[Co-opa] COOPA November 2008 newsletter

[Mike Bond]

  Here is the text version of the November 2008 newsletter.
Gary is posting the full version on the website.

Mike Bond

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CASCADE FLYER, November 2008, Vol. 08, Issue 11

Website: http://co-opa.com/


President's Message:

We had a great meeting in October with Nan Garnick
from Butler Aircraft and Susan Palmeri our Bend Airport
manager as speakers. Nan has worked a long time at
Butler but had to admit that recently earning her Private
Pilots license opened her eyes much more than she
imagined.

It takes a brave pilot to admit getting lost on your long
cross country and we were there to welcome Nan into the
ranks of pilots. She only passed her check ride that
Monday.

Also many thanks to Susan for dropping buy and filling
us in on the management side of the airport. The last two
summers have been trying times due to the construction
at the Bend Airport but the results have been well worth
it and Susan deserves our thanks for helping move that
along. The bad news is that the vagaries of FAA funding
may mean that the planned east side taxiway may not get
funded for 2009.

Be sure to clear you calendars for our world famous
holiday party on December 18th. I expect another great
time will be had by all when we meet again around the
airport Christmas tree.


Calendar:

20 November - Monthly Meeting & Potluck
22 November - Monthly Flyout

18 December - Monthly Meeting & Holiday Party
20 December - Monthly Flyout

15 January - Monthly Flyout
17 January - Monthly Flyout

19 February - Monthly Flyout
21 February - Monthly Flyout

19 March - Monthly Flyout
21 March - Monthly Flyout



My Inbox:

There's no place like home.

Dorothy famously said that a long time ago, but the
principle applied long before, and long after, the famous
balloon trip to Oz. Epic is rediscovering the old adage.

Epic started in Bend a few years ago and after designing
a few new airplane types locally they decided to move
certified production to Canada. After a few go arounds
in the great white north the grass no longer looked
greener in Ontario. Soon Georgia was on their mind.
Not the Georgia in the new south, but the former Soviet
Union one. They even sent over a prototype aircraft to
see if the locals at Tbilisi Aircraft Manufacturing (TAM)
over there wanted to try their hand at building the speedy
craft.

The prototype is still there, but the contract is off, after
Russia bombed the Tbilisi airfield. Seems that they had
a little war over there during the Olympics. Now the
Bend Bulletin and the local TV stations are reporting that
there really is no place like home. Epic plans to once
again build and certify their new aircraft here in Bend.
We welcome them back even though they never really left.

Web doings:

The Central Oregon 99s have been busy. They are
working at turbo charging the venerable Palms To Pines
for 2009. You can check their ongoing efforts on their
new website: http://palmstopines.org/tiki-index.php

Also of note is their Holiday Party at Cafe 3456 on
December 6th. You can snag a copy of their flyer off the
CO-OPA home page at http://co-opa.com

Ed Note: The flyer is also at the end of this newsletter

To access the members-only areas, the username is
"BDN" and the password is "123.0". There you can find
the membership roster if you are looking to track down a
fellow CO-OPA member.

Random Thoughts:

Nan was brave enough to share her story of getting lost
on her cross-country to John Day airport. With her
shining example it is probably time to bare my soul
about my student pilot misadventure.

When my flight training began, my primary instructor
made it very clear to me that during my training he was
the experienced instructor, he was the pilot in command
and that no matter how unsure I may feel that I should
follow his instructions. This allowed me to worry about
learning how to complete each flight exercise without
worrying about bending the airplane due to my total lack
of experience flying a machine in three dimensions.

Initially this was a good teaching technique. Placing the
burdens of PIC on my totally ignorant head would have
been silly and likely led to any of a multitude of bad
outcomes. Being totally ignorant at first, and knowing
my CFI was really the man in charge, I was very happy
to go through the motions of flight planning and pre-
flights knowing that as I inevitably missed things that he
would gently correct me and ensure ultimately happy
outcomes.

Even on that big day, the day I soloed, my instructor was
clearly in charge. Sure I went around the pattern three
times that day as the only occupant of the aircraft and
sole manipulator of the controls, but he was there for the
pre-flight, for the first few practices trips around the
pattern and on the radio during that momentous event.

I had learned to be a good student, but not yet what I
really needed to know; how to be the Pilot In Command.
That would come very abruptly one day, and when I had
both feet firmly on the ground.

After my solo, my CFI had begun to nag me more and
more.

Planning counts and all the bases must be covered. Even
if your plans were just changed in mid air, due to
unforeseen conditions, he felt that soon he would not be
there to stop me from making a mistake. I needed to step
up, grasp the totality of piloting and be sure that I stayed
aware of all the factors of flight at all times, no longer
focusing on just the lesson plan goal.

How little did he know how soon I would get the
message.

Soon there came a spectacular CAVU day at Reed
Hillview airport. After a thorough briefing and planning
session with the instructor I was signed off to practice
solo touch and goes in the crowded pattern. I was off to
sample nirvana at 1,000 AGL. Life was good.




At the end of my scheduled time I taxied back to the
ramp and shutdown
the aircraft. While turning in the keys at the dispatch
desk I found out the next renter had canceled. The desk
clerk said I could have the bouncy 152 for another hour
if I wished. Boy, did I wish.

In minutes I was back in the aircraft and back in the
pattern. Around and around and around. Trying to get
that perfect square pattern, that perfect glide slope, that
perfect full stall landing. Around and around.

--- Heaven on earth --- or close to it.

Soon my unexpected hour was up and it was time to park
the flying go-cart, call the fuel truck and turn in the keys.
Back in the pilots lounge I was walking on air. Students
not quite up to my total time wanted to know how it felt.
Other students getting ready to go out wanted to know
how the wind was affecting the flying conditions.

Then a perfectly normal thing happened, the line driver
walked in with the fuel totals. Not that I cared too much
as the rentals were wet, but I bent an ear to listen in. "I
just put 27 gallons in the 26 gallon fuel tank of that 152.
Do you know who just returned it?"

My ears turned a bright red. My stomach turned over like
during my first stall. Everyone in the room turned and
briefly looked at me, but not another word was ever said
about the subject. Like the Grinch the day his heart grew
three sizes, I grew a massive amount as a pilot at that
moment.

I understood all at once that I had come unreasonably
close to a bad outcome and that in the future the only
humans ensuring safe operation of an aircraft I was
piloting was me, myself, and I. My instructor had given
me wings, but now I had been kicked out of the nest. I
understood that no matter how much I had planned a
flight, that when anything changed I needed re-plan
everything. Specifically I understood which person
really needed to watch the gas gauge.

One way or another it is a lesson in self-determination
that all pilots learn early on.

As far as I know I've never come that close to damaging
an airplane since. I plan to keep it that way. Then again,
maybe I have, but I was not lucky enough to have
someone spot my complacency.

Gary Miller


Special Program Announcement:

Plan to attend the Thursday, November 20, 2008, Central
Oregon – Oregon Pilots Assoc. meeting in the Bend
Airport Flight Services Terminal Building (The
Professional Air Offices,
http://www.proairservices.com/) at 6PM for a potluck
dinner and a very special program. Everyone is
welcome!

Cessna instructor and test pilot, Mr. Eddie Bevan, will
share his many experiences in aviation with us. Mr.
Bevan has taught at the University of North Dakota and
performed flight duties with Colombia Aircraft before
joining Cessna. http://www.cessna.com/

Don't miss this opportunity for a very inspiring and
informative evening.

Bring your friends for flying fellowship, fine food, and
fabulous fun!!!

http://co-opa.com
Ed Endsley, CO-OPA Program Chair
ed at edendsley.com


ANNUAL XMAS CHARITY PROGRAM

HEY GANG ....... WE HOPE TO SEE YOU
THURS EVE FOR THE POTLUCK
/MEETING/PROGRAM .......... WE HAVE
BEEN DOING A CHARITY PROGRAM FOR THE
LAST SEVERAL YEARS WHERE OUR MEMBERS
DONATE CASH AND IN COOPERATION WITH
SOME OF THE TEACHERS AT PILOT BUTTE
MIDDLE SCHOOL WE PROVIDE A CHRISTMAS
FOR ONE OR MORE NEEDY AND DESERVING
CHILD. THE TEACHERS ARE THE ONES THAT
CHOOSE THE CHILD AND DO THE SHOPPING.
MOST OF THE GIFTS ARE FOR CLOTHS AND
ESSENTIALS WITH A FUN GIFT OR TWO.

WE WILL MAKE A DECISION THURS. EVE AS
TO WHETHER WE WISH TO CONTINUE THE
PROGRAM AND IF SO WE WILL BE ASKING
OUR MEMBERS TO GIVE SHARE A LITTLE
WITH SOMEONE WHO NEEDS AND DESERVES A
LITTLE HELP.

LOOKING FORWARD TO SEEING YOU ALL
THURS. EVE.

DON & NORMA WILFONG

NOTE: NORMA HAS CHAIRED THIS PROGRAM
IN THE AND IS WILLING TO DO SO AGAIN.


Roadable airplane may fly next month

Terrafugia CEO/CTO Carl Dietrich reported that the first
Transition roadable airplane might fly in early
December.

If it doesn't fly by mid-December, the first flight will
likely be postponed until early 2009. The vehicle (Is it a
car or an airplane?) has been driving around on its own
power for several weeks and, more recently, is
undergoing taxi tests and tests to validate the flight
control effectiveness. Static load testing is complete.


Reno from the pylon perspective
By Mike Collins, AOPA on-line

One of the most unique perspectives on the National
Championship Air Races in Reno, Nevada — second
only to that of the race pilots themselves — is from the
base of the pylons that mark turn points on the course.
Contributor Robert Fisher shares that experience with
this audio slideshow produced exclusively for AOPA
Online.

Bill "Tiger" Destefani of Bakersfield, Calif., won the
Unlimited Breitling Gold race Sept. 14 in his P-51
Mustang Strega, with a speed of 483 miles per hour. Dan
Vance of Santa Rosa, Calif., captured the Unlimited
Silver with his Hawker Sea Fury September Pops, and
Will Whiteside of Windsor, Calif., took the Unlimited
Bronze flying Voodoo, a P-51.

In the T-6 class, Ken Dwelle of Auburn, Calif., won the
gold—and set a class record—in Tinkertoy with a speed
of 244.523 mph.

John Sharp of Mojave, Calif, won the Super Sport Gold
in his NXT, Nemesis, with a speed of 392 mph. Tom
Aberle of Fallbrook, Calif, won the Biplane Gold
competition. Steve Senegal of San Bruno, Calif.,
captured Formula One Gold honors, and Curt Brown of
Hudson, Wis., was the Jet Gold Race winner.


THERE IS A MORAL HERE!

A C-130 was lumbering along when a cocky F- 16
flashed by. The jet jockey decided to show off.

The fighter jock told the C-130 pilot, 'watch this!' and
promptly went into a barrel roll followed by a steep
climb. He then finished with a sonic boom as he broke
the sound barrier. The F-16 pilot asked the C-130 pilot
what he thought of that?

The C-130 pilot said, 'That was impressive, but watch
this!' The C-130 droned along for about 5 minutes and
then the C-130 pilot came back on and said: 'What did
you think of that?' Puzzled, the F-16 pilot asked, 'What
the heck did you do?' The C-130 pilot chuckled. 'I stood
up, stretched my legs, walked to the back, went to the
bathroom, then got a cup of coffee and a cinnamon bun.'

When you are young & foolish - speed & flash may seem
a good thing !!!

When you get older & smarter - comfort & dull is not
such a bad thing !!!

Us 'older' folks understand this one.



COLD WEATHER INFLIGHT HAZARDS
AND TIPS

By: Dave VanDenburg EAA Chapter 439 (Michigan)

I would like to review cold weather operations by
discussing some in-flight hazards and tips applicable in
the winter months.

Probably the first in-flight hazard that comes to mind
when we think about winter is icing. I have flown
combat aircraft in a lot of areas of the world, and short of
actual combat, only two things scare me in an aircraft.
One is thunderstorms (which we don't see much of in the
winter) and icing, which we do. If you see ice build up
on your windshield or wings, change altitude or find
clear air quickly.


Don't be afraid to use the "E" word (emergency) to get
whatever help is available from ARTCC.

If you experience a reduction in RPM (fixed pitch prop)
or a reduction in manifold pressure (constant speed prop)
suspect induction system icing. This could be carb ice or
impact ice on your air filter. If you think you are
experiencing induction system icing, apply full carb heat
or select alternate air. If you have carb ice, the engine
will probably run rougher (as the ice melts) but will clear
up soon. I do not recommend using partial carb heat
unless you have a carb air temp gauge. Partial heat may
increase the carb ice problems.
If you are flying behind a constant speed prop, cycle it
every 30 minutes or so to keep warm oil in the dome. A
sluggish pitch change mechanism could be slow to react
and result in an engine overspeed during a rapid power
application. This could be real expensive (and
dangerous).

Switch fuel tanks with plenty of fuel remaining in the
tank. If you have a frozen valve and cannot select the
full tank, you will still have enough fuel to land safely.
If you wait until the engine coughs, and then find you
cannot move the selector valve, you will probably call
yourself a few bad names and join the ranks of those
called "Glider Pilots."

Avoid power off letdowns. A high speed, idle, descent
can result in very rapid cooling of your engine (shock
cooling) and cracked cylinder heads. Lycoming
recommends a maximum temperature change of 50
degrees F per minute. Keeping the engine leaned until
you are approaching pattern altitude can also help keep
your engine temps up.

After landing, run your engine at a low power setting for
several minutes prior to shutdown. This also promotes
slow cooling and will reduce oil cooking if you are turbo
supercharged.

Lastly, I highly recommend you carry some form of
survival kit. It would really stink to survive an off
airport landing and then freeze to death before someone
found you. Some of the things I recommend are space
blankets, some duct tape, matches, an aluminum cup,
knife, freeze dried coffee, tea, signaling mirror (a CD
works great) and warm clothing to include a hat and
gloves. Also carry a hand held radio.

These have been just a few ideas to consider when flying
during the winter months. Lycoming has some cold
weather tips in their book "Key Reprints." This book is
available free online at www.lycoming.textron.com.
Your POH is also a great source of cold weather
operating tips.

Winter flying is fun and can be just as safe and enjoyable
as summer, if we take a few precautions.




COOPA officer contact info:

President
Gary E. Miller
109 NW Wilmington Ave
Bend, OR 97701
541-382-8588
gem at rellim.com

Vice President
--------OPEN----------

Secretary/Treasurer
Don Wilfong
210 SE Cessna Dr
Bend, OR 97702
541 389-1456
dwnw at bendbroadband.com

Temp Flyout Chair
Don Wilfong
210 SE Cessna Dr
Bend, OR 97702
541 389-1456
dwnw at bendbroadband.com

Program Chair
Ed Endsley
63505 Bridle Ln
Bend, OR 97701
541 382-6414
ed at edendsley.com

And finally, send Newsletter inputs to
Mike Bond
22052 Banff Drive
Bend, OR 97702
541 317-8443
mvbond at spiritone.com