away from around the airport area but when Gary flew over Crater Lake he couldn=B9t see much. Mike and Gary both landed at Crescent Lake Junction Airport just to check it out on the way home. We had a great time and again the only thing missing was you!!! Don Wilfong dwnw@bendnet.com HANGAR FLYING by Joel Premselaar I ran into a dandy anecdote I=B9ll share with you. I don=B9t know who came up with it but it=B9s great. It goes like this; =B3You start with a bag full of luck and an empty bag of experience. The trick is to fill the bag of experience before you empty the bag of luck.=B2 Although it applies to life in general, it=B9s pertinence to aviation is profound. Since we don=B9t want t= o exhaust our bag of luck - - ever - - we should strive to add to our bag of experience the easy way; i.e., shared experience. Pride goeth before a fall; the fall doesn=B9t hurt but, in our case, the sudden stop at the end really smarts! Let=B9s devote one of our meeting programs to =B3True Confessions=B2 (no I don=B9t mean the kind found in a certain magazine). I mean the kind that can be described in one word; WHOOPS! I=B9ll start with a few that extracted some =B3lucks=B2 out of my bag. In the thirties, with about forty hours under my belt I became disoriented; in cas= e you didn=B9t already know it, that=B9s a euphemism for LOST. Salvation; over the nose I spotted a couple of men walking their dogs in an open field. I took the Aeronca C-3 down to telephone pole height and as I reached them I throttled back to idle and shouted, =B3Where=B9s Flushing Airport?=B2 Pointing, they yelled back, =B3That way.=B2 They had no problem hearing my thanks for silence prevailed. One tidbit of luck fell out of my bag as I plunked down on that field. I borrowed a nickel (yes that=B9s all it took for a phone cal= l in those days) and called my instructor. Knowing him, I held the earpiece at arm=B9s length as he reacquainted me with the elements of carburetor icing= . The 37 H.P., one plug per cylinder, three-cylinder engine had a well-earned reputation for carb icing. After many months of flying west from the ship to reach Asian land, we were rotated back to the States. Two days out from California, my wingman and I launched from the ship in less than desirable weather for San Diego. Emulating Pavlov=B9s dog, I turned west to the exact reciprocal course for home. It took only two minutes for my wingman to pipe up, =B3Er, Joel, my compass must be screwed up. It says 287. Give me the actual and I=B9ll cran= k it into my D.G.=B2 Ah, such is the faith a wingman puts in his intrepid leader. Need I say more than, =B3Oops, (a euphemism) there goes still anothe= r dollop of luck from my bag. Coming off the =B3B=B2 Range, NAF China Lake, I approached the break at 200 knots for a typical 360 to a landing. I deployed the speed brakes and laid on about three =B3Gs=B2 to kill speed. I guess that in my mind, deploying the speed brakes equated to lowering the gear. In the final segment of the turn, my headset squawked, =B3851, your speed breaks are out!=B2 I sucked in the speed breaks with a =B3Roger.=B2 This did not cancel my impression that th= e gear was down. Just about the time I was rolling out of the turn, the controller=B9s transmission, terse and in a tone that was almost too casual for the occasion came to me, =B3Now put your gear down.=B2 What amazes me is how my left hand managed to be in two places simultaneously, the throttle i= n preparation for a wave-off and the landing gear lever. The fast acting gea= r snapped into place almost as the gear lever bottomed out, or so it seemed. In less time than it takes to say it, I landed. The old saw, =B3There are those who have =8A=B2 flashed in my mind and I took credit for being a =B3have=B2 even though I hadn=B9t. I paid the penalty of humility and, to add insult to injury, it cost me the price of a bottle of the best scotch - - the tower operator=B9s reward. Another piece of luck disappeared from my bag! I have several more boo boos, but I=B9ll hold those in reserve. Now it=B9s you= r turn. The following may cause me to exceed my self imposed word count, but it=B9s a handy dandy - - useful too. WHO NEEDS A CALENDAR? Upon what day does 27 September 2002 fall? How would you like to answer that question immediately without referring to a calendar? It can be done with a simple arithmetical trick. Taken step-by-step, it=B9s easy. To accomplish this dazzling feat, you have but to remember 12 digits. Step 1. Allocate the following numbers for each day of the week: 0 for Sunday, 1 for Monday, and so on through 6 for Saturday. Step 2. For each month of the year 2002, determine the day upon which the 7th falls. Assign that month the number allocated for the day as described in Step 1. Consult your 2002 calendar; note that 7 January 2002 falls on a Monday; therefore the number assigned to January is 1. The 7th of February falls on a Thursday; therefore, February is represented by 4 and so on for the rest of the months of the year. The result of this operation is: 144 =AD 025 =AD 036 - 146. Note that they are listed in groups of 3. Each group represents a quarter of the year. This association will aid in memorizing the groups. Step 2 must be done every year, so be prepared to compute and memorize a new set of numbers. Step 3. To obtain the day upon which a date occurs, add the number assigne= d to the month in question to the date and remove all multiples of 7. The remainder will be that of the day assigned in Step 1. Follow this example: Upon what day does 27 September 2002 fall? Add the number assigned to September (6, as determined in Step 2) to the date, 27. The result is 33. Remove all multiples of 7 from 33; i.e., subtract 28 fro= m 33. The remainder is 5. The number 5, as you will recall from Step 1, represents Friday. Check the 2002 calendar and you will find that 27 September is indeed a Friday. Practice with a few more dates, and then discard your calendar for the year 2002. MY FIRST FLY-OUT AS PIC by Jack Kohler Going on fly-outs is one of the fun parts of being involved with the Centra= l Oregon - Oregon Pilots Association. A few members tend to participate regularly and have offered empty seats for those of us that would like to tag along and share in the experience. Although, from time to time, my desire to participate goes beyond being a passenger and we don=B9t own a plane! There lies the rub, we need to rent an aircraft and I hope there=B9s one available for the weekend of the fly-out. So, I check out my local FBO to see if there is an available airplane and, YES, there is! Now, I have n= o idea how long to reserve the airplane so I opt for the better part of the day on the assumption If I get back early that=B9s better than late. Two weeks prior to the flight, I have committed both mentally and financially to reserve a 180HP Skyhawk 172SP and prepare myself for the actual trip. Now what? I know, I=B9ll call Don Wilfong, the Fly-Out guru, and get the low down on what to expect and how to prepare. All I=B9ll say here is, =B3Don is the Man=B2, he pretty much covered the entire trip and what to expect. With this information and having a pretty good idea of what to expect, I broke out the Skyhawk POH and started reading. During the evenings I tried running several scenarios including density altitude problems, fuel management stragety, emergency procedures the list went on. I was hoping to cover the information and minimize any surprises during the flight. Next I had my sectional all marked up with course headings, check points, frequencies, VOR radials and altitude notes along my proposed fligh= t path. Hoping to have the information in front of me if I needed it. Then = I wanted to read the a little about the avionics available to me in this aircraft so I started reviewing the avionics manuals like the new Bendix/King KLN 94GPS Navigation System. After reviewing the index of the GPS manual I decided to focus on just the =B3Direct To=B2 feature and the movin= g map (I think that=B9s cool) for this trip. I won=B9t have enough time to learn much more than that before the Fly-out which is now less than a week away. Three days before the trip I wanted to get a little more familiar with the airplane so I rented the Skyhawk to do a little pattern work (touch and go=B9s) and verify my new found knowledge using the GPS system. Wow! GPS, what a great tool to have in your VFR arsenal. To this point I have been mostly focusing on the airplane and flight plan but now I need to know the more about the weather and possible wildfire patterns. I have been concerned regarding the wildfires around the State and if they might pose problems for the upcoming fly-out. I started going on line with AOPA=B9s Flight Planner to monitor any new NOTAM=B9s, TFR=B9s and weather changes that could/would affect the flight. I print out the reports and review the weather information, plot any flight restriction areas on my sectional and study how they may affect my proposed flight plan. I continued to run Low Altitude Route Weather Briefing reports right up to departure morning. The last report indicated we should have good VFR conditions and light smoke through early afternoon with no restrictions in the area of Prospect, the weather, temperature and winds aloft look favorable. The morning finally arrives, being excited, I wanted to get to the airport and preflight the plane prior to everyone arriving at 7:00 a.m. Going to be ready before anyone arrived was just wishful thinking. As I finished my preflight folks were migrating to the Flight Shop for a departure briefing and head count. The passenger arrangements, weather, fire conditions and a possible alternate destination of Chiloquin (2S7) was discussed. The idea of heading to an alternate destination was actually appealing to me since I haven=B9t been to Chiloquin either (a possible combat condition GPS =B3Direct to=B2 change, cool). It turns out three planes with eight persons will depart from Bend and head for Prospect. We=B9ll keep in touch during the flight using 122.75 air to air communications. This will be a first for me as well. Since Ruth and I are flying the slowest of the three planes we were given the honor to depart first. After take-off, we depart VFR to the South, load in the Prospect location identifier into the GPS, check my com radios, scan my instruments, I=B9m ready. I climbed to eighty five hundred feet and that put me just above the smoke haze into clear air. After about ten minutes I hear, =B3six mike echo, seven five seven, are you on the frequency?=B2. Wow, this is great! We=B9re off to the races, giving reports on our location, landmarks, distance, altitude, ground speed and other helpful information. The flight was smooth and scenic although the smoke haze did limit visibility. As I approached Mt. Theilsen I was able to get = a visual on Don=B9s 182 Skylane about two miles off my left wing, he finally caught up and was passing us. At this point Gary Miller was still catching up as he needed to fuel up prior to take-off, he would actually arrive before I did. Close to Crater Lake, I heard Mike Brownlee, in his Moonie saying he was doing a little sight seeing around the lake and would wait fo= r us in Prospect. Now there were four aircraft on the flyout. I believe he departed from Redmond a little before we departed Bend. Ten miles out, I started to descend to Prospect TPA, Ruth and I noticed ver= y distinct pockets of smoke that were lingering in the valleys. Although not a factor in our approach to Prospect I couldn=B9t help but wonder if this was going to get more intense on our return trip and we even questioned each other as to whether or not to divert and go to Chiloquin. Our intention wa= s to stay long enough for breakfast and then depart for home, possibly no mor= e than an hour and a half. This was agreed and we proceeded to Prospect. Well the part of the trip that surprised me the most was... When we arrived, I was the second plane of our group, there were several ultra-lights and planes on the runway. This place was busy! Here all this time I thinking I=B9m going on my first fly-out when in fact I=B9m also going t= o my first Fly-In! Wow, I had no idea, a double bonus! I heard Don on 122.8= , Prospect traffic frequency, advise that there were planes orbiting the airport waiting to land. While we were orbiting the airport additional traffic was reporting their intentions to land at Prospect and gave their positions. They were notified of the traffic backup and recommended to delay before entering the pattern for landing. The folks on the runway reported they were in the process of clearing the runway for the aircraft intending to land. I was concerned as additional aircraft approached and entered the pattern since I was unfamiliar with this airport and it was getting busy. When the runway was cleared we started bringing the planes i= n although it was not just one after the other. Once you landed it was very possible for the need to back taxi inorder to clear the runway for tie-down= . As I approached runway 20 on final I watched the traffic on the ground and decided not to crowd the situation and opted to =B3go-around=B2 for better spacing interval. Although the pattern was getting crowded everyone was reporting their positions. As I climbed back into the pattern, I could see several planes being lined up along the edge of the runway due to the limited ramp space. I turned on final and opted to stay a little high, in case of another =B3go-around=B2 and slipped to the runway. I landed long and taxied to the end of the runway and held as other traffic landed. I notified Prospect traffic my intention to back taxi and cleared the runway as soon as I saw a space along the runway to tie down. As I cleared the runway onto the =B3grass=B2, at least it looked like it used to be grass, I think they should have watered it down a little for controlling the dust. That=B9s another story! Now that we=B9re landed, parked and secured it was off to breakfast. Our hosts provided us with shuttle service to and from the pancake breakfast and informed us that they just broke their last years fly-in total planes by four, a total of sixty-four. Just the number of planes from our group. Had we decided to defer to Chiloquin they would hav= e fallen short of beating their last years total. I was glad to be with the group that put them over the top. We had a great experience and the Prospect Unit, Search and Rescue folks were wonderful. The fact I attended my first Fly-In was especially gratifying knowing I was able handle the unexpected. The flight home, after climbing above the smoke was delightful, although the visibility was limited sightseeing was still awesome. In fact this month=B9s banner photo was taken as Ruth and I passed Mt. Thielsen on the way home. All in all, my first Fly-out was everything I could have hoped for. AUGUST FLY-OUT by Clay Trenz First, I=B9m writing this month=B9s Fly-Out information for Don=B9s article. Bake= r City is the place! August 17, 2002 is the date. It will be held at Christenson Flying service starting at 8:00am until 11:00am pdt. Huckleberr= y pancakes will be the main entree for breakfast. Cost for this meal will be $5.00. Tickets will also be available, during the Fly-In, for an evening Steak Feed.=20 During the Fly-In you will have the opportunity to watch an R/C Airshow. A free shuttle to the Baker City Interpretive Center is also available. =D2 Recap: Baker City Fly-In August 17,2002 Time: 8:00am-11:00am FBO: Christenson Flying Svc. Phone: 541-523-5663 Activities: Breakfast, R/C Airshow, Interpretive Center & Steak dinner. Local Coordinator: Mel Cross Phone: 541-523-4539 FLY FRIENDLY! YOUR NEIGHBORS IN THE SKY The Bend Airport is an uncontrolled airport, but we do subscribe to the official FAA recommended procedures for non towered airports. =B3Uncontrolled=B2 does not mean the same as =B3out of control.=B2 Runway 34 is th= e calm wind runway. Left-hand traffic is standard at all times. The graphic (figure 1) shows downwind leg offset one-half to three-quarter mile from th= e runway, standard for most fixed gear piston single engine aircraft. High performance singles may fly the wider pattern. Pattern altitude is 1,000 feet AGL or 4.456 feet MSL, but twins, turboprops and jets generally fly their pattern at 1,500 feet AGL. Communicate on the CTAF, 123.0. YOUR NEIGHBORS ON THE GROUND The area around the Bend Airport may look sparsely inhabited, but our airport neighbors are very aware of the sound of aircraft operations. The highlighted area is particularly sensitive and should be avoided if possible. Do not use high RPM settings in the pattern. On takeoff, reduce to climb power as soon as safe and practical. Depart from the start of the runway for the highest possible altitude when leaving the airport vicinity. Pilots should be advised that, according to Guide to Airport Noise and Compatible Land Use, noise is a matter of perception. and =B3... for some people the intrusion of airplane sounds into their home, particularly late at night, is a source of irritation that becomes magnified because airplane= s are conspicuous, unfamiliar, and perceived by some as unnecessary. In some cases, people may also transfer a subconscious fear of an airplane crash in their neighborhood into anxiety over the airplane=B9s noise.=B2 WE APPRECIATE YOUR PARTICIPATION & COOPERATION! Runways RWY 16/34: 5005=B9 x 75 ASPH MIRL. RWY 16: REIL. ASI (V4L), 3 , Trees RWY 34: REIL. Thld. Displ. 210=B9, Road Activate all lights on CTAF Frequencies CTAF/Unicom 123.00 RDM RCO (MMV FSS) 122.50 RDM ASOS 119.025 SEA ATC 128.15 Field Elevation 3,456=B9 AGL; TPA 1,000 AGL Please avoid the noise sensitive area shown on map and the area 7 miles east, mile radius. NOISE SENSITIVE AREA RECOMMENDATIONS Pilots =80 Be aware of noise sensitive areas, particularly residential areas near airports you use, and avoid low flight over these areas. =80 Fly traffic patterns tight and high, keeping your airplane in as close to the field as possible. =80 In constant-speed-propeller aircraft, do not use high rpm settings in the pattern. Prop noise from high-performance singles and twins increases drastically at high rpm settings. =80 On takeoff, reduce to climb power as soon as safe and practical. =80 Climb after liftoff at best-angle-of-climb speed until crossing the airport boundary, then climb at best rate. =80 Depart from the start of the runway, rather than intersections, for th= e highest possible altitude when leaving the airport vicinity. =80 Climb out straight ahead to 1,000 feet or so (unless that path crosses a noise-sensitive area). Turns rob an aircraft of climb ability. =80 Avoid prolonged runups, and do them inside the airport area, rather than at its perimeter. =80 Try low-power approaches, and always avoid the low, dragged-in approach. =80 If you want to practice night landings, stay away from residential airports. Do your practice at major fields where a smaller airplane=B9s sound is less obtrusive. Instructors =80 Teach noise abatement procedures to all students, including pilots you take up for a biennial flight review. Treat noise abatement as you would any other element of instruction. =80 Know noise-sensitive areas, and point them out as you come and go with students. =80 Assure that your students fly at or above the recommended pattern altitude. =80 Practice maneuvers over unpopulated areas, and vary your practice area= s so that the same locale is not constantly subjected to aircraft operations. =80 During practice of ground-reference maneuvers, be particularly aware o= f houses or businesses in your flight path. =80 Stress that high rpm prop settings are reserved for takeoff and for short final but not for flying the pattern. Pushing the prop to high rpm results in significantly higher levels of noise. =80 If your field is noise sensitive, endorse your students=B9logbooks for landing at a more remote field, if available within a 25-nm range, to reduc= e touch-and-go activity at our airport. Fixed-Base Operators =80Identify noise-sensitive areas near your airport, and work with your instructors and customers to create voluntary noise abatement procedures. =80 Post any noise abatement procedures in a prominently visible area, and remind pilots who rent your aircraft or fly from your airport of the importance of adhering to them. =80 Mail copies of noise abatement procedures with monthly hangar and tiedown bills. Make copies available on counter space for transient pilots. =80 Assure that your instructors are teaching safe noise abatement techniques. =80 Call for use of the least noise sensitive runway whenever wind conditions permit. =80 Try to minimize night touch-and-go training at your airport if it is i= n a residential area. Encourage the use of nonresidential airports for this type of training operation. =80 Initiate pilot education programs to teach and explain the rationale for noise abatement procedures and positive community relations. For additional information visit the official website of the Aircraft Owners and Pilots Association. RVR NOW AVAILABLE ON INTERNET by Amy Prutzman The FAA issued a news release earlier this week announcing that they are no= w providing commercial airline dispatchers and general aviation pilots with access to runway visual range (RVR) information over the Internet. (Full announcement provided below.) Basically, RVR represents the distance a pilot can see down the runway during an approach. Up until now, RVR was available to selected carriers under the FAA=B9s Free Flight initiative called Collaborative Decision Making (CDM). Now it will be available to everyone. What=B9s the big deal, you might ask? It=B9s simply another source of information we are making readily available to help users better plan their flights. Among other things, this translates into saving flight time and fuel costs, not to mention increased traffic management efficiency at airports. Let=B9s take a commercial airline dispatcher, for example, for who= m this information is particularly valuable. A dispatcher can use this piece of information, among others, to decide whether to launch an aircraft or to hold it on the ground. Or, perhaps, if things look iffy, to launch the aircraft but to add more fuel as a contingency and to begin making advance plans to divert the aircraft to an alternate airport, if the need arises. Doing all this contingency planning in advance is a lot smoother and more efficient than having to scramble around at the last minute because changes in plans affect not only the subject aircraft but the airport ground personnel at the destination airport as well -- those who work the gates, handle baggage, and the like. So, yeah, it=B9s a fairly big deal. FOR IMMEDIATE RELEASE APA 35-02 August 5, 2002 Contact: Tammy L. Jones Phone: 202-267-3883 FAA Makes Traffic Management Planning Information Available on the Internet WASHINGTON ? General and business aviation pilots and commercial airline dispatchers now can use information obtained over the Internet to make flight planning quicker and easier. The U.S. Department of Transportation=92s Federal Aviation Administration (FAA) has announced that it is now providin= g pilots with access to runway visual range (RVR) information over the Internet. RVR is a value that represents the distance a pilot is able to see down the runway during an approach. Pilots and flight operations centers use RVR in deciding whether to land at an airport when visibility is poor. Previously, RVR information had been available only to selected air carrier= s as part of the FAA=92s Collaborative Decision-Making initiative, where it was used for traffic management planning. The agency has determined that it is in the public interest to make RVR information available to everyone throug= h web-based technology. This will help pilots save time while planning flights and give them the information they need to make decisions about landing at their destination airport ? or whether they should consider an alternative airport. They will be able to check the RVR site from any computer with access to the Internet. Users will be able to view current and historical RVR data from 48 airports= . The ability to access this real-time information is expected to enhance traffic flow management collaborative decision-making between the FAA and National Airspace System users, and between airline System Operations Centers and operational crews. The RVR data had to be provided in a way that complied with the FAA=B9s stringent security regulations before the site could become public. FAA security employees, system administrators, and developers at FAA=92s Air Traffic Control System Command Center in Herndon, VA, and the Department of Transportation=92s Volpe National Transportation Systems Center in Cambridge, MA, worked together to make this happen. Installation of the original RVR/traffic management interface, developed fo= r the FAA by the Volpe Center, began with Boston and Memphis, TN, in February 2001 and is expanding nationwide. The RVR information is on the Command Center=B9s public web site at http://rvr.fly.faa.gov. CALENDAR OF EVENTS August -2002 3 Aug 10:00am OPA Tillamook Fly-in BBQ Tillamook Airport 9-11 Aug. Corvallis, OR - OPA Festival of Flight. Mark Trujillo 9-11 Aug. McCall, ID - FAA Family Fly In 15 Aug. 6:00pm Flight Services Building, Bend CO-OPA Monthly Meeting 17 Aug. Flight Services Building, Bend CO-OPA Flyout to Baker?? 17 Aug. Baker, OR - Baker Chapter OPA Fly-in, Pancake Feed in the AM and Steak Feed in the PM, free rides to the Oregon Trail Interpretive Center, Mel Cross, (541) 523-6366 or (541)523-4539 17 Aug. Bend, OR - Palms to Pines 17 - 18 Aug. Rose Festival Airshow, by Intel (Thunder- birds on Saturday only) September -2002 7 Sept. EAA Pancake Breakfast - Twin Oaks Airport 7 Sept. John Day Fly-In and Breakfast Grant County Regional Airport (John Day) 541-575-1563 14 Sept. Expo Center, Albany - OPA Quarterly Meeting Dale Evans 14 Sept. 10-2 p.m. OPA Corvallis Fly-the-Kids, Corvallis Airport, John Gaylord CVO 541-745-5088 14-15 Sept. Oregon Air Fair, Albany Fairgrounds (next to airport) Gwen Morrow 19 Sept. 6:00pm Flight Services Building, Bend CO-OPA Monthly Meeting 21 Sept. Flight Services Building, Bend CO-OPA Flyout to ??? October -2002 17 Oct. 6:00pm Flight Services Building, Bend CO-OPA Monthly Meeting 19 Oct. Flight Services Building, Bend CO-OPA Flyout to ??? November -2002 9 Nov. 10:00am Lebanon, OR - OPA Annual Meeting Dale Evans 21 Nov. 6:00pm Flight Services Building, Bend CO-OPA Monthly Meeting 23 Nov. Flight Services Building, Bend CO-OPA Flyout to ??? December -2002 19 Dec. 6:00pm Flight Services Building, Bend CO-OPA Monthly Meeting 21 Dec. Flight Services Building, Bend CO-OPA Flyout to ??? Other Calendar pages Oregon Pilots Association Events Calendar Washington Pilots Association Events CHECK THIS OUT by Jack Kohler Wings of the Cascades has opened a new location at the Bend Airport. To celebrate, Mary Schu and her staff held an open house and hangar hop (yours truly is in this picture, gee, go figure). Next month we=B9ll have more information regarding Wings of the Cascades. CHAPTER OFFICERS 2002 President: Nancy Lecklider=20 3054 NW Clubhouse Dr Bend OR 97701=20 541 330-1853 nancybob@teleport.com Vice President: Dean Cameron=20 20015 Chaney Rd.=20 Bend OR 97701=20 541 389-8285=20 dcameron@empnet.com Secretary/Treasurer: Gary E. Miller=20 109 NW Wilmington Ave. Bend OR 97701=20 541 383-2435=20 gem@rellim.com Flyout Chair: Don Wilfong=20 210 SE Cessna Dr=20 Bend OR 97702 541 389-1456 dwnw@bendnet.com Program Chair: Clay Trenz=20 2314 Monterey Pines Bend OR 97701=20 541 317-2899=20 claytrenz@aol.com Editor: Jack Kohler=20 63070 Deschutes Mkt. Rd Bend OR 97701=20 541 389-1493=20 jkohler@mactechsys.com Visit our web site at: co-opa.rellim.com for more info and link to the state OPA website. For members only lists: User name: S07 Password: 123.= 0 =3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D For information or questions regarding this news letter contact: Jack Kohler via e-mail: jkohler@mactechsys.com Newsletter submission: co-opanews@mactechsys.com ---------------------- multipart/alternative attachment An HTML attachment was scrubbed... URL: http://catbert.rellim.com/pipermail/co-opa/attachments/22d75130/attachment.htm ---------------------- multipart/alternative attachment-- From dwnw@bendnet.com Sat Aug 17 04:28:45 2002 From: dwnw@bendnet.com (Don & Norma) Date: Fri, 16 Aug 2002 20:28:45 -0700 Subject: [Co-opa]BAKER CITY FLY-OUT Message-ID: <000901c2459e$31f0a900$6d25a3ce@default> FELLOW AVIATORS...........SAT. A. M. 07:30...........LEAVING FLIGHT SHOP FOR BAKER CITY...... (WE NEED TO LEAVE EARLY AS 99'S PALMS TO PINES GALS START ARRIVING ABOUT 08:30) BAKER CITY WILL HAVE BREAKFAST AND OTHER EVENTS...........TRANSPORTATION TO AND FROM THE INTERPRETIVE CENTER ETC. AND FOR THOSE WHO WANT TO GO THERE IS A STEAK FEED IN THE EVENING, I THINK IT STARTS AT 17:00 HRS.............SOME ARE STAYING OVERNIGHT.........SEE YOU AT THE FLIGHT SHOP. DON & NORMA WILFONG dwnw@bendnet.com From wizard01@earthlink.net Sat Aug 31 21:10:14 2002 From: wizard01@earthlink.net (Robert L. Nash) Date: Sat, 31 Aug 2002 13:10:14 -0700 Subject: [Co-opa]Reno Air Races Message-ID: <000a01c2512a$70db6d20$5173e143@bob> This is a multi-part message in MIME format. ---------------------- multipart/alternative attachment Hi, is anybody going to the Reno Air Races? The run from 9/12 - 9/15, = with the unlimiteds on 9/12, I think. If anybody is going and has one = or two seats available, or would like to share a plane rental, or maybe = just drive, please call me. Thanks, Robert Nash, 382 9885 office, 390 = 7300 cell, 382 7300 home. =20 ---------------------- multipart/alternative attachment An HTML attachment was scrubbed... URL: http://catbert.rellim.com/pipermail/co-opa/attachments/830abc0e/attachment.htm ---------------------- multipart/alternative attachment-- From nancybob@teleport.com Mon Sep 9 02:36:11 2002 From: nancybob@teleport.com (nancybob) Date: Sun, 8 Sep 2002 18:36:11 -0700 Subject: [Co-opa]Notice Message-ID: <200209090625.g896PMj7000708@catbert.rellim.com> The state O.P.A. President, Mark Trujillo, wants to know who and how many of our members would like to help check out the new Oregon Airport Guide? The guide is in draft form and the idea is to fly from here to various airports around the state to verify information in the guide before final printing. Please let me know by Thursday evening, the 13th, if you would like to participate. I have to take the names etc. to the quarterly board meeting on Friday. Call or e-mail. Thanks, Nancy Lecklider From jkohler@mactechsys.com Wed Sep 18 21:33:26 2002 From: jkohler@mactechsys.com (Jack Kohler) Date: Wed, 18 Sep 2002 13:33:26 -0700 Subject: [Co-opa]September Newsletter (txt) Message-ID: > This message is in MIME format. Since your mail reader does not understand this format, some or all of this message may not be legible. ---------------------- multipart/alternative attachment ---------------------------------------------------------------------------= - Cascade Flyer September 17, 2002 ---------------------------------------------------------------------------= - NOTICE This e-mail is a text only version of the CO-OPA newsletter. If you would like to view the Cascade Flyer with graphics and links, using your Adobe Acrobat Reader, use this link to download the newsletter: http://co-opa.rellim.com/newsletters/SepCOOPA2002.pdf If you do not have Adobe Acrobat Reader you can get it here: http://www.adobe.com/products/acrobat/readstep2.html =3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D IN THIS ISSUE =20 September Meeting Guest Speaker September Fly-Out August Fly-Out Hangar Flying YCCO RI Flash Cards Calendar Check this Out =3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D SEPTEMBER MEETING This months meeting will be on Thursday, September 19th, 6:00pm at the Bend Airport (S07) in the Flight Services building (The Flight Shop). GUEST SPEAKER by Clay Trenz This month=E2=80=99s speaker will be veteran aviation consultant Amy Prutzman. Am= y works closely with the FAA and AOPA through contacts in Washington D.C. regarding national and state level issues. She will be describing to us many of the changes in aviation, as we know it, coming from the FAA=E2=80=99s headquarters. Since Amy=E2=80=99s move to Bend, she has had an opportunity to become involved w= ith many local aviation concerns at the city/state level. Therefore, she will also enlighten us on the progress toward any new developments at the Bend airport.=20 It would be great if we can all welcome her sincere involvement and expertise toward capturing new opportunities at the Bend airport. SEPTEMBER FLY-OUT by Clay Trenz Hood River should be very pretty this time of year and not too hot. There are many unique shops and great eateries in downtown Hood River. A nice little cafe is across the street from the airport for those who chose not t= o go into town.=20 Several attractions in/around Hood River include the Fruit orchards, Hood River Locomotive Rides and The Carousel Museum. Don=E2=80=99t forget about those amazing wind surfers on the Columbia River! Hood River Taxi says they will pick us up at the airport in a van. Cost is $1 per person for a pick-up fee and $1.90 per mile for the whole van thereafter. However, we must call them to arrange before we leave Bend airport.=20 Hood River Taxi: 541-386-2255 Twin Peaks Cafe: 541-386-4460 (Across from field) Have and great meeting and flyout!!! AUGUST FLY-OUT TO BAKER CITY by Don Wilfong The bright, bushy tailed, boisterous, beaming, bubbling and bewildered bunc= h gathered at the Flight Shop at 07:00 hrs for the trip to Baker City. This select group consisted of Gary Miller and his co-pilot Kimmy (the dog) with Gary=E2=80=99s Turbo Centurian, Mike and Marcia Guth in their Lancair 4P and Don = and Norma Wilfong in their Skylane. Steve and Bobbie Wright, in their pretty yellow and white 175 Cessna Skylark, departed from the Pilot Butte Airport and met us in the air. Their plane has a 180 hp Lycoming engine with a constant speed prop and performs quite well. The Guth=E2=80=99s Lancair left us all as if we were standing still and made it t= o Baker City in 37 minutes which was about half the time the rest of us took... boy what a beautiful plane... the people at Baker City had them mov= e it to a spot, right up front, where it could be admired by everyone. We enjoyed a great breakfast with eggs, ham, blueberry hot cakes, coffee an= d juice. After breakfast we wandered around and admired some of the many planes. The Guths then headed for home as they had out of town guests coming and couldn=E2=80=99t stick around. The rest of our group loaded up in a va= n and they hauled us up to the Interpretive Center. It was really interestin= g to see what the pioneers had to go through on their journey west. There wa= s too much to see in the time we had allotted ourselves so Steve and Bobbie stayed an extra hour and returned to the airport later. Another visit will be in order, as we really didn=E2=80=99t have time to appreciate everything. The lady who drove us there and picked us up dropped Gary, Kimmy, Norma and I off at a restaurant for lunch and then picked us up, a little later, (in her electric car) and drove us around the city showing us some of the grand old homes and buildings from 100 or so years ago. This just whetted our interest and we want to return and spend much more time really looking the entire Baker City area over. There is a lot of history in that area. We actually saw some of the Oregon Trail where the old wagon road, out through the sage brush, still shows up. There was a lot of mining in the area too with many things to see. Steve and Bobbie Wright rode their bikes into town to see the sights and enjoyed a nice dinner, then camped on the field overnight and flew home Sunday morning. We (the Wilfongs) had planned to camp overnight too, but had to get back and take care of some business so we headed home Saturday afternoon. Gary and Kimmy flew to La Grande and Monument to add a couple more Oregon airports to Gary=E2=80=99s growing list of accomplishments. I believ= e he said he has now landed at over 40 Oregon airports. My thanks to Clay Trenz for his help in making this another fun outing. I was surprised that we didn=E2=80=99t have more people show up.......but as usual those who did had a very good time. You are missing out by not participating in our fly-outs. Really our group has a pretty good bunch of people that always seem to have a lot of fun together. Don Wilfong dwnw@bendnet.com HANGAR FLYING by Joel Premselaar In the late sixties, the US Air Force Flight Dynamics Laboratory contracted The Boeing Company=E2=80=99s Military Airplane Systems Division to develop a fighter/attack cockpit employing advanced avionics including newly develope= d digital concepts. One other and I, as senior engineer, were the only aviators on the team. We were delighted with the opportunity to participat= e in a =E2=80=9Cno holds barred=E2=80=9D project that allowed us to include energy manage= ment. If you are really interested in the procedure we used to design the fore runner of cockpits found in the F-22 and other present generation aircraft, I have a copy of the report you may borrow or you may corner me for a Bravo Sierra session when you can spare an hour or so. After the aforementioned program=E2=80=99s report went to print, an Air force officer, I=E2=80=99ll not name in print, laid claim to the =E2=80=9Cenergy management=E2=80= =9D concept. Factually, A. Lippisch of ME-163 fame conceived of it toward the end of WW II. It=E2=80=99s kinda like =E2=80=9Cdid Adam have a navel?=E2=80=9D O.K., relax = folks. I=E2=80=99ll expose my receding hairline by removing my engineer=E2=80=99s hat and try = to express energy management in laymen terms. After WW-II, we devised four-dimensional (includes time) performance envelopes for various combat aircraft. The parameters included trade-offs for vertical flight regimes vs speed vs rates of change, and four-dimensional acceleration. We employed tactics designed to force the enemy to engage within the sphere of energy management that favored our aircraft and certainly not theirs. We took note of the fact that during th= e Korean =E2=80=9CPolice Action,=E2=80=9D kill ratios against Mig-15s favored the F-86 at= the lower altitudes. We studied how best to avoid =E2=80=9Ccoffin corners.=E2=80=9D Of course, we G.A. types not going to engage in air-to-air combat, are we? ARE WE?? Our energy management challenge is to optimize performance. If th= e purpose of your flight is to obtain maximum endurance, then fly at the equivalent airspeed (EAS [more about EAS in a later writing]) where, for a given density altitude, horsepower (HP) required vs HP available is greatest. This is just before the region of reverse command; i.e., just before it begins to take more power to fly slower. On the other hand, if you wish to maximize range (no wind) and expend the least amount of energy (fuel), fly at the altitude/power settings for maximum range. What does this problem tell you about gliding in the presence of wind? On your E6B; compute the elapsed time for a round trip from A to B, a distance of 100 nm each way (zero time to reverse course) at a TAS of 100 kts. Now compute th= e elapsed time with a ten-knot tail wind one-way and then, with a ten-knot headwind on the return leg. The reason for the surprising difference is that you were bucking the headwind longer than you enjoyed the benefit of the tailwind. Just to give you a chance to exercise your gray matter, I=E2=80=99= ll leave the solution for obtaining an equal time of flight for each leg, to you. A hint: what would you do if the headwind equaled you airspeed? Finally, yet importantly, where the HP required vs. the HP available is equal, you obtain maximum speed. You have the capability to manage level flight energy. You need only to select any set of parameters between stall in the region of reverse command to the juncture of HP required with HP available for horizontal flight. A test pilot flying a perfectly rigged new unpainted aircraft with no dings sporting a new engine tuned to a =E2=80=9CT=E2=80=9D produce the numbers found in your handbook. For example, to minimize friction, take off distances are conducted with pumped up tires. Do you believe that the machine you fly ca= n meet handbook numbers? Do you believe in Santa Claus too? Instead of just boring holes in the sky, why not make like an aero engineer? Construct power required vs power available curves for the aircraft you fly. Use specific weights, center of gravity (c.g.) locations, and pressure altitudes. You may be surprised how much an aft c.g. will buy BUT, stay within the safe envelope. Develop dots on graph paper for your power available. Fly a constant altitude (trimmed flight please) at max power until the airspeed stabilizes; record the speed and power required to get max speed. Keep doing this down through the region of reverse command to a full power on stall. Regress to your childhood by connecting the dots with a French curve. Join points to establish HP Available curve. Join points to establish HP Rqrd. curve. After faring in the dots your picture should be similar in appearance to the one in the graph (Fig 1). Note where max endurance and max range lie. Energy management in the vertical plane includes, to name but a few: rate o= f =E2=80=9CG=E2=80=9D change, Vx, Vy, minimum fuel climb, and maximum range cruise. Whoo= ps, isn=E2=80=99t that last one horizontal flight? Nope, not in terms of energy management =E2=80=98cause, at a constant EAS, the reduction of weight as fuel is consumed will cause the aircraft climb and, consequently, you=E2=80=99ll enjoy an increase in TAS. =20 Lateral energy management is also possible. High rates of roll and steep bank angles exact a toll on performance. However, recent energy management research indicates that using a 45=C2=B0 bank angle for a dead stick reversal will result in a minimum loss of altitude. It=E2=80=99s actually, you know, like all about old Sir Isaac=E2=80=99s Principia and h= is laws of gravitation. YOUTH CHOIR OF CENTRAL OREGON by Amy Prutzman The Youth Choir of Central Oregon (YCCO) is presenting ideas for the cooperative activities with the aviation community during the monthly CO-OP= A meeting on September 19th. at the Bend Airport. This year, the choir is investing in the area=E2=80=99s youth by orchestrating participation in Italy=E2=80=99s prestigious Tuscany International Festival in July 2003. Choir representatives will also be on hand to talk with CO-OPA members abou= t their =E2=80=9CVoices Take Wing=E2=80=9D program - They will be asking for ideas for activities such as plane washes, pancake breakfasts, hobbs-meter marathons and other initiatives. The goal is to combine the musical expression of th= e area=E2=80=99s choirsters with a love of aviation and promotion of the importance= of the airport and aviation contributions to the community here in Central Oregon. Please come to the meeting with your energy and ideas. Contact Amy Prutzman for more information at 318-9990 or av8r@prutzman.com and check the YCCO web site at http://www.ycco.org RI FLASH CARDS Runway Incursions are still one of aviation=E2=80=99s top concerns. The FAA and AOPA Air Safety Foundation has developed a low-tech way to help remember an= d reinforce our knowledge of airport signage, Flash Cards! If you don=E2=80=99t recognize the meaning of these signs maybe the AOPA Air Safety Foundation=E2=80= =99s Flash cards can help you. The front of each card displays a typical airport sign or pavement marking. The back not only explains it, but also what action the pilot should take. You can download these helpful flash cards and other valuable information b= y following this link; http://www.aopa.org/asf/flashcards/index.html Calendar of events September -2002 7 Sept. EAA Pancake Breakfast - Twin Oaks Airport 7 Sept. John Day Fly-In and Breakfast Grant County Regional Aiport (John Day) 541-575-1563 14 Sept. Expo Center, Albany - OPA Quarterly Meeting Dale Evans 14 Sept. 10-2 p.m. OPA Corvallis Fly-the-Kids, Corvallis Airport, John Gaylord CVO 541-745-5088 14-15 Sept. Oregon Air Fair, Albany Fairgrounds (next to airport) Gwen Morrow 19 Sept. 6:00pm Flight Services Building, Bend CO-OPA Monthly Meeting 21 Sept. Flight Services Building, Bend CO-OPA Flyout to Hood River October -2002 5 Oct Twin Oaks Airpark, Hillsboro, OR, Fly-In Breakfast - EAA#105 (503.646.8763) 17 Oct. 6:00pm Flight Services Building, Bend CO-OPA Monthly Meeting 19 Oct. Flight Services Building, Bend CO-OPA Flyout to ??? 20 Oct Fall Festival at the Museum, Pearson Air Museum, 13:00-16:00 John Nold, (360.694.7026) 24-26 Oct AOPA 2002 Expo, Palm Springs, CA (888-GO2-EXPO) November -2002 2 Nov Twin Oaks Airpark, Hillsboro, OR, Fly-In Breakfast - EAA#105 (503.646.8763) 9 Nov. 10:00am Lebanon, OR - OPA Annual Meeting Dale Evans 21 Nov. 6:00pm Flight Services Building, Bend CO-OPA Monthly Meeting 23 Nov. Flight Services Building, Bend CO-OPA Flyout to ??? December -2002 7 Dec Twin Oaks Airpark, Hillsboro, OR, Fly-In Breakfast - EAA#105 (503.646.8763) 8 Dec Christmas at the Museum, Pearson Air Museum, 13:00-16:00 John Nold, (360.694.7026) 19 Dec. 6:00pm Flight Services Building, Bend CO-OPA Monthly Meeting 21 Dec. Flight Services Building, Bend CO-OPA Flyout to ??? Other Calendar pages Oregon Pilots Association Events Calendar Washington Pilots Association Events CHECK THIS OUT by Jack Kohler Surprised would be an understatement! To receive the OPA=E2=80=99s 2002 Best Chapter Newsletter award was quite an honor (not to mention this little hangy-down thing for my CO-OPA name tag too). I would like to thank everyone who has made contributions to our newsletter and a special thanks to Joel Premselaar and Don Wilfong who have provided content for us every month. It has been a privilege to be a part of CO-OPA, we can all be proud to have received this award. CHAPTER OFFICERS 2002 President: Nancy Lecklider=20 3054 NW Clubhouse Dr Bend OR 97701=20 541 330-1853 nancybob@teleport.com Vice President: Dean Cameron=20 20015 Chaney Rd.=20 Bend OR 97701=20 541 389-8285=20 dcameron@empnet.com Secretary/Treasurer: Gary E. Miller=20 109 NW Wilmington Ave. Bend OR 97701=20 541 383-2435=20 gem@rellim.com Flyout Chair: Don Wilfong=20 210 SE Cessna Dr=20 Bend OR 97702 541 389-1456 dwnw@bendnet.com Program Chair: Clay Trenz=20 2314 Monterey Pines Bend OR 97701=20 541 317-2899=20 claytrenz@aol.com Editor: Jack Kohler=20 63070 Deschutes Mkt. Rd Bend OR 97701=20 541 389-1493=20 jkohler@mactechsys.com Visit our web site at: co-opa.rellim.com for more info and link to the state OPA website. For members only lists: User name: S07 Password: 123.= 0 =3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D For information or questions regarding this news letter contact: Jack Kohler via e-mail: jkohler@mactechsys.com Newsletter submission: co-opanews@mactechsys.com ---------------------- multipart/alternative attachment An HTML attachment was scrubbed... URL: http://catbert.rellim.com/pipermail/co-opa/attachments/8ae543b2/attachment.htm ---------------------- multipart/alternative attachment-- From gem@rellim.com Fri Sep 20 06:34:05 2002 From: gem@rellim.com (Gary E. Miller) Date: Thu, 19 Sep 2002 22:34:05 -0700 (PDT) Subject: [Co-opa]This Week's FLyout Message-ID: Yo All! Looks like we have a glorious weekend coming up statewide. So at tonights meeting we decided to change this weekend's flyout to go to Astoria. We will meet at the Bend Airport at 7:30am this Saturday. Planes will leave at 8:00am. Everyone is invited and we always have lots of empty seats if you just want to ride along. The Air Scouts are having a Pancake Breakfast from 8:30am to 10:30am. The Astoria Airport and US Coast Guard Air Fair will be on the airport from 10am to 4pm. The airport will remain open during the air fair so we can leave anytime we want. The air fair claims: Antiques to New Airplanes Ultra-lites to Bombers Fly-bys Military displays Helicopter Flight Demos Come on down Saturday and let's go flying! RGDS GARY --------------------------------------------------------------------------- Gary E. Miller Rellim 20340 Empire Blvd, Suite E-3, Bend, OR 97701 gem@rellim.com Tel:+1(541)382-8588 Fax: +1(541)382-8676 From dwnw@bendnet.com Fri Sep 20 15:03:27 2002 From: dwnw@bendnet.com (Don & Norma) Date: Fri, 20 Sep 2002 07:03:27 -0700 Subject: [Co-opa]WEATHER FOR SAT. FLY-OUT Message-ID: <000d01c260ae$7ed10a00$5524a3ce@default> FELLOW FLYERS: LOOKS LIKE ONE OF THOSE TIMES WE CAN ACTUALLY PLAN TO GO TO THE COAST "ASTORIA" SATURDAY FOR THE FLY-OUT. MEET AT THE FLIGHT SHOP 07:30 FOR A 08:00 DEPARTURE. SEE YOU THERE..........DON & NORMA WILFONG NORTH OREGON COAST-SOUTH WASHINGTON COAST- INCLUDING THE CITIES OF...ASTORIA...CANNON BEACH...TILLAMOOK... PACIFIC CITY...NORTH COVE...RAYMOND...LONG BEACH...NASELLE NATIONAL WEATHER SERVICE PORTLAND OREGON 430 AM PDT FRI SEP 20 2002 .SYNOPSIS...REMNANTS OF A WEAK COLD FRONT OVER THE NORTHERN PART OF THE FORECAST AREA WILL DISSIPATE TODAY AS HIGH PRESSURE TAKES CONTROL OF THE WEATHER ACROSS THE PACIFIC NORTHWEST. THE HIGH PRESSURE WILL REMAIN INTO NEXT WEEK PROVIDING WARM DAYS AND COOL NIGHTS. TODAY...AREAS OF MORNING CLOUDS AND FOG...OTHERWISE MOSTLY SUNNY HIGHS 65 TO 70. LIGHT WIND BECOMING NORTH AND INCREASING TO 10 TO 20 MPH. TONIGHT...CLEAR... LOWS 45 TO 50... NORTH WIND 10 TO 20 MPH...DECREASING TO 5 TO 10 MPH LATE. SATURDAY...SUNNY... HIGHS IN THE LOWER 70S... NORTH WIND 10 TO 20 MPH SATURDAY NIGHT...CLEAR... LOWS 45 TO 50 SUNDAY...SUNNY... HIGHS IN THE LOWER 70S MONDAY THROUGH THURSDAY...SUNNY DAYS AND CLEAR NIGHTS... LOWS NEAR 50 HIGHS NEAR 70. From jkohler@mactechsys.com Wed Oct 16 22:22:23 2002 From: jkohler@mactechsys.com (Jack Kohler) Date: Wed, 16 Oct 2002 14:22:23 -0700 Subject: [Co-opa]October Newsletter (txt) Message-ID: > This message is in MIME format. Since your mail reader does not understand this format, some or all of this message may not be legible. ---------------------- multipart/alternative attachment ---------------------------------------------------------------------------= - Cascade Flyer September 17, 2002 ---------------------------------------------------------------------------= - NOTICE This e-mail is a text only version of the CO-OPA newsletter. If you would like to view the Cascade Flyer with graphics, using your Adobe Acrobat Reader, use this link to download the newsletter: http://co-opa.rellim.com/newsletters/OctCOOPA2002.pdf If you do not have Adobe Acrobat Reader you can get it here: http://www.adobe.com/products/acrobat/readstep2.html =3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D IN THIS ISSUE =20 October Meeting Guest Speaker October Fly-Out September Fly-Out Hangar Flying Calendar of Events Check this Out =3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D OCTOBER MEETING This months meeting will be on Thursday, October 17th, 6:00pm at the Bend Airport (S07) in the Flight Services building (The Flight Shop). GUEST SPEAKER by Clay Trenz Imagine late July, 10:00 am, being in the Idaho backcountry on short final and everything appears normal, safe, and under control. Then approximately 30=E2=80=99 to 40=E2=80=99 AGL, it happens... This month Mr. Richard Benson D.C. will = be joining us to discuss an accident encountered while flying backcountry in Idaho. He will inform us on the details of this event and his experience working with the FAA & NTSB. This will be a very interesting, informative presentation and discussion. Also, I would like to invite everyone to come and share their most valuable aviation learning experience within the past year. OCTOBER FLY-OUY by Clay Trenz As far as the October flyout, lets replicate last month=E2=80=99s original plan t= o Hood River.. Zi (Head Mechanic) at Flight Line Services (FBO), Hood River indicated the weekend should be good weather and clear of their glider traffic due to a predicted East wind. Hood River should be very pretty this time of year and not too hot. There are many unique shops and great eateries in downtown Hood River. A nice little cafe is across the street from the airport for those who chose not t= o go into town.=20 Several attractions in/around Hood River include the Fruit orchards, Hood River Locomotive Rides and The Carousel Museum. Don=E2=80=99t forget about those amazing wind surfers on the Columbia River! Hood River Taxi says they will pick us up at the airport in a van. Cost is $1 per person for a pick-up fee and $1.90 per mile for the whole van thereafter. However, we must call them to arrange before we leave Bend airport.=20 Hood River Taxi: 541-386-2255 Twin Peaks Cafe: 541-386-4460 (Across from field) SEPTEMBER FLY-OUT by Don Wilfong We had our meeting/potluck on Thurs. evening 9/19 and the Sat. fly-out plan= , as scheduled by Clay Trenz, was to go to Hood River (a good plan) ....but.... Mike Brownlie brought a flyer telling about a fly-in event in Astoria for Sat. 9/21 with a guarantee of great weather at the coast...so.. a quick vote decided we better take advantage of the severe clear coast weather. Sat. morning brought people out and we headed for Astoria by a little after 08:00. Gordon and Mary Lou Shortreed brought a guest =E2=80=9CSalli McDonald=E2=80=9D = in their Cardinal (they departed from Prineville), Ann and Mike Bond flew thei= r Cardinal RG, Mike Adler flew his Cardinal RG, Gary Miller (with his co-pilo= t dog =E2=80=9CKimmey=E2=80=9D) flew his Turbo Centurian, Arnie Vetterick and a guest fle= w his Bonanza, Mike Guth flew his Lancair IV-P (Norma Wilfong and Norma=E2=80=99s guest Boots Bolduc got the thrill of a very fast ride to Astoria in the Lancair =E2=80=9CThanks Mike=E2=80=9D) and I flew our Skylane. Mike Brownlie (note: we had four Mikes on the fly-out) flew his Mooney over on Fri. and he provided ground transportation to breakfast for most of us (this was really appreciated) as the pancake breakfast ran out of supplies and quit serving and the on field restaurant was overwhelmed by the crowd and also closed for breakfast. They had no idea so many people would show up. They seldom can depend on the clear weather that allowed so many peopl= e to fly in. We had a good group from CO-OPA with 8 planes showing up. All of our planes were part of the static display with paper sleeves on the props to tell who owned the plane, where we were from and some info about the plane.......as usual the beautiful Lancair IV-P was the center of attraction and they even had Mike do a couple of 300+ mph fly-by runs as he was leaving for home. He went by so fast it was hard to even get a picture= . They had several fly-bys: The =E2=80=9CBlack Jack Squadron=E2=80=9D (a group of 13 R.V. sport planes) doing formation flying made several passes, Mike=E2=80=99s Lancair,= a King Air, a Long EZ, a Beach 18 (C-45) and others including a demo by the Coast Guard with their Helicopter. They had a bunch of Radio Control plane= s there too but if they flew I missed seeing it. All in all it was a good time and weather permitting we may plan for next year as this is slated to be an annual event. We all kind of went our separate ways on the return trip with the Bonds and Wilfongs flying back more or less together.....we kept track of each other=E2= =80=99s position all the way home but never did see each other. We were always a mile or more apart but still thought we would see each other now and then. This really points out how we all need to keep our eyes =E2=80=9Coutside the cockpit=E2=80=9D watching for other planes. We really appreciate Clay=E2=80=99s work in planning the Hood River Fly-out.....w= e will use his plan for another month. We just couldn=E2=80=99t pass up the CAVU weather at the coast. Thanks to all for participating.....it was a great fly-out and we missed those of you who were not able to make it. Maybe next time????? Don Wilfong dwnw@bendnet.com HANGAR FLYING by Joel Premselaar Editors Note: Joel is currently out of the area, hopefully enjoying this time away from home. He suggested we re-run a previous article, I have decided to use his article from June, 2001. Last month I implied that the accuracy of aircraft instruments leaves something to be desired. Most of them are - well, just what they are dubbed - indicators. Disregarding failures, are they safe to use? Absolutely! But, only if you understand how they work and the variables that impact them. Unless you enjoy littering the runway with engine components, have your tachometer checked. You=E2=80=99re in for a surprise when you do. Consider an electronic digital tach. If you take pleasure in challenging the grim reaper, trust your fuel gauges, but if longevity appeals to you, think digital fuel management system. If nurturing the team of horses you have up front is important to you, an electronic engine analyzer is for you. Whethe= r everything is working or not, one of the most important indicators you have in the cockpit is the one that tells you how swift your machine is compared to a free balloon. Let=E2=80=99s take a look at that last one. Just a reminder before we get into the airspeed indicator. Target airspeeds in your pilot=E2=80=99s operating handbook are for maximum weight. Obviously, by using your handbook Vref for landing when you=E2=80=99re lightly loaded, you=E2=80=99ll convert your tricycle into a wheelbarrow. I touched on the impact of weight last month. The effects of c.g. upon target airspeeds are for another time. In addition to the ASI=E2=80=99s instrument errors, pitot/static source locations and installations, angle of attack, configuration variations; e.g., flaps, vortex generators, pants, externally hung whatevers, all bias what the ASI is telling you. When you put all of the above together, you have transitioned from indicated airspeed (IAS) to what is known as =E2=80=9Ccalibrate= d airspeed (CAS)=E2=80=9D. The airspeed indicator (ASI) measures the difference between the total pressure measured at the pitot tube and the static pressure taken from the static source and thereby hangs a tale (Bill Shakespeare). The pitot/static instrument design is predicated upon incompressible flow and we all know that air is compressible. The ASI as a system is physically designed for standard atmospheric sea-level conditions only and is useable up to Mach 0.= 3 (around 335 knots). The fat lady hasn=E2=80=99t started to sing yet. There is an airspeed known as =E2=80=98equivalent airspeed (EAS)=E2=80=9D. It is obtained by including the compressib= ility factor to CAS to arrive at dynamic pressure (q). It is to this value that aeronautical engineers design flying machines. Today, a great many non-military aircraft operate in the flight regime of high speed and high altitude (over 200 kts and FL-200) where this is worthy of consideration. Finally, we arrive at the familiar true airspeed (TAS) by including density altitude in our calculations. We slow and low-down (pun intended) character= s skip EAS to arrive at TAS. In conclusion, we cannot compensate for all of the above soooo, we do what we can by building our own airspeed calibration (IAS vs CAS) charts for you= r principal configurations, weights, and c.g. locations. I will suggest one more thing. Before making a non-emergency short field landing, check your IAS at stall (you do practice stalls, don=E2=80=99t you) for your =E2=80=9Cas is=E2=80=9D air= craft. Here=E2=80=99s a related side note. Did you ever wonder why you=E2=80=99re taught to re= duce your rate of climb/descent to 500 ft/minute or less before reaching your assigned altitude? It=E2=80=99s so that you won=E2=80=99t earn the wrath of environmentalists by cluttering some pristine mountain with scrap metal. When directed to dunk to a lower altitude, your air traffic controller want= s you there in a hurry, but he hopes that you know that lag/hysteresis is inherent in the altimeter side of the subject instrument system. Calendar of events October -2002 5 Oct Twin Oaks Airpark, Hillsboro, OR, Fly-In Breakfast - EAA#105 (503.646.8763) 17 Oct. 6:00pm Flight Services Building, Bend CO-OPA Monthly Meeting 19 Oct. Flight Services Building, Bend CO-OPA Flyout to ??? 20 Oct Fall Festival at the Museum, Pearson Air Museum, 13:00-16:00 John Nold, (360.694.7026) 24-26 Oct AOPA 2002 Expo, Palm Springs, CA (888-GO2-EXPO) November -2002 2 Nov Twin Oaks Airpark, Hillsboro, OR, Fly-In Breakfast - EAA#105 (503.646.8763) 9 Nov. 10:00am Lebanon, OR - OPA Annual Meeting Dale Evans 21 Nov. 6:00pm Flight Services Building, Bend CO-OPA Monthly Meeting 23 Nov. Flight Services Building, Bend CO-OPA Flyout to ??? December -2002 7 Dec Twin Oaks Airpark, Hillsboro, OR, Fly-In Breakfast - EAA#105 (503.646.8763) 8 Dec Christmas at the Museum, Pearson Air Museum, 13:00-16:00 John Nold, (360.694.7026) 19 Dec. 6:00pm Flight Services Building, Bend CO-OPA Monthly Meeting 21 Dec. Flight Services Building, Bend CO-OPA Flyout to ??? Other Calendar pages Oregon Pilots Association Events Calendar Washington Pilots Association Events CHECK THIS OUT by Jack Kohler Some days are better than others! We=E2=80=99ve all heard that and lived it, wel= l this has been one of those months where the time has just gotten away from me. I have been on the move most of the month and as you read this I will be in Los Angeles scrambling to meet other deadlines. I have promised myself I=E2=80=99ll get the newsletter out, kinda like the post office creed. Th= is month will be a little more Trick than Treat. Next month, have I got something for you, definitely more Treat than Trick. CHAPTER OFFICERS 2002 President: Nancy Lecklider=20 3054 NW Clubhouse Dr Bend OR 97701=20 541 330-1853 nancybob@teleport.com Vice President: Dean Cameron=20 20015 Chaney Rd.=20 Bend OR 97701=20 541 389-8285=20 dcameron@empnet.com Secretary/Treasurer: Gary E. Miller=20 109 NW Wilmington Ave. Bend OR 97701=20 541 383-2435=20 gem@rellim.com Flyout Chair: Don Wilfong=20 210 SE Cessna Dr=20 Bend OR 97702 541 389-1456 dwnw@bendnet.com Program Chair: Clay Trenz=20 2314 Monterey Pines Bend OR 97701=20 541 317-2899=20 claytrenz@aol.com Editor: Jack Kohler=20 63070 Deschutes Mkt. Rd Bend OR 97701=20 541 389-1493=20 jkohler@mactechsys.com Visit our web site at: co-opa.rellim.com for more info and link to the state OPA website. For members only lists: User name: S07 Password: 123.= 0 =3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D-=3D For information or questions regarding this news letter contact: Jack Kohler via e-mail: jkohler@mactechsys.com Newsletter submission: co-opanews@mactechsys.com ---------------------- multipart/alternative attachment An HTML attachment was scrubbed... URL: http://catbert.rellim.com/pipermail/co-opa/attachments/e5378e11/attachment.htm ---------------------- multipart/alternative attachment-- From jkohler@mactechsys.com Wed Nov 20 03:18:04 2002 From: jkohler@mactechsys.com (Jack Kohler) Date: Tue, 19 Nov 2002 19:18:04 -0800 Subject: [Co-opa]November Newsletter (txt) Message-ID: ---------------------------------------------------------------------------- Cascade Flyer November 19, 2002 ---------------------------------------------------------------------------- NOTICE This e-mail is a text only version of the CO-OPA newsletter. If you would like to view the Cascade Flyer with graphics, using your Adobe Acrobat Reader, use this link to download the newsletter: http://co-opa.rellim.com/newsletters/NovCOOPA2002.pdf If you do not have Adobe Acrobat Reader you can get it here: http://www.adobe.com/products/acrobat/readstep2.html =-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-= IN THIS ISSUE November Meeting Guest Speaker November Fly-Out October Fly-Out Hangar Flying Airport Mgr Update Lancair Closes Deal S07 Improvement VFR Checkpoints AOPA Safety Quiz FAA Rule Change =-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-= NOVEMBER MEETING This months meeting will be on Thursday, November 21st, 6:00pm at the Bend Airport (S07) in the Flight Services building (The Flight Shop). GUEST SPEAKER by Clay Trenz This month Mr. Claude Sandell will be joining us. Claude and his wife Judie recently moved to Bend from the Portland area. Claude is a past President of The NW Antique Aircraft Club at Evergreen Field. Also, he co-founded the Air Museum at Pearson Field. Claude is a professional commercial photographer and has a passion for antique aircraft. He will share his collection of antique aircraft photographs, composed over the past forty years, with us. NOVEMBER Fly-Out by Don Wilfong Plans at the moment are to meet at the Flight Shop Saturday, Nov. 23 at 09:00 hrs. with a departure at 09:30 for Lakeview. We will arrange transportation to town and back from the airport. If we need an alternative destination wečll head for Klamath Falls, Kingsley Field. There is a good resturant on the field. Dončt forget this is a towered airport. If a better destination is found we can make the necessary changes at the meeting on Nov. 21. See You Thurs. evening at the Flight Shop for our monthly Pot Luck and Meeting. Don Wilfong, dwnw@bendnet.com OCTOBER FLY-OUT by Don Wilfong We gathered at the Flight Shop for a 10:00 departure. I thought we were getting a late start...but...it all worked out really well. Mike and Ann Bond flew their Cardinal RG, Gary Miller (with co-pilot Kimmy the dog) flew his Turbo-Centurian and took Darrel McOmber and Darrelčs two young Grandsons along. Ken and Marie-Louise Sandine flew their Bonanza and Norma and I flew our Skylane, we took Doug Knight along as he needed to pick up his car at the Hood River airport. He has a Turbo-Skylane RG and he keeps a car at Hood River, in the summer, so he can fly up and go Sail Boarding on a regular basis. The plan is that Doug and Darrel will both be on our membership roster soon. The flight was very enjoyable with no weather problems and the scenery was spectacular. On final approach most everyone noticed a sinking feeling off the end of the runway and had to add a little more power than planned, it was a surprise but not a problem for anyone (it was just a reality check, to see if we were awake). Hood River has a good airport located in a picturesque valley that slopes up from the Columbia River to Mt. Hood. The valley is covered by orchards interspersed by small towns. The Rail Road has tour rides available that might be fun to plan for a future fly-out on some warm summer day. With Dougčs recommendation, we all loaded up in his car and a taxi and went down town to eat at Bettečs Café where the service was good and so was the food. After eating we walked around town a bit and then walked down to the waterfront where we watched people, on their boards, being pulled around by their para-sails. There was not enough wind for the sail boarders to be active. When we all felt it was time to head home we crowded into a taxi and went to the airport. Gary, Kimmy and I rode in the baggage compartment behind the back seat of the van (it actually was quite comfortable.) The flight home was just as enjoyable as the flight there. Norma and I split off from the other 3 planes and landed at home (Pilot Butte Airport) bringing another great CO-OPA Fly-out to a close. Thanks to Clay Trenz for planning the fly-out. He had scheduled Hood River last month but we took advantage of the beautiful weather at the coast and went to Astoria instead. We missed those of you who were not able to join us!!! (But we had fun anyway) Don Wilfong dwnw@bendnet.com HANGAR FLYING by Joel Premselaar I’m sitting here staring at a blinking (no I’m not an Englishman) curso(e)r and feel like doing just that; @#$%^&*, because I haven’t the foggiest idea of what pearls of wisdom I have to pass on to you. I'm only doing this because Jack threatened me with a fate worse than death if I didn’t produce something. Free-associating, by dint of the previous paragraph I see the word foggiest. Fog means instruments and that reminds me that some time ago I promised to explain equivalent airspeed (EAS). EAS is of little concern to us low-down characters; however, some of our speedy and blown high flyers have a need to know. Those highfalutin pilots (and those of us who aspire to be counted among them) driving their hotrods in the upper regions should know how to deal with EAS. Let’s look at this from the beginning. Right up front, I’ll admit that this is a bit complex; but, if you’re so inclined, you may find it of consequence or, at least, interesting. At least you’ll have an appreciation for Mach meters. Our airspeed indicator is just that, an indicator that measures the difference between static standard sea level pressure (29.92” hg @59° F) and the air pressure striking the aircraft’s pitot tube. The mechanism driving the airspeed needle (a paraboloidal gear) is designed with the assumption that air is incompressible. However, we know that air IS compressible. I’m getting ahead of myself now so let’s go back to what happens after you read IAS. The IAS instrument has specific errors due to its plumbing, to say nothing about hysteresis and other things. You should have a correction chart to tell you what that is, hysteresis excepted. In addition, as I mentioned in a previous article, there is a thing known as position error. For example, anything that changes the air flowing into the pitot tube and/or around the static source(s); e.g., flap position, configuration changes (military aircraft are significantly affected by various store configurations), etc., will affect the pressure at the static source(s). Instrument error and configuration changes also have an effect upon your altimeter. For example, your pilot’s handbook illustrates the differences between IAS and calibrated air speed (CAS) as well as altimeter readings for different flap settings. O. K., back to CAS. We of the lower flight domains know how to determine true air speed (TAS) from CAS. Hey, if you can’t do this I’m going to tell Don Mobley and then you’ll really be in trouble! Those high (I don’t mean those under the alcofluence of incolol) and fast (subsonic range) flyers and aeronautical engineers use EAS. As I stated earlier, IAS assumes that air is incompressible; so, compressibility must be factored in to arrive at the true dynamic pressure the aircraft is feeling and to arrive at a valid TAS. If you use CAS for Va (maneuvering speed) or Vb (turbulence penetration speed) at high speeds and low density altitudes without compensating for compressibility you’ll be at a lower speed than the real limitation. Say, for example, that you’re descending through 20,000 ft. at 300 kts CAS, your EAS is 8 ? kts less. O.K., now you’re in a Lear jet and you’re at 40,000 ft tootling along at 300 kts CAS, your EAS is 275 kts. In each case, what have your filed as TAS with flight service? AIRPORT MANAGER UPDATE Andrew Lindsey, Management Assistant, City of Bend, Public Works, indicated the deadline for Airport Manager applications was Friday 11/01/02. On Wednesday, 10/30/02, the HR Department had received around 25 applications. The Human Resources Department will be responsible for conducting interviews, etc and Mr. Lindsey was not sure what the schedule for the position is. He did email them Monday morning, 11/04/2002, asking what He could do do help them. As soon as Mr. Lindsey knows something hečll let us know. Thursday, 11/14/2002, Mr. Lindsey reported they received 54 applications for the Airport Manager position and the human resources department in the process of reveiwing these applications. As soon as Mr. Lindsey knows something hečll let us know. LANCAIR CLOSES DEAL W/ INVESTOR >From AOPA ePilot: (10/25/2002) Lancair Company officials say they have found an investor and will receive in the coming weeks more than enough cash to continue the companyčs operations and rehire staff. Lancair had been looking for $25 million, but the pending investment apparently will exceed that amount. The investor has requested not to be identified, but will become a controlling partner. The deal could be concluded as early as November. Lancair chief Bing Lantis said that the company will stay in its present location, on its current business plan, and under the same management. Operations at the Lancair plant, shut down since July, will reopen in November with 99 percent of the former staff. Certification of the Lancair 350, the so-called all-electric airplane, is expected in January, with the Lancair 400 gaining certification as early as next April. There is a backlog of 180 aircraft orders for which deposits have been taken--half are 400s and half are 300s. There are 56 Lancair 300s currently flying. The company sold three 400s on Tuesday (10/22/2002). If you would like to sign up for the AOPA ePilot or get more information regarding their service visit the łePilot Frequently Asked QuestionsČ at: http://www.aopa.org/members/files/pilot/epilot/faq.html or write to: epilot@aopa.org BEND AIRPORT IMPROVEMENT by Jack Kohler The newly formed Central Oregon EAA chapter 1345 has made the Bend airport a little better and safer. The members of Bend High Desert Flyers, EAA chapter 1345, and other pilots have noticed the wind tee at the Bend airport has been difficult to see, not always accurately providing the direction of surface wind and occasionally in conflict with the wind sock. During their August EAA meeting, members discussed taking on the project of performing the necessary preventative maintenance and see if they could return the wind tee to becoming more reliable, easier to locate and read while at TPA. Following a unanimous vote to undertake the project, contact was made with acting Airport Manager, Andy Lindsey to request permission and proceed. The local EAA volunteers reviewed FAA Circulars and prepared a project plan for Mr. Lindsey which was approved. The project involved the removal of the wind tee from itčs pedestal to inspect the bearings and slip rings that provide the voltage to lights on the wind tee. Inspection revealed the bearings needed to be repacked with grease and the slip rings needed cleaning. To enhance the wind teečs visibility, a radius of 75 feet was cleared and covered with łroad grindingsČ (black macadam) and outlined with white painted tires thus providing easy contrast for reading the wind tee in the pattern. The EAA chapter submitted a public announcement identifying and thanking the local businessč that provided the resources for the project. The local volunteers included Bud Candland, Dennis Douglas, Dale Evans, Gerald Holmes, Sonny Kline, Tom Phy, Randy Potter, Jack Raplee, and Greg Tanner. For those of you that have seen the results, realize the vast improvement these volunteers have made to the wind tee. To everyone involved, Thank You. S07 is a little better and safer thanks to the new EAA chapter 1345, the Bend High Desert Flyers. For additional information regarding EAA Chapter 1345, contact Dennis Douglas 541 322-9453. C. O. VFR REPORTING POINTS by Jack Kohler łRedmond Tower, Decathlon November Four Hotel Whiskey, six thousand over Gray Butte, landing Redmond.Č Gee, Ičm 6000č and approaching Redmond for landing as well, where is this guy? Has this ever happened to you, do you wonder where these reporting points are and if youčre in their space? How does one get to know the secret of local area VFR reporting points since they are not labeled on the sectional? Unless youčve been interested in the local topology and cross reference Forest Service maps or have been a long time resident, the chances of knowing the names of all the surrounding buttes is pretty slim, especially for VFR reporting. Well, I decided it was time to find out and who would know better than Dwight Coker, ATC Manager (Redmond tower). After talking with Dwight I learned the location of several common VFR reporting points for Central Oregon. Although these reporting point features are represented on the Klamath Falls Sectional they are not labeled as to their proper names. Each of the following VFR reporting points (Figure 1) are referenced, using a radial (magnetic) and distance (statute miles), from Redmond Roberts Field Airport (RDM). 1. Smith Rocks: (343ș, 7 miles) This is a popular recreational rock climbing area along the Crooked River. The river makes a very pronounced bend around the Smith Rocks landform making it an easily identifiable VFR checkpoint. 2. Gray Butte: (355ș, 11 miles, ele. 5108č) This butte is located to the north of Smith Rocks and has a fairly pointed peak with a couple antennas atop. 3. Grizzly Butte: (020ș, 16 miles, ele. 5640č) This VFR reporting point is approximately 6 miles east of Gray Butte and the highest elevation of the local reporting points. It can be identified by the cluster of towers and antennas that are atop. Prineville is approximately 11 miles to the southeast. 4. Ochoco Reservoir: (065ș, 22 miles) This reporting point is approximately 5 miles east of Prineville and the reservoir is represented but not labeled on the Sectional (Klamath Falls Sectional). 5. Powell Butte: (099ș, 10 miles, ele. 5220č) This can be a confusing reporting point since there is also the town of Powell Butte. When reporting youčll need to distinguish between łOver Powell Butte the TownČ vs. łOver Powell ButteČ. As you can see from the map this error could be significant since the two reporting points are not the same distance or radial from Roberts Field (RDM). Powell Butte is actually an elongated series of hills running north/south and can easily be seen when departing RDM rwy 10. When reporting łover Powell ButteČ, accuracy is very important. 6. Pilot Butte: This is on Hwy. 20 east of downtown Bend. Most residents know where Pilot Butte is located and when reported, is usually regarded as synonymous with Bend. 7. Cline Butte: (250ș, 7.5 miles, ele. 4101č) This reporting point is a little confusing and potentially hazardous since Cline Butte is also the location of Deschutes VOR. 8. High Bridge: (329ș, 9.5miles) This is where Hwy. 97 crosses the Crooked River north of Terrebonne and northwest of Smith Rocks. Also known as the Crooked River Gorge Bridge or Ogden Scenic Wayside. 9. Juniper Butte: (330ș, 16 miles, ele. 4100č approx.) Hwy. 97 skirts the east side of Juniper Butte approximately 10 miles south of Madras. This butte can be recognized having a visible łCČ on the northwestern slope next to the town of Culver. There is also a tower on the eastern side as shown on the sectional with the elevation at the top of the tower at 3170č MSL, 204č AGL. 10. Haystack Reservoir: (342ș, 16 miles) This reporting point is about 4 miles east of Juniper Butte on the east side of Hwy. 97 and approximately 10 miles south of Madras. Haystack Reservoir is the only significant body of water in this area. There you have it, you too know the secret of the most widely used and recognized VFR reporting points not identified on the sectional. Now you can actually find, identify and accurately report your position over one of our many Central Oregon VFR Reporting Points. Now, lets pull chocks... AOPA ASF SAFETY QUIZ FUEL AWARENESS Fuel-related accidents occur at the rate of more than one per week. In one year 51 fuel exhaustion accidents occurred and, although there was nothing to fuel a post-crash fire, four were fatal. In that same year another 13 accidents were attributed to fuel starvation and two, one of which was fatal, were caused by fuel contamination1. 1 Air Safety Foundation Nall Report - 2000. The AOPA Air Safety Foundationčs newest Safety Advisor, Fuel Awareness, is now available. There is much that pilots should know about fuel and fuel management. You may view it online at www.aopa.org/asf/publications/sa16.pdf then you can test your knowledge by taking the following quiz. 1. ASF recommends landing with at least ______ of fuel reserves on board. A. 30 minutes B. 45 minutes C. 60 minutes 2. Pilots should lean the mixture only at high altitudes. A. True B. False 3. What color is 80 octane fuel? A. Red B. Green C. Blue 4. Operating with carburetor heat on will result in a ________ mixture. A. leaner B. richer 5. Worn or defective fuel cap seals can allow water to enter the fuel tanks. A. True B. False 6. _________ fuel containers should not be used to fuel aircraft because they cannot be grounded to the aircraft. A. Plastic B. Metal 7. Fuel only needs to be sampled once each day ‹ before the first flight of the day. A. True B. False 8. Because fuel burn is a constant (at any given altitude, power setting, and mixture setting), pilots should think of fuel in terms of ____________. A. gallons B. pounds C. hours and minutes 9. Pilots coordinating with ATC and running low on fuel can declare a ____________, which means delays cannot be tolerated and will likely result in an emergency situation. A. direct routing request B. minimum fuel advisory C. priority situation 10. Fuel samples must be disposed of by pouring the uncontaminated sample back in the fuel tank. A. True B. False ‹ the sample must be disposed of on the ramp. C. False ‹ there are several correct ways to dispose of the sample. Answers to the quiz can be found at the end of this newsletter. For more information visit AOPA Air Safety Foundation. THE RULE CHANGE FAA Administrator Marion Blakey announced that the final rules to require pilots to carry a government-issued photo ID along with their pilot certificate will take effect Monday, October 28, 2002. The chart below is a brief summary of the regulatory changes contained in this final rule. For additional information regarding the Photo ID Rule for General Aviation Pilots visit the FAAčs web site at: http://www2.faa.gov/index.cfm/apa/1062?id=1607 CHAPTER OFFICERS 2002 President: Nancy Lecklider 3054 NW Clubhouse Dr Bend OR 97701 541 330-1853 nancybob@teleport.com Vice President: Dean Cameron 20015 Chaney Rd. Bend OR 97701 541 389-8285 dcameron@empnet.com Secretary/Treasurer: Gary E. Miller 109 NW Wilmington Ave. Bend OR 97701 541 383-2435 gem@rellim.com Flyout Chair: Don Wilfong 210 SE Cessna Dr Bend OR 97702 541 389-1456 dwnw@bendnet.com Program Chair: Clay Trenz 2314 Monterey Pines Bend OR 97701 541 317-2899 claytrenz@aol.com Editor: Jack Kohler 63070 Deschutes Mkt. Rd Bend OR 97701 541 389-1493 jkohler@mactechsys.com Visit our web site at: co-opa.rellim.com for more info and link to the state OPA website. For members only lists: User name: S07 Password: 123.0 =-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-= For information or questions regarding this news letter contact: Jack Kohler via e-mail: jkohler@mactechsys.com Newsletter submission: co-opanews@mactechsys.com Answers for ASF Safety Quiz 1.c, 2.b, 3.a, 4.b, 5.a, 6.b, 7.b, 8.c, 9.b, 10.c. From dwnw@bendnet.com Sat Nov 23 02:58:14 2002 From: dwnw@bendnet.com (Don & Norma) Date: Fri, 22 Nov 2002 18:58:14 -0800 Subject: [Co-opa]NOVEMBER FLY-OUT Message-ID: <000d01c2929c$2b0b27a0$2a24a3ce@default> HEY........WAKE UP AND FLY RIGHT....... IT WAS IN THE NEWS LETTER BUT THIS IS A FRIENDLY REMINDER.........SAT. (TOMORROW) NOV. 23 AT 09:00 WE MEET AT THE FLIGHT SHOP (BEND) FOR A PLANNED 09:30 DEPARTURE FOR LAKEVIEW........SEVERAL PLANES ARE GOING........COME JOIN US. WE HAVE ARRANGED TRANSPORTATION INTO TOWN TO THE INDIAN VILLAGE CAFE FOR BREAKFAST AND HANGAR FLYING............IT IS SUPPOSED TO BE GOOD WEATHER.............THE ALTERNATE IN CASE LAKEVIEW IS SOCKED IN IS KLAMATH FALLS..........BE SURE.........WE WILL GO SOMEWHERE UNLESS THE WEATHER REALLY TURNS SOUR. THERE ARE ALWAYS A FEW EMPTY SEATS FOR THOSE WHO DO NOT HAVE A PLANE AVAILABLE............COME ON AND GO...........WE ALWAYS HAVE A GOOD TIME. DON WILFONG dwnw@bendnet.com From prems1@earthlink.net Sat Nov 23 06:20:45 2002 From: prems1@earthlink.net (S Joel) Date: Fri, 22 Nov 2002 22:20:45 -0800 Subject: [Co-opa]Fw: Broken Airplanes Message-ID: <4120021162362045740@earthlink.net> This is a multi-part message in MIME format. ---------------------- multipart/mixed attachment > [Original Message] > From: Richard Lafleur > To: S Joel ; Beauregard ; > Date: 11/22/02 3:30:14 PM > Subject: Fw: Broken Airplanes > > --- S Joel --- prems1@earthlink.net --- EarthLink: The #1 provider of the Real Internet. ---------------------- multipart/mixed attachment A non-text attachment was scrubbed... Name: un_pic19895.jpg Type: image/jpeg Size: 62698 bytes Desc: un_pic19895.jpg Url : http://catbert.rellim.com/pipermail/co-opa/attachments/653e8be8/un_pic19895.jpg ---------------------- multipart/mixed attachment A non-text attachment was scrubbed... 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Name: un_pic23281.jpg Type: image/jpeg Size: 43788 bytes Desc: un_pic23281.jpg Url : http://catbert.rellim.com/pipermail/co-opa/attachments/016a0760/un_pic23281.jpg ---------------------- multipart/mixed attachment-- From prems1@earthlink.net Fri Nov 29 03:02:21 2002 From: prems1@earthlink.net (S Joel) Date: Thu, 28 Nov 2002 19:2:21 -0800 Subject: [Co-opa]FW: 727-200 Airplane home or bar for sale on ebay Message-ID: <412002115293221740@earthlink.net> This is a multi-part message in MIME format. ---------------------- multipart/mixed attachment An HTML attachment was scrubbed... URL: http://catbert.rellim.com/pipermail/co-opa/attachments/a9e713be/attachment.htm ---------------------- multipart/mixed attachment A non-text attachment was scrubbed... Name: 727-200 Airplane home or bar for sale on ebay.url Type: application/octet-stream Size: 186 bytes Desc: 727-200 Airplane home or bar for sale on ebay.url Url : http://catbert.rellim.com/pipermail/co-opa/attachments/c1c2930b/727-200Airplanehomeorbarforsaleonebay.url ---------------------- multipart/mixed attachment-- From prems1@earthlink.net Thu Dec 5 20:03:06 2002 From: prems1@earthlink.net (S Joel) Date: Thu, 5 Dec 2002 12:3:6 -0800 Subject: [Co-opa]RE: Fw: Mig 29 Crash Message-ID: <41200212452036410@earthlink.net> An HTML attachment was scrubbed... URL: http://catbert.rellim.com/pipermail/co-opa/attachments/1e74a554/attachment.htm From prems1@earthlink.net Fri Dec 6 05:27:22 2002 From: prems1@earthlink.net (S Joel) Date: Thu, 5 Dec 2002 21:27:22 -0800 Subject: [Co-opa]Fw: 747 Message-ID: <412002125652722100@earthlink.net> This is a multi-part message in MIME format. ---------------------- multipart/mixed attachment An HTML attachment was scrubbed... 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From: unknown sender Subject: no subject Date: no date Size: 1692027 Url: http://catbert.rellim.com/pipermail/co-opa/attachments/2f85f90b/Fwd_747.eml ---------------------- multipart/mixed attachment-- From prems1@earthlink.net Thu Dec 12 01:43:09 2002 From: prems1@earthlink.net (S Joel) Date: Wed, 11 Dec 2002 17:43:9 -0800 Subject: [Co-opa]Fw: Ho HO HO NO Message-ID: <412002124121439360@earthlink.net> This is a multi-part message in MIME format. ---------------------- multipart/mixed attachment > [Original Message] > From: ks6u > To: joel > Date: 12/11/02 2:30:28 PM > Subject: Fw: Ho HO HO NO > > > ----- Original Message ----- > From: wbnewton > To: Undisclosed-Recipient:; > Sent: Wednesday, December 11, 2002 10:35 AM > Subject: Fw: Ho HO HO NO > > > > > Subject: Ho HO HO NO > > > --- S Joel --- prems1@earthlink.net --- EarthLink: The #1 provid ---------------------- multipart/mixed attachment A non-text attachment was scrubbed... Name: paintjob_1 (4).jpg Type: image/jpeg Size: 39533 bytes Desc: paintjob_1 (4).jpg Url : http://catbert.rellim.com/pipermail/co-opa/attachments/0894de0a/paintjob_14.jpg ---------------------- multipart/mixed attachment-- From prems1@earthlink.net Fri Dec 13 04:59:51 2002 From: prems1@earthlink.net (S Joel) Date: Thu, 12 Dec 2002 20:59:51 -0800 Subject: [Co-opa]FW: `Fw: FW: All it takes is a little bailing wire.... Message-ID: <4120021251345951370@earthlink.net> This is a multi-part message in MIME format. ---------------------- multipart/mixed attachment An HTML attachment was scrubbed... URL: http://catbert.rellim.com/pipermail/co-opa/attachments/6c94c3c9/attachment.htm ---------------------- multipart/mixed attachment A non-text attachment was scrubbed... Name: ChinaAir_No.1_c.jpg Type: image/jpeg Size: 175353 bytes Desc: ChinaAir_No.1_c.jpg Url : http://catbert.rellim.com/pipermail/co-opa/attachments/ee7b963b/ChinaAir_No.1_c.jpg ---------------------- multipart/mixed attachment A non-text attachment was scrubbed... Name: ChinaAir_No.1_b.jpg Type: image/jpeg Size: 218785 bytes Desc: ChinaAir_No.1_b.jpg Url : http://catbert.rellim.com/pipermail/co-opa/attachments/52ad8e82/ChinaAir_No.1_b.jpg ---------------------- multipart/mixed attachment A non-text attachment was scrubbed... Name: ChinaAir_No.1_a.jpg Type: image/jpeg Size: 264093 bytes Desc: ChinaAir_No.1_a.jpg Url : http://catbert.rellim.com/pipermail/co-opa/attachments/a215eae5/ChinaAir_No.1_a.jpg ---------------------- multipart/mixed attachment-- From nancybob@teleport.com Sat Dec 14 23:03:03 2002 From: nancybob@teleport.com (nancybob) Date: Sat, 14 Dec 2002 15:03:03 -0800 Subject: [Co-opa]Our Christmas Charity Message-ID: <200212142331.gBENVTJP027436@catbert.rellim.com> Merry Christmas to all our CO-OPA members, At one of our last meetings you expressed the desire to find a way to give a helping hand to some deserving charity or family at Christmas time. Well, thanks to Norma Wilfong and her son, Steve, we found someone. Steve is a teacher at one of our middle schools where he and three of his fellow teachers have taken under their wing a young girl that has had a pretty tough time of it. We don't want to go into details about her private life in an e-mail but if you want to know more you can ask Norma Wilfong. The important thing at this time is that her life seems to be turning around and is on the right track now. She is attending school regularly and is doing well academically. And I might add that anything that has happened to her was not of her doing but a result of parental neglect. She is in a caring home now, along with her little brother, but there is not any extra money for clothes, dental care or a bit of fun. I think a donation from us would not only provide some of the things that a young girl might need but give her morale a little boost knowing that someone out there cares. Donations will be funneled through our chapter bank account so that we will have some record. If you would rather make a donation in the form of books, clothes, etc., you can ask Norma what would be appropriate. Bring your donations to the Christmas meeting. Thanks, see you on the, 19th at the Flight Shop. Nancy Lecklider, Pres. CO-OPA From gem@rellim.com Thu Dec 19 02:52:35 2002 From: gem@rellim.com (Gary E. Miller) Date: Wed, 18 Dec 2002 18:52:35 -0800 (PST) Subject: [Co-opa]X-Mas Party Message-ID: Yo All! Just a quick reminder about the CO-OPA X-Mas party this Thursday at 6:00pm at the Flight Services Building. We will have the usual potluck, and then a gift exchange. Each person needs to bring a wrapped gift to participate. The gift can be any inexpensive aviation related thing you have laying around. See you there! RGDS GARY --------------------------------------------------------------------------- Gary E. Miller Rellim 20340 Empire Blvd, Suite E-3, Bend, OR 97701 gem@rellim.com Tel:+1(541)382-8588 Fax: +1(541)382-8676 From jkohler@mactechsys.com Thu Dec 19 05:39:29 2002 From: jkohler@mactechsys.com (Jack Kohler) Date: Wed, 18 Dec 2002 21:39:29 -0800 Subject: [Co-opa]December Newsletter (txt) Message-ID: ---------------------------------------------------------------------------- Cascade Flyer December 18, 2002 ---------------------------------------------------------------------------- NOTICE This e-mail is a text only version of the CO-OPA newsletter. If you would like to view the Cascade Flyer with graphics, using your Adobe Acrobat Reader, use this link to download the newsletter: http://co-opa.rellim.com/newsletters/DecCOOPA2002.pdf If you do not have Adobe Acrobat Reader you can get it here: http://www.adobe.com/products/acrobat/readstep2.html =-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-= IN THIS ISSUE December Meeting December Fly-Out November Fly-Out Hangar Flying LOP Operation >From the Backseat City of Bend Update YCCO Update Check This Out =-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-= DECEMBER MEETING This months meeting will be on Thursday, November 19th, 6:00pm at the Bend Airport (S07) in the Flight Services building (The Flight Shop). After our pot luck dinner we will have the 3rd Annual Gift Exchange “Chinese Auction Style”. This is not intended to be a stressful event. The last two years were a lot of fun and this year should be even better. Anyone that brings a wrapped gift will get a gift. Both husband and wife should bring gifts. Since the partner may be non-flying then gifts only slightly aviation related are encouraged as well. It should be something that you already have but don’t need anymore. Therefore, it doesn’t have to be in perfect condition, just something which may have some value to someone else. Wrap the present to your own personal style (brown bag, plastic bag, garbage bag, fancy paper). Everyone (men, women, children, young, and old) should bring a present to receive one. You don’t know what treasure you may receive unless you come and join in the fun. Also in the holiday spirit of giving, Nancy Lecklider will be presenting the club with an opportunity for CO-OPA members to make a donation for a very worthy young seventh grade student in need of financial support including medical expenses DECEMBER FLY-OUT by Don Wilfong Wow has this year gone fast or what ?? Let’s plan to meet at the Flight Shop at 08:30, Sat. Dec. 21 for a 09:00 departure to Nampa, Idaho (NAMPA MUN “S67”) not to be confused with Caldwell Industrial. The Warhawk Air Museum is on the field with parking just outside the Museum. The cost is $4.00 for adults and $3.00 for those of us 65 and older. The “Mega-bites Cafe” is just a short walk and if we don’t want to walk the museum manager said they will provide transportation. We had a great fly-out last month....7 planes and 17 people.....let’s try to match or beat it this month. The weather alternate will be Chiloquin........they always have good food at Melita’s which is just across the highway from the newly paved parking area. Don Wilfong dwnw@bendnet.com NOVEMBER FLY-OUT by Don Wilfong FLY-OUT TO LAKEVIEW !! Sat. morning Nov. 23rd. was beautiful, cool and sunshiny without a cloud in our sky. There was light fog in the area of Bend airport and heavy fog over Redmond with everything else, we could see, being wide open. I guess Klamath Falls also had fog. (Glad we decided to go to Lakeview). We invited Jack Kohler to ride with us and he wanted to experience the Pilot Butte Airport first hand, so he showed up at the Wilfong’s at 08:45 and we flew out to Bend to meet the rest of the adventurous folks for the 09:30 departure. There was a total of 8 airplanes and 17 people who went on the fly-out and Mike Brownlie would have been there too except for the fog in Redmond. President Nancy Lecklider and her husband Bob flew their 182, Sec/Treas. Gary Miller with his ever faithful co-pilot “Kimmy the dog” flew his Centurian and had Ed Endsley as a guest, Jim Bowers flew his TR182, Randy Potter flew his Cherokee 140, Mike and Ann Bond flew their Cardinal RG, Steve Wright and his guest Rick Christen (both from the Pilot Butte Airport) flew Steve’s 175, Parker Johnstone with his wife Sharon and their two children Hannah and PJ flew their Bonanza and Don & Norma Wilfong with their guest Jack Kohler flew their Skylane. The flight to Lakeview was pleasant with a constant chatter from everyone reporting their position. (Isn’t GPS wonderful). It took two van loads with Lakeview Taxi to get us all to the Indian Village CafĂ©. The cafe has a lot of interesting artifacts on the walls, a gift shop, and the food was really good. Bob Lecklider has a cousin who lives in Lakeview and he and his wife came down and joined Bob and Nancy for the meal. Bob’s cousin is a saddle maker and does other leather work too. He invited us out to take a look at his work but transportation was a problem and some of the people wanted to get headed back.....maybe next time. Lakeview is a pleasant little town with a lot of the buildings having been built about 100 years ago. I believe it is the town with the highest elevation in Oregon. I think it would be interesting to spend some time in Lakeview and the outlying areas. We have talked about renting a place for a month and really checking the area out sometime. After we had finished eating we called the taxi and they loaded up half the people and headed for the airport while the rest of us wandered around town for a while, shopped a little, visited with the locals and waited for the taxi to come back for the second load. Some planes were off the ground and headed home before the rest of us got back to the airport so most of us kind of went our own way on the way home. We flew quite low most of the way home and took in the sights which included big herds of Antelope, a coyote, lots of cattle, Summer Lake, Anna Reservoir, Fort Rock, Hole in The Ground, and much more. Jack had never flown that low, except to take off and land, so it was a new experience for him. Jack kinda went crazy, with his camera, and took some 180 photos while on this trip. I can hardly wait to see the photos in this newsletter. Jack wasn’t quite sure how we even find Pilot Butte Airport much less land there. He seemed to do okay though and decided it wasn’t so bad after all. It is fun to take someone along that is really excited about flying and to be able to see things through their eyes. I think some of us who have flown for a long time kinda forget to really appreciate the wonders that flying brings to us all. This was one of the largest groups for our fly-outs and we had a lot of fun. We hope you will be able to join us next time. HANGAR FLYING by Joel Premselaar Ever since the Airbus accident in New York, vertical tail sections have preyed on my mind, such as it is. Let’s have a look at rudders and vertical stabilizers. At one time or another, many flight instructors will bait a student with the question, “Why does an airplane have a rudder?‰ When the student answers, “Well, its used to turn the airplane, isn’t it.” Of course, the student relates this to taxiing the aircraft. By the way, do YOU know what turns an aircraft in flight? Every so often, I’d get a starting student who, at the onset of training, when taxiing and on takeoff, would push the left rudder pedal forward for a right turn. Why not? After all, rudder controls are installed opposite to convention. Whether you’re turning a car, a sleigh, RVs, etc., to execute a right turn, you move the control aft on the right side - - not so with an airplane, right? In a deep and somber voice, our guru drops the following pearls of wisdom upon the hapless student. “The only purpose for the existence of a rudder is to counter adverse yaw and perform side slips.” Salaam. (See Hangar Flying dated June 2000 re adverse yaw; if you don’t have or remember it, see me for a copy). Well, our pontificating instructor is correct. It’s true that the rudder will do those things but they are not the only reasons for its existence. A rudder will also enable you to negate skids/yaw which, I’ll grant you, is a slip in a way. In the early years of jet fighter/attack aircraft, we discovered that a nylon string attached on the centerline in front of the windscreen told “numb butt pilots” that the ball was centered. We used to have a ball mounted right on the gun sight, but with head-up displays and the telltale string, there was no need for the ball. This meant that we could dispense ordnance accurately insofar as yaw was concerned. Pilots flying multi-engine aircraft (not those configured like the Cessna 337 Skymaster) used rudder against an engine out situation until some bright character found that aerodynamically, engine out symmetrical flight could be obtained by using the telltale string and a wing lowered into the good engine. At low airspeeds where induced drag is of greater significance than parasitic drag, an asymmetric lateral load (read fuel for one) requires a large aileron input to lift the heavy wing thereby generating induced drag yaw. Applying rudder to center the ball produced even more drag and, if continued over time, $s will be snatched from your wallet. Am I giving you too much credit by assuming that you know what to do about this? Many aircraft through The Great War (WW-I) era had a rudder but no vertical stabilizer. For quite some time, vertical stabilizers were angled off the longitudinal axis to compensate for prop wash swirl. The offset angle was set for normal cruise. An anecdote - - you could always recognize an F6F Hellcat pilot. He was the one whose right pants leg fit tighter than his left one. Rudder trim for takeoffs, Vx climbs, and carrier approaches in the Hellcat was far from adequate. Later, engines were skewed azimuthally to counter the same problem that offset vertical stabilizers were designed to do. Some multi engine aircraft without counter rotating props had skewed engines. Overuse of a rudder can be disastrous. Excessive yaw can produce damaging side loads to vertical stabilizers, jet engine pods, stores, wing stations carrying stores, etc. Instant yaw is created when wing mounted 20mm cannon on one side fired while the opposite wing’s didn’t. Also, an instant roll/yaw/pitch will result when a store is ejected from one wing. An extreme rate of yaw such as in inertial coupling may stall the vertical tail if it doesn’t break off first. In supersonic flight, inertia coupling will destroy the aircraft. To paraphrase the statement made in the adverse yaw article; a lot of authority over yaw is required for supersonic aircraft capable of high roll rates, hence the large or twin vertical tail sections they sport. Back to the subject of sideslips, picture this: you’re in steep slip and in an aircraft that delivers more lift from the fuselage than is lost from the blanked out portion of the high wing. You’ve establish a high sink rate and intend to roll out of the slip close to the ground. Coming out of the slip, you lose more lift from the fuselage than you recover from that blanked out portion of the high wing. Your sink rate increases and you do WHAT? You pump in up elevator??? Whoops, a stall and now you don’t even have enough time to recite the first sentence of the Lord’s Prayer. As you step back to admire an aircraft you’ve just flown, you think, “Gee whiz, look at all the things on that airplane just to make it fly. It’s the epitome of mankind’s accomplishments! Well, I have news for you; ignorance or mismanagement of a good many of those things that make it fly can cause it to stop flying abruptly! Are ALL of your insurance premiums paid up or do you fly a Cirrus? LOP OPERATION by Ed Rosiak Ed considers himself a “Caligonian”. That is, he lives in Cupertino California and Sunriver Oregon. Ed enjoys everything about Oregon, but not necessarily the winters. Ed maintains a hangar at the Bend Airport where he keeps his Lancair ES when he is living here in Sunriver. By the way, Ed tells us that you don’t have to build a retractable Lancair to go fast. He typically ees 220 TAS at 13K at 63% in his fixed gear ES when traveling back and forth. When the opportunity to attend the Advanced Pilot Seminars aircraft engine operation weekend seminar arose, I took it. Located at the General Aviation Modifications, Inc. (GAMI) facility, in Ada, Oklahoma, (87 miles south/southeast of Oklahoma City), the seminar started on Friday night. Advanced Pilot Seminars is the cooperative effort of three very knowledgeable, interesting, and experienced men. Walter Atkinson an A&P, CFII-Multi, who works on war birds, flies his own Beech 18, all of which when he isn’t busy being a Dentist; John Deakin, is a retired JAL Captain and CAF pilot with mega hours has written numerous articles for AVWEB; George Braly is a principle and chief scientist for GAMI. All three men have CFII Multi, and A&P ratings. Not only are these guys knowledgeable, they are friends, and their constant interaction made the class a lot of fun as we tried to comprehend the fire hose level of data over the weekend. Let me state up front that this article is focused on turbo-charged engines, and applies to fuel injected engines. Carbureted engines are not addressed due to their inherent poor fuel distribution, which is of course, why engine manufactures went to fuel injection. As it turns out, the next logical step, making fuel injection more effective, was lost on the engine manufacturers. This is where GAMI comes in, manufacturing balanced fuel injectors for most Lycoming and Continental engines. Custom built for your aircraft engine, each set is based upon engine monitor reports you supply to GAMI. A little background information on GAMI is in order. The business case for GAMI resulted out of the rediscovery that aircraft engines could be operated more effectively at lean of peak (LOP). In the process, GAMI discovered that a balanced fuel flow was required to achieve smooth LOP engine operation. This is because LOP operation amplifies the effects of unbalanced fuel flow in the form of a rough running engine. I have been considering LOP operation for some time now for multiple reasons. First, I want to make it to ‘time between overhaul’ (TBO), which seems more difficult these days; secondly, the possibility of saving fuel operating the big TSIO-550E in my Lancair ES. Further, I wanted to learn how to operate my engine based on scientific data versus the “best guesstimate”, or the anecdotal information handed down over the years. Today, LOP engine operation remains misunderstood, and controversial. To understand it better, I have read much of what John Deakin has written for AVWEB (located at http://www.avweb.com/articles/pelperch/pistonlinks.html). He often referenced the LOP operation of the radial engines used in early air transport days. LOP was standard operating procedure for these engines. The flight engineer used something called a “Torquemeter”, which measured engine/prop gearbox pressures, to set a specific horsepower with the mixture. GAMI found they were able to substitute exhaust gas temperature (EGT) for the Torquemeter, using the specialized help of engine monitoring from products available such as JPI, EI, GEM. In their research, GAMI is using specialized equipment to measure the properties of aircraft engines. For example, they have developed a transducer that measures the pressures inside the cylinder. To tie it all together, they have written a custom software application, which collects and displays the various proprietary measurements produced. You can see this for yourself by going to www.engineteststand.com. It is an amazing achievement, and removes the guesswork from engine monitoring. It is also being used in the development of GAMI’s latest project, PRISM. Which, according to GAMI, is better than Continental’s FADEC system. I believe them after getting a preview. Several times during the weekend, we monitored the operation of a test stand mounted turbo Lycoming in real time. This particular engine, used on Navajo’s, is known to be one of the more difficult to achieve TBO. As we watched the software displays, we could actually see the individual cylinder pressures, along with CHT’s, and EGT’s, as manifold pressure, mixture, or prop settings were manipulated to produce different power settings. Observing this incredible tool is as convincing as anything I have seen. (Read the sidebar “Monitoring the Engine.) We also learned that many high performance aircraft pilot operation handbooks (POH) are in error regarding engine operation. For example, many of us who have operated high performance aircraft have been taught to reduce the MP, Prop, and Mixture as per the POH for cruise climb. GAMI’s data shows that leaning the mixture at these higher power settings can place the engine in an unfavorable area because of the higher temperatures created by leaning less than 125’rich of peak (ROP). This can result in higher cylinder pressures, leading to higher temps, and so on in a snowball effect to minor detonation. APS suggests full rich and power for the entire climb, (except those engines which have a full power time limitation). Further, when in ROP operations, GAMI and APS suggests using at least 125’ ROP at or above 65%. I now understand why a full rich mixture is required in climb on my TSIO-550E. A review of engine basics is in order. Engine timing dictates that spark plugs fire before top dead center (TDC). This is because the event is happening so fast that by the time the mixture ignites completely, the piston is already descending in the power stroke. What isn’t clear is why cylinder temps run hotter or cooler. Despite what we have all been told over the years, a rich mixture does not cool the engine. A rich mixture slows combustion, which results in cooler cylinders. To aid our understanding, we have to think about it at the molecular level. Excess fuel molecules in a rich mixture insulate each other and as a result cannot ignite as rapidly. A rich mixture slows the flame front; therefore, the cylinder runs cooler. Think raw fuel versus fuel vapor. On the other hand, when in LOP operation, there are more oxygen molecules then fuel molecules. The oxygen molecules insulate the fuel molecules, resulting in a slower fuel burn, and cooler running cylinders. Full rich, or a minimum of 125’ ROP operation, and LOP operation both result cooler cylinder temps (see the GAMI website for LOP temps which depend on power used). If you believe there is precision involved with engine events, it’s just not so. APS taught us to think of our cylinders as individual engines, attached to a common crankshaft. Even with balanced fuel flow (it’s much worse without it) the cylinders will still run a bit differently due to physics, and other factors. We can, however, get things very close with a balanced fuel flow, and by operating our engines in a specific manner ROP or LOP. For instance, we viewed a videotaped flight of a turbo normalized GAMI injector Bonanza, where the camera focused entirely on a JPI engine monitor. The procedure was a full power climb to 9,500 feet, then level off (leave 30” MP (John Deakin’s go fast mode), pick up a little speed, set RPM to 2500, and then set to LOP with a 3-4 second mixture pull from full rich. The EGT’s and TIT all ran temps similar to ROP operation; the CHT’s were cooler. Another interesting point during the flight was that after the mixture was set to LOP it was left alone. Even in descent, and on landing, the engine was operated at LOP. All of the temps were normal; the CHT’s were cool. In the descent, the throttle was pulled back without concern for shock cooling, and the JPI engine monitor showed no evidence of any either. Even when very low MP was used to expedite the descent (the JPI unit has a shock cooling alarm). According to APS, if your CHT’s are cool in normal operation, you don’t have to worry about cooling them in descent. After witnessing the data first hand, I am no longer as concerned about shock cooling. We haven’t discussed climbing normally aspirated fuel injected engines here, but the key is to use the EGT temp of the hottest cylinder as a guide. For example: If you’re hottest cylinder EGT is normally 1300’ at takeoff, as altitude is gained, and leaning is required, lean to maintain the 1300’ takeoff EGT value. Of course you have to continually monitor and lean as you ascend. The Advance Pilot Seminar was well worth my time and the cost. I learned an incredible amount of information, which I started to use immediately. I suggest that you visit the sites listed to see for yourself. You may just find yourself in Ada Oklahoma. If you are interested in finding out more specifics, go to GAMA’s web site at www.gami.com and read some of George’s articles too. You will find much more information regarding the temperatures to use for ROP or LOP. You can learn more about APS at www.advancedpilot.com FROM THE BACK SEAT by Roger Wilco Thoughts on Comm(on) Sense Oftentimes, a window into the overall skill level of a pilot is revealed in the way they communicate on the radio. Pilot’s souls are bared with each and every call. Verbosity is the aviator’s enemy. Clear and concise communication is the goal. Sloppy radio skills usually are indicative of sloppy airmanship. Let’s take a look at some of the comm(on) blunders made in non-towered environments, sometimes referred to as uncontrolled fields (I prefer “non-towered” as non-pilots think that as a group we’re pretty much “uncontrolled” or sometimes “out-of-control” as it is). Suppose I’m en route to Bend from K-Falls. At least 10 miles south of the field, I begin to monitor 123.0. The key here is that I’m listening, not switching frequencies and keying the mike within milliseconds. My hope is that someone departing, in the pattern, or approaching the field, will transmit meaningful information without my having to ask. What might I hear? “Bend traffic, BigJet 6 tango sierra 10 Northwest, traffic in the area please advise.” Argh! Listen before broadcasting! Hopefully, someone will step up to the plate, but alas, you get... “Bend traffic, Bugmasher 1234 alpha, taking the active.” Great. All I’ve learned is that a Bugmasher is on the runway. I don’t know if they’re using 16 or 34. I don’t know if they’re conducting a high-speed-taxi test, staying in the pattern for touch and gos, or departing the pattern, possibly heading directly my way! Only slightly better, would be “Bend traffic, Bugmasher 1234 alpha, taking the active, departing 34.” At least I know that runway 34 is in use. “Taking the active?” I’d assume that you weren’t taking an inactive runway. And where are they taking it anyway? “Taking the active” is CTAF (common traffic advisory frequency) at its worst. At best, I now have to ask, “Bugmasher departing Bend, MachBuster, 10 south for landing, state intentions.” The reply is usually one of bafflement. “Uh, we’re going to the East, and uh, so uh, we’ll be turning right.” All of this could have been prevented with, “Bend traffic, Bugmasher, departing 34 to the east (or, for touch-and-gos, or...).” The Aeronautical Information Manual (AIM) in section 4-1-9 gives some suggested guidelines in how we pilots should conduct ourselves on the radio in non-towered environments. Disappointingly, effective communication technique is probably the least detailed or helpful section of the AIM. There are no requirements to use all or any part of your N-number at a non-towered field (for that matter, you’re not required to use the radio at all). Unless your eyes are far better than Chuck Yeager’s, who can read someone’s N number from a mile away anyway? Sometimes a concise description of what you’re flying is much more informative than stating a lengthy N number with every call. During my T-6 checkout, my instructor would announce, “Bermuda Dunes traffic, big green Texan departing 32, left downwind to the south.” One look and you knew what airplane was making the call. Had he said “North American 777 tango uniform”, would you be looking for a B-25, a P-51, or what? The AIM makes mention of using your N-number during a call up and that’s fine, but I look at how the busiest airport in the world (at least for a week) handles traffic. Oshkosh controllers use color and physical description to identify aircraft. “Yellow high-wing extend your downwind leg...” When someone makes the call “Bend Traffic, Experimental 456 golf alpha, left downwind 34 for landing”, am I looking for an RV-4, VariEze, a Pitts, a Kitfox, or what? Comm(on) sense should be the guide here. Certainly, hearing that a white Skyhawk and a red Skywagon are in the pattern help me much more than looking for two Cessnas who’s N-numbers I’ll never see and never remember. At least I’ll be able to tell the difference between these two once I see the color and where the “third” wheel is located. Does someone announcing that “Beech 54156 foxtrot is downwind” help you much, or is it more informative to know you’re looking for a King Air, or a V-tail Bonanza? Which would you remember, someone’s N-number or a physical description of their aircraft? Approaching the field, state your intentions, “Bend Traffic, blue MachBuster, 10 south for landing.” Avoid extraneous words like “inbound.” If you’re landing, you’re inbound. “Bend traffic, yellow WrightFlyer, 3 Northwest on the 45 for left downwind 34.” On initial call-up and on the downwind, let everyone else in the pattern know what you plan to do. Will it be a stop-and-go, touch-and-go, or will you be landing? If you say you’re landing to a full stop, the comm police will come get you. By definition, landing means that you’re not intending to continue once you make contact with terra firma With what frequency should you be on the frequency? I have heard one plane, and I mean the only plane in the pattern, calling departure, crosswind, downwind, base, and final legs, with every touch and go for over an hour. Somewhere a CFI should be forced to watch continuous Anna Nicole Smith reruns until they realizes that more is not necessarily better! Fortunately, it’s usually quiet at Sunriver, Prineville, and Madras. Considering they all share 122.8 that’s a good thing. Take a trip over the hills to Portland some nice weekend and listen to 122.8 or 123.0. Sometimes it’s not possible to get on frequency because of the calls coming from up and down the valley from a half dozen airports. Once again, comm(on) sense should prevail. How often you announce your position in the pattern should be dictated by traffic concerns. If it’s a quiet day at the aerodrome, then announcing only your turn to downwind should be enough. If it’s a busy day on the CTAF, with more than one field sharing a frequency, use the field’s name not only at the beginning of your radio call, but also at the end. That way, if you’ve been stepped on, you might still get someone’s attention with the part of the transmission that they do hear. “Scappose traffic, blue and green Navion 3 miles east for landing, Scappose.” Most mid-airs occur on nice VFR days, near or at non-towered airports. If you’re unsure of the location of another plane somewhere in the pattern, then communicate! If you know there’s another plane in your vicinity, give altitude, landmarks, whatever it takes to maintain separation. Always remember that there may be a J-3 Cub, Stearman, or other such fine plane close by, sans electrical systems, and therefore without radios. Never assume that everyone in the pattern or near the field has announced their position and intentions. There are those pilots who have the attitude that if it’s not required to use the comm, they won’t, and will charge into a crowded pattern on a Saturday afternoon in their well-equipped aircraft, without ever exercising their push-to-talk button. Of course, with enough chatter on the frequency, they may not get the opportunity to utilize their stack of expensive avionics. Effective communication and a little planing can be extremely helpful to all those in the pattern. If I’m doing smash-and-gos with a student in a Cessna 150, and hear that a Cessna 340 is behind us for landing, well it might just be the perfect time to test the student’s skill at a go-around, thereby expeditiously clearing the runway environment for the following twin. Using that very moment to do a stop-and-go would be just plane(sic) rude. With every radio call, challenge yourself to convey the necessary information in the fewest words possible. Your reward will come when you leave the comfort of your home field and enter the world of ATC (air traffic control). At some point in time, when ATC is overworked, and is turning down every Tom, Dick, and Piper with a request, your sterling initial call-up, will set you apart from the rest. You’re cleared direct to your intended destination while the others are given vectors from hell. ATC can trust you because you sound like a professional, and you most likely fly like one. Listen, think, and then talk -- as concisely as possible. DO: 1) Monitor (listen) on the CTAF as early as practical before arrival to the field so that you can begin to form a picture of what runway is in use, and how you’ll enter the traffic pattern (per the AIM). 2) Announce your position and intentions on your initial call up and on downwind. 3) Give a brief physical description of your aircraft instead of your N-number if you’re feeling plucky. 4) The time to be proactive on the CTAF is if you think there will be a possible traffic conflict. Otherwise, enjoy the sounds of your Lycoming, Continental, or whatever is propelling you through the air. Make a call on downwind, just because. 5) Help out a fellow pilot. If someone advises their position away from the field for landing, it might just be the perfect time to call, “Bend traffic, Red Bugmasher left downwind 34 for touch-and-go.” They then can avoid asking, “Any traffic in the area please advise...” You both win! 6) Be concise! Challenge yourself to make your radio calls as succinct as possible! DON’T: 1) Switch to CTAF and immediately start talking. 2) Announce every single time the airplane changes direction on the ground or in the air... 3) Announce your position in reference to the instrument approach that you’re conducting to the field. Non-instrument rated pilots (the majority) will have no idea what you’re talking about. If you’re shooting the VOR-A approach to Bend, inbound from Deschutes, say something that everyone will understand like, “Bend traffic, brown-tailed PropBender, 10 NW, making a low approach to the field, followed by a right turn back to the Northwest.” 4) Repeat your entire N-number with every call. Who’s going to remember it and who cares? 5) Use phrases like, “taxing to the active”, “taking the active”, or “traffic please advise”, “upwind departure”, “landing to a full stop”, or any other such phrase that conveys no useful information, is repetitive, or is just plane(sic) embarrassing to hear on CTAF. CITY OF BEND UPDATES The City of Bend has executed a small contract with Aerie Innovations (Amy Prutzman) to provide inputs and assistance to the City Public Works Department in acclerating the purchase and installation of a new airport surface weather observing system. Ms. Prutzman will be working closely with Andy Lindsey to secure additional grant funding and implement a stategy to accelerate the purchase of the equipment. Her work includes developing an action plan and assisting the City in contacting State and Federal agencies to support the rapid implementation of this system to provide users of the airport with this important weather information to improve the safe operations at the airport. An update on the progress of this initiative will be made in time for the next newsletter and CO-OPA meeting. In the meantime, the City is continuing its efforts to retain a full-time airport manager. Representatives from the City’s Human Resources Department indicate that the initial candidate screening process is complete and plans are to contact a list of individuals for interviews in late December/early January. In parallel, the City is also exploring a contracting-out option and is currently in the process of completing an assessment of this alternative. The City has made a decision that the airport manager will report to the City Manager, rather than to the Director of Public Works. The City of Bend has partnered with ProSite Server and Sun Air to provide real-time weather data and video camera views of current airport conditions via the internet. This system show three current views (north, south, and west - mountain view) as well as current weather data. The cameras were provided by the City of Bend and ProSiteServer and the weather station and internet access provided by Sun Air. Go to www.viewports.com to check out the new system. YCCO UPDATE by Amy Prutzman Season’s Greetings to CO-OPA from the Youth Choir of Central Oregon (YCCO)! The Voices Take Wing Program is continuing, with recent talks with the program planning coordinator for the Balloons Over Bend event and ongoing discussions with the City about opportunities for YCCO to support airport beautification efforts. The choristers are standing by to support CO-OPA and others in the aviation community with our energy and entertainment. At this date, we are ready to plan in earnest to support CO-OPA with it’s Airport Appreciation Day concurrent with the Balloons Over Bend Event. We’ll be available to host a pancake breakfast and provide “singing waiters/waitresses” for this on the date of your choice--Saturday, June 7th or Sunday, June 8th. We invite you to join us on February 1 for our winter concert. For ticket information, contact Sue Goodman at 385-0470 or check out the YCCO web site at www.ycco.org. Wishing you all safe and happy holiday. CHECK THIS OUT by Jack Kohler Here’s an interesting picture. This picture was taken at the Lakeview airport during our November fly-out. I’m not really sure how to interpret this, each end of the wind sock seems to be in disagreement. I’m sure this must be a rare moment. CHAPTER OFFICERS 2002 President: Nancy Lecklider 3054 NW Clubhouse Dr Bend OR 97701 541 330-1853 nancybob@teleport.com Vice President: Dean Cameron 20015 Chaney Rd. Bend OR 97701 541 389-8285 dcameron@empnet.com Secretary/Treasurer: Gary E. Miller 109 NW Wilmington Ave. Bend OR 97701 541 383-2435 gem@rellim.com Flyout Chair: Don Wilfong 210 SE Cessna Dr Bend OR 97702 541 389-1456 dwnw@bendnet.com Program Chair: Clay Trenz 2314 Monterey Pines Bend OR 97701 541 317-2899 claytrenz@aol.com Editor: Jack Kohler 63070 Deschutes Mkt. Rd Bend OR 97701 541 389-1493 jkohler@mactechsys.com Visit our web site at: co-opa.rellim.com for more info and link to the state OPA website. For members only lists: User name: S07 Password: 123.0 =-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-= For information or questions regarding this news letter contact: Jack Kohler via e-mail: jkohler@mactechsys.com Newsletter submission: co-opanews@mactechsys.com From gem@rellim.com Sat Dec 21 04:44:55 2002 From: gem@rellim.com (Gary E. Miller) Date: Fri, 20 Dec 2002 20:44:55 -0800 (PST) Subject: [Co-opa]Charity Update Message-ID: Yo All! Last nights X-Mas was a great success for all that attended. We also raised $231 last night for the young middle school student that we have chosen as our charity project. The officers elected to round that figure up to $275. The proceeds are going to be given to the childs teachers to be used wisely. Jack Kohler and his wife have also rounded up a computer, and accessories. If any one else wants to add to the pot please contact Don Wilfong or myself before Monday. Don's new email is dwnw@bendcable.com. RGDS GARY --------------------------------------------------------------------- Gary E. Miller Rellim 20340 Empire Blvd, Suite E-3, Bend, OR 97701 gem@rellim.com Tel:+1(541)382-8588 Fax: +1(541)382-8676 From dwnw@bendcable.com Mon Dec 23 05:33:10 2002 From: dwnw@bendcable.com (Don & Norma) Date: Sun, 22 Dec 2002 21:33:10 -0800 Subject: [Co-opa]Fw: The Night Before Christmas Message-ID: <001401c2aa44$c8027ee0$b0a5e4d8@bendcable.com> 'Twas the night before Christmas, and out on the ramp, Not an airplane was stirring, not even a Champ. The aircraft were fastened to tiedowns with care, In hopes that come morning, they all would be there. The fuel trucks were nestled, all snug in their spots, With gusts from two-forty at 39 knots. I slumped at the fuel desk, now finally caught up, And settled down comfortably, resting my butt. When the radio lit up with noise and with chatter, I turned up the scanner to see what was the matter. A voice clearly heard over static and snow, Called for clearance to land at the airport below. He barked his transmission so lively and quick, I'd have sworn that the call sign he used was "St. Nick". I ran to the panel to turn up the lights, The better to welcome this magical flight. He called his position, no room for denial, "St. Nicholas One, turnin' left onto final." And what to my wondering eyes should appear, But a Rutan-built sleigh, with eight Rotax Reindeer! With vectors to final, down the glide slope he came, As he passed all fixes, he called them by name: "Now Ringo! Now Tolga! Now Trini and Bacun! On Comet! On Cupid!" What pills was he takin'? While controllers were sittin', and scratchin' their head, They phoned to my office, and I heard it with dread, The message they left was both urgent and dour: "When Santa pulls in, have him please call the tower." He landed like silk, with the sled runners sparking, Then I heard "Left at Charlie," and "Taxi to parking." He slowed to a taxi, turned off of three-oh And stopped on the ramp with a "Ho, ho-ho-ho..." He stepped out of the sleigh, but before he could talk, I ran out to meet him with my best set of chocks. His red helmet and goggles were covered with frost And his beard was all blackened from Reindeer exhaust. His breath smelled like peppermint, gone slightly stale, And he puffed on a pipe, but he didn't inhale. His cheeks were all rosy and jiggled like jelly, His boots were as black as a cropduster's belly. He was chubby and plump, in his suit of bright red, And he asked me to "fill it, with hundred low-lead." He came dashing in from the snow-covered pump, I knew he was anxious for drainin' the sump. I spoke not a word, but went straight to my work, And I filled up the sleigh, but I spilled like a jerk. He came out of the restroom, and sighed in relief, Then he picked up a phone for a Flight Service brief. And I thought as he silently scribed in his log, These reindeer could land in an eighth-mile fog. He completed his pre-flight, from the front to the rear, Then he put on his headset, and I heard him yell, "Clear!" And laying a finger on his push-to-talk, He called up the tower for clearance and squawk. "Take taxiway Charlie, the southbound direction, Turn right three-two-zero at pilot's discretion" He sped down the runway, the best of the best, "Your traffic's a Grumman, inbound from the west." Then I heard him proclaim, as he climbed thru the night, "Merry Christmas to all! I have traffic in sight."