December 2004/January 2005 - Washington Pilots Association

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December 2004/January 2005 - Washington Pilots Association

43 rd Year No. 5 Octrober-November 2004 $2.50PRSRT STD.U.S. POSTAGEPAIDPermit #5Snohomish, WAWashington Pilots Assoc.PMB 397, 227 Bellevue Way NEBellevue, WA 98004-9721Address Service RequestedWASHINGTONPILILOTSASSOCIASSOCIATIONInside WPAWings! Page 2Airports ReportWASARSimple Political Action! Page 3Notes from Back Seat DriverHammer’s Airline! Page 4Beware Structural IcingSample Letter to SenatorChapter Reports! Page 5Noise: Product of Airplanesand AvgasAnnual WPA Awards! Page 6 - ChaptersCalendar of EventsWings Editor Resigns2004WPAToys for Tots Campaign and Fly-OutMichelle CondliffGreater Seattle ChapterFor the twelfth year in a row,several chapters of the WPA are comingtogether to support the MarineCorps’ Toys for Tots program whilepromoting aviation. In late November,WPA members placed collectionbarrels at businesses located on airportsthroughout the Puget Sound.Over the next few weeks, pilots andairport patrons are asked to donate anew, unwrapped toy.On Saturday, December 18 th ,pilots from the Green River, Paine,Harvey, and Seattle chapters willgather at Galvin Flying Service. Theywill be joined by several young menand women from the Marine CorpsReserve. Each pilot and an accompanyingMarine will fly out to thearea airports to pick up the donatedtoys left in the collection barrels.Meanwhile, other WPA memberswill stay behind in the Galvin hangarto await the returning planes andhelp unload the toys. Every year, thishas been a fun and festive event withlots of holiday treats, hot chocolateand coffee, and good company.Through its Toys for Tots program,the Marines have been collectingand distributing toys to needychildren nationwide for over 50 years.The objective of the program is to“bring the joy of Christmas to America’sneedy children.” In this manner,their goal is “to deliver a messageof hope which will build selfesteemand, in turn, motivate needychildren to grow into responsible,productive, patriotic citizens andcommunity leaders.”(More information is available atwww.toysfortots.org.)The WPA first got involvedwith the Toys for Tots program in1992, when a couple of members ofthe Green River Chapter shared aninterest in getting the group involvedin community service during the holidays.They realized that they couldbe more effective by working withand established organization. Theyalso realized that they could use airplanesto greatly widen the Toys forTots collection area. And so the firstcollection armada flew from Melhoff’sWaco Aircraft Hangar inRenton.Since that time the program hasexpanded to include four WPA chaptersand at least a half a dozen airports.In addition, several WPAchapters include a toy drive as a partof their Christmas party. The GreenRiver chapter has been hosting a“Christmas in July” party for the lastfour years, which requires a donationof a toy for admission to a heartypancake breakfast. The result of allof these generous activities has been aMarine van overflowing with toyseach year.We invite any interested localpilots to participate in this programin several ways:§ Bring a new unwrapped toywith you on your next trip to yourlocal airport§ Volunteer to fly with a Marineto collect toys on December 18§ Join us for the holiday hangarcollection party at Galvin FlyingService* on Saturday December 18 that noonContact Michelle Condliff at(425) 392-8604 or Nancy Jensen at 1-800-WPAFLYS for more information.Toy Collection LocationsAsk for theToys for Tots Collection Barrel§ Boeing Field: Aeroflight,Wings Aloft, Galvin Flying Serviceand Galvin Flight Training,Aviation Training Center, TheAviator’s Store, Clay Lacy Aviation,and the airport office.§ Renton Airport: BoeingEmployees Flying Association andProFlight.§ Auburn: Auburn Flight Serviceand the airport office.§ Paine Field: Various FBOs§ Harvey: in the FBO office.§ Crest Airpark: in the FBOoffice.FROM KIRKPresident’s MessageKirk Kleinholz, PresidentGiving Thanksfor Things AviationJust before the Thanksgivingholiday, aviators in Washington witnessedan event worthy of our thanksand a collective sigh of relief. Thatevent was the decision by SnohomishCounty and Marysville officialsto terminate negotiations with theInternational Speedway Corp., thegroup proposing to build a majorNASCAR racetrack adjacent to theArlington Airport. From its initialproposal, the NASCAR track wassure to be a contentious issue withpassionate opinions on both sides ofthe fence. The decision to terminatenegotiations was reportedly based oninadequacy of the proposed fundingpackage, with local and county governmentsasked by ISC to fund morethan 80% of the estimated total cost(read: public tax dollars). But aviationinterests were solidly against theNASCAR proposal because of therisk of negative impacts on aviationbusinesses at Arlington Airport, thelikelihood of TFRs in the vicinity ofthe track, and the inevitable impactof swarms of corporate aircraft onone of the state’s most popular “grassroots”general aviation airports.The end of the year is also timeto think about those members ofWPA worthy of special thanks fortheir efforts in support of aviationthroughout the year. WPA has severalawards given annually or whenappropriate to members who havedistinguished themselves in a numberof ways. Between now and the endof December, I ask all of you tothink of any WPA members whomay deserve recognition for theirefforts this year. Nominations forawards should be forwarded by E-mail to me or to any of the StateWPA board members not later thanDecember 31 st . Your nominationletter should include a brief descrip-Continued on page 4WANTED:STUDENTPILOTS!EAGER TO EARN YOURPILOTS LICENSE?$1000 SCHOLARSHIPAVAILABLEPresented by the Green RiverChapter of the Washington PilotsAssociation. For full informationcontact Nancy Jensen at 253 833 6777or eMail nw99@eskimo.com.


2 Washington Pilots Association December 2004 - January 2005Tom JensenWPA Airports DirectorRenton – The Green Riverchapter has been approached by RyanZulaf, (Renton Airport Manager)with his desire to develop a relationshipwith a pilot group. Ryan hasdone wonders with overcoming politicalopposition and difficult-to-addressnoise concerns. He sees an“adopting” pilot group as essential tothe well-being of Renton and theGRC has stepped up to the bar. Severalmeetings have been held there sofar with excellent turnout. WPAmembers have supported EAAYoung Eagle events, also with greatpilot support.Pasayten — I am working to documentthe historical uses of PasaytenMoving?Send new address, email,phone number., etc. toPatty Wood(360) 577-7937PBKWood@teleport.comor call 1-800-WPA-FLYSWPA WINGSA Publication of theWashington Pilots Association227 Bellevue Way NE PMB 397Bellevue, WA 98004Phone 1-800-972-35971-800-WPAFLYSEditor: Arthur Berkell (253) 638-7038Copy Editor: Lynn BerkellPlease send:Articles in Word, WordPerfect, or plaintext via email toWINGS@seattleluxe.comTypewritten or handwritten articles toHelga Byhre 24104 92nd Ave W.,Edmonds 98020DEADLINE ON BACK PAGEAddress changes to Patty Woodmembership@wpaflys.orgor 360-577-7937Executive Council andElected OfficersPresident Kirk Kleinholz (425) 745-8984VP East Ron Baker (509) 765-3208VP West Jerry Blanchard (360) 794-9232Secretary Arthur Berkell (253) 638-7038Treas. David J. Almvig (425) 747-2055Legislative DirectorJack McGoldrick (206) 763-9706DirectorsAirports Tom Jensen 800-972-3597Membership W. Joe Bryant 425-455-4846Membership EastDon Newhall 509-233-8078Safety & EducationAl Hunter 509-886-0233WASAR Gary Evans 360-629-2005Immediate Past PresidentAl Banholzer (425) 228-6330Information included in this publication is forentertainment and/or educational purposes only.The reader must not rely on the informatin containedherein to relieve him/her of the responsibilityto comply with Federal Aviation Regulartionsand instructions. The reader is solely responsiblefor his/her own safety and no caseshall the publisher or staff or any officer or directoryof the Washingon Pilots Association beheld responsible for any use or lack thereof, thatreaders may or may not choose to make of theinformation contained herein.Airports ReportWPA WINGS is the bimonthly newspaper ofthe Washington Pilots Association (WPA),which represents the pilots of WashingtonState. Letters are welcome. Letters must besigned by the author and a contact phone numberprovided. Address letters to WPA, 227Bellevue Way N.E. PMB 397, Bellevue, WA98004. The WPA reserves the right to edit allletters and to refuse inappropriate advertising.Opinions and claims expressed in letters to theeditor and advertisements reflect the opinionsand claims of the writer and not necessarilythose of the WPA.www.wpaflys.organd the more recent uses for fire suppressionwith the help of Mike Portand John Townsley and others.There are letters in NPS filesnoting that continued use aviation usewas appropriate, but this was beforethe wilderness area was declared. Notethat there is a “red zone” within 3miles of the Canadian border, wherethe US is obligated to suppress fires.I have been working on ICE contactswho regularly fly the area. We alsolooked longingly at Pasayten whenflying in the area during the May 2003search – it would make a great safetyharbor.Stehekin – Jim Scott has donean outstanding job overcoming remoteness,shortage of volunteers, naturaldisaster and material defect setbacksin his October completion ofthe irrigation system on the south halfof the runway. He plans to undertakethe north half in 300’ “pieces” asto minimize disruption when WEcomplete the installation next summer.Jim also has negotiated with theNPS to allow tree clearing for safetypurposes; this work is being accomplishedby a contractor and is almostcomplete. WPA Pilots who careabout recreational airstrips are requestedto join others and donate aweekend day next year.Ranger Creek – We have beenworking with Jim Scott, the USFS,and non-aviation users (responsiblehorse and ATV riders) to address andcontrol malicious, life-threateningvandalism which has occurred atRanger Creek. Al Banholzer continuesto attend the monthly USFS meetings.Rogersberg – Jim has openedthe door with the BLM to amendtheir “surprise” decision to prohibitovernight parking at Rogersberg.The IAA continues to assist the WPAwith maintenance and monitoring.To all airport users: Memorizethe General Aviation security hot linenumber: 866/GA-SECUR[E] and useit to report suspect activity, includingthat of major news media. Therehave been two or more recent incidentswhere major news outlets (e.g.two NBC employees who were tryingto show how easy it would be tohijack a helo). The media is not ourfriend in such incidents, as silly legislationcould result. At the same time,our vigilance is deserved for real incidents,such as the theft of an aircraftor crop duster for evil purposes. Flyingis a unique American freedom, sodo your part to protect it!WA Senators’AddresssesThe Honorable Patty MurrayUnited States Senate173 Russell Senate Office BuildingWashington, D.C. 20510-4701The Honorable Maria CantwellUnited States Senate717 Hart Senate Office BuildingWashington, D.C. 20510-4704WASAR - Washington AirGary Evans, WASAR DirectorSearch And RescueNow that last year’s search seasonis finally behind us, yourWASAR Board of Directors has alreadybeen busy preparing for nextyear’s season. We are helping TomPeterson, the State’s Aviation DivisionSAR Coordinator, develop atraining schedule that will meet theneeds of our members. The courseyou will not want to miss is the basic“101” observer’s class that will beheld in Kelso on April 2. This “everythingyou wanted to know aboutgetting involved in air search activities”is the place to start – or to review,if you haven’t been active lately.Look for further details about thisclass in the future.Another course that will be offeredearly next year is the DF classthat has been developed by fellowmembers Wade Sullivan and DeanPage. Learn to locate missing aircraftor errant ELT’s by using the radiodirection finding techniques Wadeand Dean will be discussing. Thiscourse, a combination of both classroomand field experiences, will helpyou become more proficient in DFtechniques and a more effectivesearcher.For those of you interested inhelping with the ground administrationof a search, a Mission Staff reviewcourse will be held at BoeingField on January 15 and January 29.Learn to coordinate our airborne assetsand properly conduct and documentsearches by becoming a memberof the Mission Staff Team.We will be participating in jointexercises next year with the Civil AirPatrol as we further refine our effortsat coordinating with our partner organizationin air search and rescue.We have also developed a shortPowerPoint © program aboutWASAR and our activities that issuitable for presenting to groupswanting to know more about us andwhat we do. Please keep us in mindthe next time you hear of a groupsearching for a program.Please come join us for any orall of the courses we’ve mentioned.You’ll be working with a great groupof pilots – and will be learning invaluableskills at the same time.Finally, it has been a pleasureserving as your State Director thisyear. I wish everyone a safe and happyholiday season and hope to seeeveryone at the Northwest AviationTrade Show in February at the Puyallup.SIMPLE POLITICAL ACTIONTom Jensen, WPA Airports DirectorThis is a simple request to call your senators.WHY?Legislation (S955, amending the Volunteer Protection Act of 1997 toinclude pilot volunteers) which will benefit volunteer pilots (WASAR, mercyairlift, EAA young eagles, etc.) passed the house 385-12. It’s good legislation,but the Trial Lawyers are worried. So your senators need to hear fromYOU.It would be a shame for it to die in the Senate because “nobody cared”WHAT?Please show you care by calling your Senator and asking her to co-signS955. You don’t need special knowledge about the bill because only numberscount.Ask for them to support Senate Bill 955 and to move it to a vote withoutdelay or debate by co-signing.WHY SHOULD YOU CARE?-The Wenatchee Mt. Flying clinic could “go away” because of liabilityconcerns.-Frivolous lawsuits are on the rise, and lawsuits with ridiculous punitivedamage settlements aren’t “victimless”. (We do have good insurance,however if you get in an accident and passengers get hurt, the lawyers willcome after your estate and it wont be for a couple of millions that the insurancemight cover - it will be for a lot more.)-We have several friends who fly medical patients for Angel Flight.They will be directlybenefited by this legislation.-This legislation was a good idea in 1997, when it was written to protectvolunteers; all thatS955 does is to close a loophole which lets volunteer pilots (and thevolunteers around them) get sued because somebody feels like suing you andthinks you’re rich because you fly.-Many volunteer pilots are finding it hard to get insurance and are worriedabout liability. Protection needs to be granted in consideration of theirdonation of time and cost for public benefit; this is why S955 was drafted.WHAT SHOULD YOU DO?-Please just call Patty Murray’s office at 202-224-2621 and MariaCantwell’s office at 202-224-3441 and ask them to co-sign S955.WANT TO DO MORE?A simple sample letter is even more effective than a call. The Aircare/legislation link has some other ideas and a sample if you want to write.http://www.aircareall.org/legislation.htmYour action could influence your senator’s support of a bill.Our US Senators’ addresses are at left. See sample letter, p4.


December 2004 - January 2005 Early Winter Edition 3Notes froma Back SeatDriverMark Lee, Green River ChapterNight Flights Are UsAs we enter December, viewingChristmas lights from the air can be aperfect excuse for a night flight. Sometimes,a nice afternoon flight can be extendedextend and become an earlyevening return to the home field. Alittle preparation can make the eveningflight less stressful and much more enjoyable.Older aircraft often have minimalinstrument lighting. Some have instrumentswith glow in the dark radiumdials. The radium on a 50-year old instrumentis less effective than when new,and modern replacements do not usethe glow in the dark paint. A flashlightplaced next to a radium instrument, thenturned on for a minute, would providea glow for 10 to 15 minutes. Whenflying one of these older aircraft I wouldtry to charge the tachometer and thealtimeter as I entered the traffic pattern.Original instrument lighting often consistsof single or dual red floodlights.These cast a dim glow in the cockpitand leave deep shadows on importantinstruments.Occasionally, the radium dial glowwould fade a little too fast, and I wouldbe guessing my airspeed while descendingthrough 200 feet AGL on short final.This always left me thinking therehad to be a better idea. Through experimentation,I discovered that a flashlightheld in my teeth and pointed atthe airspeed indicator was not the optimalsolution I had been hoping for.In the interests of safety, not tomention the search for nifty newChristmas presents, I highly recommenda trip to the local aviation toystore or sporting goods emporium.Some neat ideas have appeared over thelast few years.There are some small red LEDlamps that clip to a headband or glasses.They weigh next to nothing andprovide a red glow that follows yourhead movements. I recently spotted asmall LED light that clips to a frontpocket that is designed to illuminate achart positioned on the lap. One ofthe new AA or C cell LED flashlightswill provide a backup light that can runcontinuously between 2 to 10 days ona single set of batteries. While this mayseem excessive, I have found that I neverworry how much I use the flashlightduring the course of a year. I replacethe batteries at the same time we do theannual on the C-120, and never worryabout running out of light.Some mechanics are using the headlampsnormally associated with mountainclimbers and mountain bikers.These have several LEDs and an incandescentbulb. The LEDs provide astrong fill light at two or three levels ofintensity and the incandescent bulb isused for a spotlight that reaches out 100to 200 feet. You have good long lastinglight for preflight duties and a strong lightto reach a high wingtip or tail section.Before you take off on the eveningflight, take a moment to check your navlights, rotating beacon, strobes, ice light,and the landing lights. Since night flightuses a bit more electrical load than daylightflying, take a moment and checkthat the generator or alternator is chargingwith the increased load and respondsto the changes in electrical load. Doyour best to set cockpit lighting andassure that it will illuminate the instruments.A recent NASA report chronicleda flight where dim cockpit lightinglead to a lost pilot and an eventualno radio landing at Chicago’s O’Hareairport. As much fun as that flight musthave been, explaining the circumstancesto the Friendly Aviation Administratormust have been the perfect nightcapto a memorable evening!When planning a flight into nightconditions, it helps to remember somesimple tips. Since clouds are hard tosee at night, I add a “pad” to my minimumweather for a given route. If Iam comfortable with 3000-foot ceilingsand 5 miles visibility for a given route,I might increase to 5000-foot ceilingsand 10 miles visibility for night flights.I make sure I can see ground lights anytime I am enroute.When ground lights disappear eitherclouds or terrain is obscuringthem. Either possibility is BAD. If itis the clouds, sometimes a shallow descentof 100’ to 300’ will improve thesituation. If it is terrain, it is time toclimb, turn or do something to keepthose lights visible. When maneuveringnear hills (think Wenatchee) I alwaysstay over the ground lights, unless I havea 2000’ to 3000’ altitude pad over thehighest terrain. Knowing your routeand your current location is vitally importantto making the correct decision.Finding the destination airport canbe interesting at night. In an urban area,the airport may be the dark spot amongall the lights. If it has pilot controlledlighting, a few clicks on the appropriatefrequency can turn on the runwayand approach lights, aiding in identification.Remember to re-click on downwindso that the lights do not go darkon final.Since it is hard to accurately judgedistances at night, I spend some additionaltime making sure of my physicallocation, improving the accuracy of mydescent planning. The visual pattern iseasy to misjudge. It is amazingly easyto be too close on your downwind leg.Sometimes the first indication may bean overshot turn to final. And thereyou are, off centerline and very high.Must be time to “GO AROUND”.If you do go around, take time ondownwind to reset the lighting. Thenadjust your pattern to correct for theerrors of the first pass. Once on final,use the VASI or PAPI lights to helpkeep from over or undershooting. Asyou enter the flare zone, flare gentlyand let the plane touch down. I oftenmisjudge the flare and have a firstbounce to locate the ground. The secondlanding is usually better.At night, judging aircraft speed onthe ground can be as tough as distancesin the air. As you approach the runwayturnoff, slow to a walk. Then lookto the area illuminated by the taxi lightsand see if you are actually going as slowlyas you think you are. Once clear ofthe runway, double check engine speedagainst apparent taxi speed to keep fromgoing too fast. Apron floodlights caneasily destroy night vision, so cockpitlighting may need to be adjusted as youleave the taxiway and enter the apron.As you exit the airplane, resist theurge to “kiss the ground”. Collect thecheers from your impressed passengersand remember to murmur, “It wasnothing.” Another “Holiday Lights”flight has been successfully completed.HAMMER’S AIRLINEBob Hammer, North SoundNow I know that most of youwouldn’t have a Beech Sundownercome to mind when thinking aboutthe various airliners being used in theworld today; in fact it rarely makesanybody’s list of desirable airplanesfor any purpose. With the Sundowner,the handle “slow” has beenfirmly attached. Ask a pilot who hasnever been in one or even those thathave and it’s almost predictable thatwhen it comes to the question ofwhat’s it like to fly and “SLOW” willbe one of the first words out of theirmouth. That reaction always remindsme of the comments peoplewill make about the Thoroughbredwho came in second, third or whatever.The one who came in first isfast and all the others are slow. Takea ride on any fit thoroughbred andget him or her up to full speed (ifyou have the guts) and you will beatop of a horse who is within secondsor parts thereof of the fastest horseon the face of the earth in the mile ana quarter. But not to worry—you’reon a slow horse.Do I sound a bit bitter? Well,yes I do, because I happen to be theowner of one of those “slow” airplanesas well as two of those “slow”horses. Add to my bag the fact thatat 61 years, I’m not quite as fast as Iused to be by quite a margin and perhapsyou can understand my slightlyticked off at the world state of mind.So what to do? Well, how aboutcoming up with all sorts of rationalefor our, or my, fix. Man, I have abag full of them, but here’re just afew. If you think that speed is expensivein the private plane sector, tryhorses. My horse Drum cost 1,500bucks. His granddaddy who is fivetenths of a second faster could havebeen purchased for 5.5 million. Kindamakes owning a slow horse satisfying,doesn’t it? And you know, Ihave the same view out of my Sundownerthat the Lear owner has. HA!And also, I can get to the same placeshe can. Double HA! And furtherI paid less for my whole airplanethan he paid for his upholstery.Lord, I’m rolling on the floor in ecstasynow. I had no idea on howsmart I really am, and neither did myteachers, come to think of it.What does all of this litany haveto do with airliners you ask? It’s justthe frosting on my cake, that’s all.For a couple of days last week whenwe had that wonderful ridge of highpressure coming in from the NW thatkept the whole state of Washingtonunder a bright blue sky, I flew mylittle Beech, full of people hither andyon, dropping them off or pickingthem up just like the airliners do.My first passengers were RalphStevens and his wife, who are gettingup in years now and wanted to visittheir son in Troutdale. Ralph is aretired A&P, A&I who took care ofmy plane for years, and like mostgood mechanics, always did more forme than his fees would suggest, andso I was delighted to do a turn forhim. We left early morning in calmwinds and unlimited visibility. Aswe approached Hood River, brokenclouds could be seen forming a ceilingof 2,100 feet and rising. I starteda gradual descent from 6,500 feet andwas under the white puffies by thetime I was over the beautiful ColumbiaRiver. Light fog was rising hereand there forming an occasional cloudlow to the ground, each glowingbright white in the early morningsun. How great, I mused to be in sucha slow plane so I could take this allin. As we approached pattern altitude,steam could be seen rising from thewet rooftops and the sensation ofspeed was much more apparent bothfrom being closer to the ground aswell as from the few clouds we werecruising past. Center had handed usoff and now Troutdale told us to landon the east half of the runway becausethe west half was crawling with constructionworkers with BIG trucks.No problem—this craft has no problemlanding on a two thousand footrunway. Try that, Mr. 747!Later that day Dennis Frantz andhis wife Cathy requested a ride toVista Field to pick up a new car theyhad purchased there. Off we wenton another mini adventure to thesprawling Tri Cities area. I just hadto hang around to get a glimpse ofthe Lexus SUV and that turned intoa ride and that turned into hangingaround while papers were signed andso by the time I departed for Yakima,the sun was very low in a smokefilled sky and I was flying directlyinto it. Talk about zero visibilityforward—all I could see were themyriad of scratches in my relativelynew windscreen. I was with Chinookdeparture in seconds and that gave mesome relief, but I was much more relievedwhen the sun finally set!The next morning (Saturday), mywife, Sandy, and I were off to FridayHarbor to go on another whalewatch, with a stop at Thun Field topick up our friend, Bill Parrish. Wedecided to eat breakfast there ratherthan eat at Friday Harbor. When I’mhungry, my brain starts shuttingdown and that is a lot like turningoff a faucet that is already three quartersplugged to begin with. My wifeknows this andso she suggestedthat I bulkup with somebrain food.The café at theairport putsout plenty of good food and we allate our share. Thun Field is a busyplace especially on a weekend and sowe were all craning our necks as weclimbed out to the north for FridayHarbor—which is another very busyairfield by the way. Seattle Approachhanded me off to another freq withthe same name as we headed north andthen to Seattle Center and then toWhidbey and all of them told us ofplanes around us. Even so, they didn’tContinued on page 6


4 Washington Pilots Association December 2004 - January 2005Beware of Structural IcingChris Tolman, CWULevel at 6,000 feet, we were overan undercast one thousand feet belowus. Chinook Approach was givingus vectors to the ILS. As we startedour descent in to the clouds, thewings started to get covered in a milkywhite substance. My instructor andI agreed that we should climb backinto the sunshine. Immediately Istarted my climb and returned to theairport that we departed from withoutpicking up any more ice.Airframe or structural icing are someof the most hazardous phenomenathat a general aviator flying an aircraftwithout anti-ice or deicingequipment can encounter in flight.Structural icing refers to the accumulationof ice on the aircraft’s airframeas it travels through liquid precipitationor clouds. For ice to accumulatethe aircraft’s skin temperaturemust be equal to or less than 0°C.As ice accumulates, the aerodynamicshape of the wing and other surfaceschanges, decreasing lift while increasingweight and drag. This can decreasestability and increase stallspeed.Rime ice, the most common typeof icing, is formed when tiny waterdroplets freeze on impact, trappingair underneath the ice. This rough,porous, milky-white colored ice ismost common below -15°C, but canaccumulate up to the freezing point.Even though rime ice changes theaerodynamic shape of the wing, it isrelatively low in weight and is theleast serious type of icing.Clear ice forms when larger liquidwater droplets impact the aircraftand freeze slowly spreading over theaircraft. The clear, smooth, glossytexture of clear ice usually is formedbetween 0° C and -15°C. Because ofits heavy accumulation rate and difficultyof the ice to break off, clearice is the most dangerous type of icingin clouds that a pilot can encounter.Mixed ice is a combination ofclear ice and rime ice. It has the characteristicsof both types of icing andis simultaneously clear and milkyFROM KIRKContinued from page 1tion of the individual and their noteworthyefforts or actions. E-mailaddresses for all board members are listedon the WPA website, and completedescriptions of the award criteria areincluded at the end of this article.While you’re busy making nominations,let me remind you that Decemberis also the time for nominations forboard members to serve WPA in 2005.Board of Director positions up for electionthis year include: President, VicePresident West, Director – Search &Rescue, Director – Legislative, and Director– at Large. In addition, the appointedpositions of Secretary andTreasurer are in need of replacementsfor long-serving members Arthur Berkelland David Almvig.I believe 2005 could be a pivotalyear for Washington Pilots Association.While I haven’t accomplished nearly asmuch as I had hoped this year, manygood ideas have been offered by variousboard members. To act on someof those ideas and to more clearly plotcolored. The common temperaturerange that mixed ice can form is between-5°C and -15° C, but it canaccumulate up to the freezing level.You might be saying to yourself,“I’m a VFR pilot and don’t flyinto clouds so I don’t need to worryabout ice.” Well, flying into freezingprecipitation can also get you intotrouble. In fact, freezing rain anddrizzle present the worst icing hazardsto aircraft. This occurs whenprecipitation in liquid form freezeswhen it impacts an object. The accumulationrate varies from light tovery heavy, depending on the intensityof the precipitation. A pilotmust avoid freezing rain due to thesevere hazard it may impose.The AIM suggests that if structuralicing is encountered the pilotshould exit the hazard by performinga 180° turn or climb or descendto an altitude that is above, or morethan twenty degrees below, the freezingtemperature. The warmer temperatureis not always at lower altitudesso in some circumstances climbingto warmer temperatures can getyou out of the icing conditions.Structural icing is one of themost serious hazards of flight. Rime,clear and mixed ice all change theaerodynamic shape of the wing drasticallyaltering the flight characteristicsof the airplane. Taking the rightprecautions, by avoiding flight intoicing conditions can make winter flyingsafer and more enjoyable.After diverting back to ourorigin, we noticed the clouds belowus and knew icing was a hazard toanalyze and avoid. After all, returningto the airport is the ultimate goalof every flight.Christopher C. Tolman is anaviation student at CentralWashington Univeristy. Hehas attained his commercialrating and is currentlyworking on his CFI. Chriswill be graduating thisspring.the course of our organization, I haveproposed that all members of the Boardof Directors participate in a 2-day retreatin March 2005, shortly after ourelection of new officers. My objectivesfor the board member retreat are: 1)to conceive and articulate the core missionstatement of the State WPA; 2) todevelop a strategy and agree on a financialcommitment for an active and concertedeffort to dramatically increaseour membership over the next 2-3 years;3) to define a strategy for developingthe State WPA web site as an effectiveand reliable tool for communicationwith and among our membership; and4) to galvanize the efforts of those memberswho volunteer to serve on the StateWPA Board of Directors.Please take this time to considerhow you could devote just a few daysof your time throughout 2005 to helpbreath new vitality and effectivenessinto our organization. There is nomagic pool of volunteers to serve theState WPA. All members of the stateboard of directors come from our variouschapters. Many of them have alreadyserved, or continue to serve, asContinued on page 8SAMPLE SIMPLELETTER TO SENATORSee story, p2.The Honorable Patty MurrayUnited States SenateWashington, D.C. 20510Dear Senator Murray:I am a volunteer air search and rescue pilot andthe secretary of Washington Air Search and Rescue(www.wasar.org).Speaking for WASAR, I respectfully ask you toco-sponsor S. 955, the Volunteer Pilot OrganizationProtection Act.Our organization has over 300 members who donatetheir time and aircraft use in the public benefit,doing air search and disaster airlift work at the directionof our Washington state Aviation Division.You may recall that WASAR was tasked by thestate to fly you personally for a flood damage surveyin November 1995. (The WSP found time for thisflight in their aircraft once they discovered YOU werethe official who was to be flown.)I mention this because my wife and I struggle toprovide proper liability insurance coverage. We carrya $1million “smooth” liability policy, far more thanmost of our volunteers are able to afford. Just today, Ireceived an ominous letter (attached) from our broker,advising of insurer financial difficulties. I don’t exactlyknow what this means, but I do know that excessivecourt settlements are a contributing factor.S. 955, the Volunteer Pilot Organization ProtectionAct, introduced by Senator George Allen, willamend the Volunteer Protection Act to give our group,its pilots and volunteers, and protection and will allowthem to continue the important aviation services theyprovide.I hope you will agree to co-sponsor this legislation.Please contact Senator George Allen or a memberof his staff at (202) 224-4024 to let him know thatyou will sign on as a co-sponsor of this important legislation.Sincerely,A. Tom JensenSecretary, Washington Air Search And Rescue37303 208 th Ave. SEAuburn, WA 98092-9005360-925-6777CHAPTERREPORTSPAINE FIELDJohn F. Dobson, PresidentAre we on our last legs or likethe Phoenix “rising in youthful freshness”?The other day I received an emailfrom a member chastising the WPA forits failure to change the way it does business.We are an organization of cliques.We do not make new members feelwelcome. And our general meetings areimpossible to attend because of Fridaynight commuter traffic. This memberpraised the wonderful conventionssponsored by AOPA and EAA, andthen inferred that we are a dying organization.Although I find fault with themember’s logic I equate his rational toa fundamental misunderstanding of themission of the WPA.I recall two years ago a numberof Board Members chastised me forwanting to change the direction of ourChapter. I wanted to be more politicallyactive. How many times did I hear,“We are a social organization”? Wealienate too many members when wetake on political issues.After serving and observing for thepast two years I have come to the conclusionthat as members we belong totwo organizations with unique responsibilities.On the first order is the StateWPA. That organization is tasked withinsuring the health and well being ofGeneral Aviation within the state ofWashington. That includes the political.They have a secondary responsibilityto support the autonomous Chapterswith communications and informationresources.The Chapters are tasked with“bonding” like minded aviation enthusiasttogether. In most cases the bondingagent is social interaction and theymay have political overtones. There isno other chapter in the state that offersmore social opportunities to bond itsmembers than the Paine Field Chapter!For 2005 we will offer 12 first Fridayof the month dinner meetings withentertainment / programs including awonderful Christmas Party. We havefive major fly-outs: Jackpot, Portland,Republic, Eastsound and Blakely. Wehave a six month long owner maintenanceprogram. We have WINGS. Wehave the Aviation Academy, the MukilteoLighthouse Festival and GA Days.We have the garden variety every Saturday10am fly-outs. And we have acommunications system second to nonewith our own highly functional websiteand email system.Two years ago attendance at ourFriday night “pot-luck” meetings dwin-


December 2004 - January 2005 Early Winter Edition 5dled. We counted maybe 35 to 40 membersat the church in Everett. Today,the Sno-Isl $10.00 full meal deal has onaverage 55 to 60 paid attendees alongwith 10 or so drop-ins. The numberssuggest growth . . . not decline.At our last General Meeting weelected new officers and selected committeechairs for 2005. This was nothinglike the National elections with twopeople vying for each position. But asmembers respectful and understandingthe role this chapter plays in our passion(aviation) old and new stepped upto the plate to once again fill every position.The make up of the new Boardassures our Chapter of a high energylevel to get things done. We will againdeliver everything our members expectand more!In the end I am saddened by thealienation felt by the member above.But bonding like minded people requirestwo things. First there must bethe “opportunities”. And the PaineChapter leads that score hands down.The second part of bonding requireseffort on the part of the membership.Members need to volunteer to helpwith projects and programs and membersneed to reach out and say hello.As my term comes to an end Iwant to thank all of the volunteers thathelped move this chapter forward andto the volunteers for 2005. I know thatI have gained a whole bunch of newfriends and I am secure in the knowledgethat this chapter is in good hands.GREEN RIVERLynn Bekell, PresidentWhat’s Up at GRC?Here at Green River Chapter,plans are in the works to spend themoney!After a successful fall auction,members of the board have gatheredand worked out the plans to distributethe GOODS. After a lively discussionby auction committee members, thedecision has been made to increase thefunds for the scholarship from $500 to$1000 per scholarship. Applications arenow being accepted and are availablethrough Nancy Jensen at 253 833 6777or e-mail her at NW99@Eskimo.comBecoming available by spring of2005, the scholarship will be awardedin time for good flying weather. If youknow a student pilot, working on theirlicense in need of help with funding,have them contact Nancy.Annual WPAAwardsSee “From Kirk” p1Pilot of the Year: Shall beawarded to that licensed pilot judgedto have contributed to the advancementof general aviation throughoutthe past year. A pilot’s certificate andthe evidence of strong support forgeneral aviation are the criteria.The Right Stuff Award: Shallbe awarded to a pilot judged to havedemonstrated skill and presence ofmind in responding to circumstancessurrounding an incident that requiredoutstanding airmanship orjudgment. The criterion is that theaircraft must have been under powerwith a pilot in command at thetime of the incident.Continued last column >>HAMMER’S AIRLINEContinued from page 3get them all, and several we were toldabout after they were past us. Up towardMt. Vernon two balloons wererising into the still air and one was within500 feet of our altitude when wespotted him in the distance. We let centerknow. Apparently these balloonsdidn’t have transponders and encodersand center thanked us for the info. Theair was clear and still and the view outsideas the islands came into view wasbeautiful. We spotted no whales fromthe air but spotted plenty of pleasurecraft of every description.We were lucky enough to get ona boat that left for a four to five hourwhale watch at 1P.M., and after anhour or a bit more we were into thewhales north of Orcas. When thewhales are spotted the captain positionsthe boat some distance away from thepods in a direction that he hopes thewhales will intersect as they chomp upthe fleeing salmon. He then shuts downthe engines and lets the boat drift quietlywhile we passengers ooh and aahand ooh and aah. And believe me, thereis plenty to ooh and aah about. As anadded touch the captain placed a microphonein the water so that we couldhear the whales calling to each other.This was almost as much fun as watchingthem.We were back at Friday Harborfor a 6PM departure, which put us atThun Field at sunset. Seattle Approachguided us back to the field withoutbeing asked to do so. I had the fieldclearly in sight before they said “solong.” I have a great deal of respect forthose controllers. They treated me justlike the “big guys” and never said I wasslow. Now there’s a touch of class!The next morning broke foggywhich put a hold on further flying escapadesup and down the coast butdrinking a few cups of fresh coffee andeating a super Eggs Benedict while Billtold us about his up-coming trip toBurma didn’t hurt a bit! By noon, thefog had cat-footed it out of town andwe decided to head for home. As youknow, St. Helens was burping and Ireally wanted to do an upwind flybyto check it out, but Mrs. Co-Pilot putthe brakes on that one and so weclimbed out over Stampede Pass andback to the bright, dry, eastern steppesof the Cascades that we call home.I’ll leave you here with somethingto remember the “coast” by—my sealof approval. If you go to Friday Harborhe’ll be waiting for you down bythe docks.Uncle BobNoise: TheProduct ofAirplanes andAvgasJohn Townsley, Okanogan ChapterI have a friend who doesn’t go flying.Instead he turns “avgas into noise”.For most pilots some of the thrill offlying is the growl from the engine andthe sharp yowl of the prop as it spoolsup for take off. The same friend has aCD of aircraft noise that he plays sometimes‘just for the fun of it 1 . As a pilotand connoisseur of fine aircraft soundsI recognize many of the aircraft basedat my home airport just by the sound.Last night I heard the distinctive symphonyof another friends modifiedCessna 180 and knew who it was evenbefore I walked to the deck to see whichway he was headed.Unfortunately, many peopledon’t appreciate the music of a radialengine or the yowl of a well tuned propchewing the air as it pulls a plane intothe sky. I’ve been reading really scarystories about a new group back eastcalled “Stop The Noise”. They’ve filedsuit against several pilots who were Legallyperforming aerobatics or performingtraining maneuvers over theirhomes. If you haven’t already done so,check out their website. Read theirmanifesto. Just go to www.google.comand type “Stop the Noise” in the searchwindow. Like I said, scary stuff.I remember reading that several ofthe pilots targeted by these harassmentLawsuits sold their planes to pay Legalbills. When I read that I smugly wondered,“don’t these guys have insurance”?Speaking of insurance, haveYOU read your policy Lately? Do youknow what is covered and what is not?My smug self satisfaction quickly evaporatedwhen I read my policy. My“360* ALL-Clear Aircraft Policy” thatis a “Several Liability CombinationPolicy” specifically excludes “Noise”.Opps. Excluded is any “Liability arisingout of ... personal injury, damageor Loss ... including mental anguish,mental injury, property Loss, cost orexpense whatsoever dike Legal fees].,directly or indirectly arising out of,resultingdirectly or indirectly arising outof, resulting from, caused or occasionedby, happening through, in consequenceof, or in anyway involving ... NOISE”.Read your policy. Does it have thesame (or similar) language? I called mybroker, B— to discuss the exclusion ofnoise from my liability coverage. Hedidn’t exactly laugh, in fact he soundedsympathetic to my concern. Unfortunately,he knows about Stop the Noise.He and his underwriters know thatnoise lawsuits are expensive and on therise. B— said “if we paid claims on noiseeveryone would have their hand out.”The underwriter’s solution to thisproblem is to close their hand and hangout our collective asses. If your excessivelynoisy plane sours the cream fromthe family milk cow, wakes the babyfrom her nap, or startles grandpa so hedrops the antique crystal you are onyour own!Noise as pollution has been a concernfor a long time. Have you seenthe AOPA “fly friendly” video? It offerslots of good advice for reducingthe impact of aircraft noise. We’ve heardit before. “Stay over the airport duringthe high power climb”, “reduce powerto enroute climb settings at the earliestmoment you can safely do so”, “fly highover homes and other noise sensitiveareas”, and if equipped with a constantspeed prop, “reduce RPM when ableafter takeoff”. The FAA acknowledgesthe adverse impact of noise. Accordingto the Government AccountabilityOffice (GAO) Federal Law and regulationsdirect the FAA to address noisein airport design and operations. Airportscan use FAA funds to mitigatenoise impacts. Still, it falls back on thepilot-in-command to fly friendly.A few years ago I landed at SaltLake Municipal No. 2 (U42) in Utah. Iwas in the pilot lounge when a coupleof local fighter pilot wannabees walkedthrough discussing how they had just“smoked” the subdivision at the end ofthe runway. I’ve heard similar conversationsin pilot lounges in several ofWashington’s 129 public use airports.Not only does this macho behaviorantagonize anti-airport folks, it risksbringing a “Stop the Noise” chapter toyour home town ILet’s get back to the insurancequestion. Noise abatement proceduresare in place for many Washington airports.Arlington (AWO), SpokaneFelts Field (SFF), Renton (RTN), BoeingField (BFI), Pearson (VUO), andmany other airports have publishednoise abatement procedures. Flyingfriendly reduces your aircraft noiseprofile. Not only compliance withnoise abatement procedures build (orat least not erode) community goodwill, it may very well save your personalchecking account from hemorrhagicfever. Receiving a noise violationfine may be small potatoes comparedto defending against a lawsuit from ananti-noise zelot. Remember, turning“avgas into noise” is probably not coveredin your liability policy. You canenjoy the experience to the hilt, but beprepared to pay the piper with yourown nickel if you aren’t considerate.Following noise abatement proceduresdoesn’t eliminate risk, but it willlower your noise profile. You’ll have astronger defense if challenged. An addedbonus to flying friendly is that itdeprives the wolves of an importantrallying point. The airport you savemay be your own. Your checkbookmay be healthier too.Annual WPA AwardsContinued from


6 Washington Pilots Association December 2004 - January 2005Calendar of EventsThis list of aviation related events occurring in ourarea is a service to our members. Obviously, these eventsare not sanctioned or promoted by WPA, but are providedto you as an aid in identifying flying events in which youmay want to participate. We try to make sure the informationis up-to-date and correct. However, there is alwaysthe chance that situations change at the last minute. Therefore,before you head out, we strongly recommend thatyou check with the person listed with each event to insurethe event is still scheduled.There are just too many great activities that are heldevery year that we only hear about after the event. WINGSwants to correct this situation by trying to list all of theflying events within the state or surrounding area. Thiscan only be done with the help of you, our Chapters, andour other members sending in news of events in your area.Please email all information concerning events toevents@wpaflys.org or call or fax the news to (425) 228-6330. Help us make this Calendar in Wings a very usefulitem - send in the events!WPA and WPA Chapter events appear inbold face italics.DECEMBER4 Twin Oaks Airpark, Hillsboro, OR, FlyinBreakfast - EAA #105, 503-646-87634 Hanger 15 monthly Weenie Burn andOpen House, Bellingham, 11:00-14:00, 360-671-22508 FAA Safety Seminar, Airport Safety, SpokaneFalls College, 7 PM - 800-341-262310 Safety Breakfast at Port Angeles 8:30(CC) Steve,360-452-660115 Safety Breakfast at Port Angeles 8:30(CC) -Steve,360-452-660118 WPA Toys For Tots pick up, Galvin’s atBoeing Field, Noon. Michelle Cordliff, 425-392-8604JANUARY1 Twin Oaks Airpark, Hillsboro, OR, FlyinBreakfast - EAA #105, 503-646-87631 Hanger 15 monthly Weenie Burn - OpenHouse, Bellingham, 11-20, 360-671-22507 Safety Breakfast at Port Angeles, FairmontRestaurant, 8:30 (CC) - Steve, 360-452-66018 WPA State Board of Directors Meeting,Yakima - Kirk Kleinholz, 425-745-898415-16 WSDOT - CFI Revalidation Clinic,Federal Way - register 800-552-066621 Safety Breakfast at Port Angeles, FairmontRestaurant, 8:30 (CC) - Steve, 360-452-6601FEBURARY5 Twin Oaks Airpark, Hillsboro, OR, FlyinBreakfast - EAA #105, 503-646-87635 Hanger 15 Monthly Weenie Burn - OpenHouse, Bellingham, 11-2, 360-671-225011 Safety Breakfast at Port Angeles, FairmontRestaurant, 8:30 (CC) - Steve, 360-452-660122 FAA Safety Program, McAllister Museum,Yakima (YV), 7 PM - John Black 800-341-262323 Wings Program, Clover Park College,Thun Field, 7:00pm - Scott Gardiner, 425-227-288024 Wings Program, Museum of Flight, 7PM– Scott Gardiner, 425-227-288025 Safety Breakfast at Port Angeles, FairmontRestaurant, 8:30 (CC) - Steve, 360-452-660126-27 Northwest Aviation Conference andTrade Show, 9:00 - Puyallup Fairgrounds26 WPA Annual General Meeting at NorthwestAviation Conference and Trade Show26 WASAR Annual Membership Meeting atNorthwest Aviation Conference and Trade ShowFrom KirkContinued from page 4officers or committee chairs in their respective chapters.Yet they still find enough time to also serve thestate organization. Most of the board positions requirea time commitment of no more than a few hourseach month. If you would like the chance to have asignificant impact on the way our organization functions,now is your opportunity to act.Regards and safe flying,Kirk KleinholzWingsDeadlines2005ThursdaysJan 27 th ,March31 st ,May26 thSubmissioninformation- see p2.Wings EditorResignsNew Editor SoughtArthur BerkellSecretary, WPA; Editor-in-Chief, WINGSI took over the publication of WINGS in 1998.Soon it will have been seven years that I’ve beenEditor-in-Chief. Personal considerations combinedwith the fact that I think it’s time for somebodyelse to have a chance have helped me make my decisionto resign. I’ll remain “on post” until somebodyvolunteers or through the June 2005 publicationof Wings, whichever comes first.During my “tenure” I’ve observed that publishingand mailing Wings is the single largest ongoingexpense for the WPA. But there is no reasonthat Wings cannot be self-liquidating except forone problem. With rare - repeat rare - exception,nobody has come forth to solicit advertising forWings. Yes, we have had some stalwart supportfrom advertisers such as Regal Aviation Insurance,but that is not the point. Our publication, whichserves roughly 1,000 members, carries fewer than1/3 the number of ads as do the publications ofthe Idaho, Oregon, and California Pilots Associations.There is one reason for this and that is thatwith a single exception, nobody has volunteeredduring the past seven years, to go out there and“pound the pavement” for advertising. For a fewyears, I was able to do this myself to a limited extent.I did some solicitation, both on the phoneand at the NWAC in Puyallup. My meager effortswere mildly successful.As an incentive to members to sell advertising,a few years ago I pushed through a motion at aboard of directors meeting, giving 10% of the advertisingrevenues raised by any member, to thatmember. Zero takers to date. Also, for the firstfew years that I was at this job, I placed ads in Wingsfrom time to time, requesting “marketing directors”but not a single person ever replied.Maybe I’ve simply been barking up the wrongtree? Perhaps Wings should not bother to sell advertisingand the WPA should simply accept thefact that the newspaper is and will continue to beour largest expense. This decision has actually beenmade for me by the membership.But imagine what we could do if we had a halfdozenvolunteers! Every single airport restaurant,FBO, pilot supply store on every airport in Washingtonis a potential advertiser. Do we see any ofthose businesses advertising in Wings? No. Cessna,Piper, Mooney, Beech/Raytheon, Jeppesen,Garmin, King/Honeywell are all potential advertisersin Wings. Do we see any of those companiesadvertising in Wings? No. And on and on ad infinitum.Wings could possibly even be a moneymakingoperation for the Washington Pilots Associationinstead of its largest expense.Regardless, publishing Wings has been a rewardingexperience and it certainly has enabled meto make many new friends across the state.If you are interested in taking on this responsibility,please contact me at berkell@earthlink.netor 253 638-7038. I’ll help you along until you can“survive” on your own.

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