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September 12, 2010 Meeting

EAA Chapter 922 was called to order by President, Dick Murray with 4 members and our missing guest. Members present were: Neil Winget, Dick Murray, Todd Bills, and Dick Heiby

Minutes of the previous meeting were read and approved. The absence of our treasurer did not permit a report and it is presumed that the balance in the treasury remains the same at $243.22

Old Business:It was reported by Dick Heiby the cook-out at Gene's hanger drew a huge crowd and discussion followed to reimburse Gene for expenses. In the absence of any actual costs it was decided we should identify the expenses before taking any action.

New Business it was announced by Neil that the WACO fly-in was this coming Friday, Saturday, and Sunday at WACO Field.

Dick Murray reported he sold his Cessna 140 and it went to Gray's Harbor, Washington and that Anne Vogel had emailed him that Walt sold his Savannah and it went to Oklahoma.

Dick Murray confessed to nearly landing at Van Nuys instead of Whiteman on his trip to Washington. Todd Bills and Neil Winget reported on the MERFI fly-in at Urbana this weekend and the low number of planes they observed.

Neil Winget moved to adjorn and Dick Heiby seconded.

For Walt Vogel, Secretary, Dick Murray

40I Red Stewart Fly-in

Few things in life are as awesome as a pre-dawn flight that positions you a thousand feet above the earth for the sunrise. The opportunity to fly an L2 Taylorcraft to a tailwheel fly-in was more than I had planned for this Labor Day weekend. Everything else has been anti-climatic. to see the pictures I took click this link 2010-09-05 Red Stewart 40I Fly-in

Top Ten Killers

About the List

Regular visitors to this site know that I frequently write about general aviation accidents and that I believe that nearly all accidents are preventable. My conclusion comes from in depth study of virtually every reportable aviation accident that occurs in the United States involving airplanes.

The accidents are preventable because they are seldom caused by a factor not directly controlled by the pilot. Some accidents result from mechanical failure but most of these accidents could be prevented either by better pilot scrutiny of the airplane condition or by better preparation for dealing with an emergency. What about weather related accidents? Weather systems don't overtake airplanes; pilots fly their airplanes into weather systems. There isn't a weather system on the planet that can catch even the slowest airplane. Inflight breakup? Possibly. I know that there have been several in the past year but in only one case did the airplane simply come apart without help from extreme maneuvering, intentionally or otherwise.

Anyone wishing to refute my premise that pilots cause nearly all accidents will find a case to support an alternative argument. Yes, a very few accidents are probably not preventable. But I would strongly argue that the facts show that at least 99% of the general aviation accidents are preventable through improved pilot attitude, awareness, or training.

Each of these items in my "Top Ten" list is accompanied by at least one example accident or incident. There are many more accidents or incidents to support each premise.

#10 - Pilot's Lack of Assertiveness

We pilots have a reputation of being rather assertive. But sometimes pilots aren't assertive enough and accidents result. It is an open secret that many rental airplanes are not maintained as well as they might be. The FBO and flight school businesses are tough and there is a big incentive to cut costs wherever possible. I am aware of situations where a pilot questions something found amiss on a preflight inspection only to be assured by the operator that it is OK. If the pilot is inexperienced and the operator has been in the business forever, it is easy for the pilot to be intimidated.

The image at the left shows the recovery of a Piper Warrior that was involved in a 2005 fatal accident in Indiana. The flight instructor and student died following an engine failure on takeoff and an unsuccessful ditching attempt in a lake. The NTSB investigation found multiple, serious discrepancies with the airplane's maintenance and also with the fuel farm. The large number of discrepancies found by the NTSB indicates a culture of ignoring rules that are too costly or time consuming to comply with. It would be hard to believe that a flight instructor would not be aware of at least some of the unairworthy items. Another CFI interviewed as part of the NTSB investigation stated that the airplane maintenance had been "poor" in the past. The accident CFI had a total of 493 hours total flight time. The young, relatively low-time CFI trying to build flying time by instructing, would probably have not been very assertive about shoddy maintenance for fear of losing his job. We can't be sure what the instructor knew or did not know about the condition of the airplanes. But, if he was aware of the situation and had been more assertive he and his student might be alive today.

#9 - Inadequate Knowledge of Aircraft Systems

Cessna 206 rear door showing location of microswitch.

All pilots know the basics of the simple single-engine or light multiengine airplanes that they fly. For example, if the alternator quits the engine won't immediately follow but the electrical load must be reduced to provide the longest amount of battery time to power radios and other essential equipment. Or, at least basic information like this should be understood. But some airplanes have systems that are a little more elusive and require a thorough study of the POH.

Four people escaped injury in California when the pilot botched a no-flap landing. The airplane drifted off the runway and collided with an airport sign and runway lights.

Why the no-flap landing? It seems that the flaps would not extend when the airplane was in the traffic pattern. The airplane is equipped with a door/flap limit switch which prevents the flaps from being lowered when the rear door is open. This is necessary since the door opens directly into the area of the flap travel. On this flight, a rear seat passenger was leaning against the door with sufficient force to open the switch and prevent the flaps from operating. Had the pilot been aware of this system he could have asked the passenger to refrain from leaning against the door and the flaps would have operated normally. I'll leave the issue of proficiency in no-flap landings for another time.

Click here to view an article on "Abnormal Procedures".

#8 - Inadequate Initial Training for the Certificate, Rating, or Aircraft Type

Ballistic recovery system used on Cirrus airplanes. Inset shows the deployment handle.

Two pilots, co-owners of a Cirrus SR-22 were killed in a stall/spin accident in New York in 2002. They had purchased the airplane six days before the accident and had each received airplane-specific training. The airplane was maneuvering at about 5,000 feet AGL when it entered a right, flat spin. The POH for the SR-22 stated that the only approved and demonstrated method of spin recovery was the deployment of the parachute recovery system but there was no evidence that such deployment was attempted.

Somehow the airplane-specific training failed these two individuals. While entering a spin to prove that the parachute recovery system was the only way to recover is certainly not practical, training organizations and instructors must find a way to make students internalize the critical elements of the training. Stating something so critical in a classroom, even if it is tested verbally, is simply not enough when lives depend upon having a pilot follow a procedure that is markedly different from standard.

Training isn't the culprit in all accidents but there are a multitude of accidents where training obviously failed the pilot.

A Cessna 172 at 300 feet over Coney Island as depicted by MS Flight Simulator Cessna 172 stall/spin crash at Coney Island, NY in 2005. (Official NTSB photo)

#7 - Inappropriate Conduct/Inadequate Flight Supervision by a Flight Instructor

An instructor and three passengers were fatally injured in 2005 while maneuvering at low altitude along the beach at Coney Island, New York. The Cessna 172 departed Linden, New Jersey on a "discovery" flight. It departed in an overweight condition and proceeded to Coney Island where it was observed maneuvering at low altitude along the beachfront. The airplane was also tracked by radar. The last radar return showed it to be at an altitude of 300 feet and at a ground speed of 60 knots. The airplane apparently stalled and entered a spin before it impacted the beach.

A "discovery" flight is supposed to serve as an introduction to general aviation with the hope of encouraging the passenger to enter flight training. While flying low over Coney Island might have seemed appealing to the young passengers, it would hardly set a good example for a prospective flight student.

There are far too many accidents where the CFI contributed to an accident by acting inappropriately or by failure to adequately supervise a flight.

#6 Failure to Maintain Proficiency

It's an easy trap in which to fall. A pilot works hard to earn a certificate or rating. He or she is sharp and proficient, though inexperienced, at the time of the checkride. Required procedures have been recently practiced and the pilot is spring-loaded for the examiner to simulate some sort of emergency or unexpected situation. It is easy to become complacent after the certificate or rating has been issued. Most flights work out as planned so the pilot just continues to exercise the privileges of the certificate or rating and accumulates more and more time since any emergencies or unexpected situations have been practiced.

Instrument pilots must maintain proficiency as illustrated by this accident in 2005. The white material is foam put down by the fire department. (FAA photo)

Emergencies would include an engine failure. This is actually more lethal if it happens in a multiengine airplane. A multiengine pilot who is caught unaware and less than proficient in dealing with an engine-out situation is more likely to have a fatal accident than the single engine pilot who only has one choice to make when an engine quits.

Unexpected situations would include the instrument pilot who is not prepared for an approach down to minimums. Perhaps the pilot hasn't practiced descending to minimums, recognizing that a missed approach is necessary, then executing the missed approach procedure. This is routine during training but there is no requirement that it ever be practiced again as long as the pilot continually meets the recent experience requirements of the FARs.

The accident example here is a Mooney shooting an instrument approach into Ithaca, New York. The weather had taken a turn for the worse dropping visibility and ceiling to near zero. The most recent weather given to the pilot showed the weather to be above the minimums for the approach. The pilot was cleared for the approach, descended to the minimum descent altitude (MDA), but failed to stop the descent. He continued about 300 feet below the MDA when he suddenly observed trees about 50 feet ahead of the airplane. There was no time to correct the situation. The airplane hit the trees and then slammed into the ground in the backyard of a house in an upscale residential neighborhood. Miraculously, the airplane careened between two houses while shedding parts, including a wing. Even more miraculously, there was no fire. The pilot escaped with very minor injuries and no one on the ground was injured.

This accident clearly illustrates a lack of proficiency. The pilot had not recently shot an approach to minimums and had to miss the approach. Proficiency could have been easily maintained or restored by a simulated or actual instrument flight with an instructor. A session in a flight training device (FTD) or PCATD also could have served the purpose.

Click here to view an article on Controlled Flight Into Terrain (CFIT) that includes more details and photos of this accident.

#5 - Inadequate Preflight Preparation

More than a few years ago the FAA had a pamphlet titled "Safety Must be Planned." It detailed the importance of preflight planning. Such a publication would seem rudimentary by today's standards but the message is still important. Far too many accidents are caused by a lack of planning. Most result from inadequate planning regarding fuel but some come from failure to make sure that there is a suitable runway, that the weather will be satisfactory, and few other causes. The following accident illustrates the importance of planning every flight, even the local training flights.

Preflight planning could have prevented this fatal accident in colorado in 2006.

Our accident example happened in 2006 in Colorado and involves a Beech turbocharged Bonanza. The pilot had recently purchased the airplane and was receiving type-specific flight instruction to comply with insurance policy requirements. He had accumulated 6 hours of instruction. The pilots declined his offer to refuel. According to the line serviceman, when he visually checked the airplane's fuel tanks prior to takeoff they were "half full." If accurate, the airplane had 18.5 gallons aboard at the initial takeoff. The airplane had been aloft for about 1 hour, 15 minutes, when it arrived at another airport and made 2 full-stop landings. On the next departure numerous witnesses reported hearing the engine "sputtering and coughing" and seeing the extended landing gear being retracted before the airplane struck a parked semi truck in a residential neighborhood. It exploded on impact and both the airplane and semi truck were consumed by fire. The pilot and 15,000 hour CFI were both fatally injured. The CFI had recently retired after a career as a professional pilot.

The fuel selector was positioned to the left tank which was apparently run dry causing the loss of power. There may or may not have been fuel remaining in the right tank but it is doubtful that switching tanks following a loss of power at low altitude on takeoff would have restored power in time anyway.

"The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
the pilot's inadequate preflight planning/decision by not having the airplane refueled prior to takeoff, and allowing the engine to be starved of fuel because he failed to switch the fuel selector valve. A contributing factor was the flight instructor's inadequate supervision of the flight."

This accident could have been avoided by planning the flight and the associated fuel consumption. The plan must include having enough fuel and when to switch tanks if the airplane does not have the capability to feed from both tanks.

#4 Failure to Maintain Situational Awareness

Maintaining situational awareness is important in many aspects of life. We need to be aware of our surroundings while walking through a mall parking lot after dark. While driving we need to be aware of the car approaching from the side street. Flying an airplane requires even more attention to the events happening around us because of the greater speed involved and the addition of a third dimension. Many of the flight factors having a safety impact can't even be seen so they must be tracked by indirect means such as an alert from a controller.

The EMB 145 was to land on runway 36C and the Baron was to land on runway 36R. Note the wind direction.

The accident example illustrates how the failure to maintain total situational awareness can lead to disaster. The pilot was given two warnings of possible wake turbulence but failed to plan his approach to compensate for the wake of a regional jet that he probably never saw.

The accident happened in Memphis in 2003. A Beech Baron 58 was approaching the airport after a flight from Tampa. An EMB 145 regional jet was also in the vicinity of the airport. The weather was very good VFR with the wind out of 290 degrees at 5 knots. The EMB 145 was to land on Runway 36C and the Baron was to land on Runway 36R. The Baron pilot was given a vector to intercept the Runway 36R localizer and was warned of possible wake turbulence from the arriving EMB 145. He was told that he would be 4 miles in trail. He was cleared to land by the tower and again warned of the possible wake turbulence.

Official NTSB photo

The EMB 145 had landed and exited the runway before the Baron approached. The Baron's approach was completely normal until it was about 15 feet above the runway. Witnesses observed the airplane make a sharp roll to the left and impact the ground between the two runways.

"The National Transportation Safety Board determines the probable cause(s) of this accident as follows: An encounter with wake turbulence on approach, which resulted in the pilot's inability to maintain control and subsequent in-flight collision with the ground."

This tragedy was completely avoidable. Every pilot is taught about the dangers of wake turbulence and how to avoid them. But to avoid this and other invisible dangers pilots must be aware of their surroundings and always think ahead of the airplane.

Click here to view an article on wake turbulence that features more details and graphics of this accident.

#3 Failure to Have/Execute an Alternate Plan

Many things in life, from a football game plan to a flight, require a "Plan B" in case the situation changes. The most changeable element of aviation is the weather. Many accidents have been caused by pilots pushing the envelope when it is important to reach the destination but the weather has deteriorated.

Official NTSB photo

This accident example involved a Lake LA-4-200 amphibian that crashed into a hill while scud running in New Hampshire in 2004. The proposed route of flight was from Platsburgh New York to Concord New Hampshire. The pilot was instrument rated but not current for instrument flight. He received a weather briefing that indicated marginal VFR conditions all along the mountainous route. He departed VFR and flew above the clouds at 9,000 feet until, nearing the destination, he spotted what he believed to be a hole in the overcast. He descended into the hole but reported that the hole closed at about 3500 feet MSL and that he stayed on instruments at that altitude for awhile. He learned that the ceiling at Concord was 1400 feet and he apparently began a descent in an attempt to get below the overcast. The airplane impacted mountainous terrain at an elevation of 2490 feet MSL. The pilot's passenger, his son, died in the accident but the pilot survived.

"The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's continued VFR flight into IMC conditions, and his failure to maintain terrain clearance, which resulted in a controlled flight into terrain. Factors in the accident were the low cloud ceiling and the pilot's lack of recent instrument time."

It was reported that the purpose of the flight was to return the pilot's son to school. If this is true, there may have been some perceived urgency in making the flight. Perhaps an important exam or meeting was scheduled. In many weather-related accidents, the perceived importance of the trip is directly proportional to the degree of risk taken by the pilot.

Many accidents could be avoided if only an alternate plan had been formulated. A plan that would allow the desired outcome to be accomplished without the need to fly in poor weather or with a known mechanical defect would greatly lessen the perceived importance of the flight. The time to travel by car from Plattsburgh to Concord is about 5 hours.

Click here to view an article on Controlled Flight Into Terrain (CFIT) that includes more details and photos of this accident.

#2 Failure to Follow Accepted, Safe Practices

This pilot killer is so pervasive that it is difficult to select a single representative accident. Accidents in this category include buzzing, failure to follow a checklist, neglected maintenance, flying without proper training and certification, and a host of other causes.

In 2006 a pilot was fatally injured and his grandson passenger was severely injured and burned when the pilot landed his Cessna 180 on a residential street and attempted to takeoff.

There is probably not a representative accident for this category but the following case illustrates an apparent lack of regard for accepted, safe operating procedures. In 2006 a pilot was fatally injured and his grandson passenger was severely injured and burned when the pilot landed his Cessna 180 on a residential street and attempted to takeoff. The airplane struck powerlines running parallel with the street, crashed and burned. A witness reported seeing the airplane flying low. It disappeared behind a house and the witness heard a loud noise which was the airplane striking a street sign as it landed. The witness drove down the street and observed the airplane taxi back, make a 180 degree turn, and begin a takeoff roll. The airplane struck the street sign for the second time and continued the takeoff roll. It became airborne and drifted off the center of the road where the left wing came up under the wires. The airplane rolled across the wires, impacted the ground in a near vertical descent and burst into flames.

The physician-pilot was a long-time resident of the Oklahoma town in which the accident occurred so it is unlikely that he mistook the street for a runway. Even if he did make that error, his decision to takeoff from the street is inexcusable. Taking off from a residential street certainly does not constitute following safe practices. Up until the takeoff the total damage was a bent street sign and a dented leading edge. After the accident, the damage includes the death of the pilot, months of hospitalization, numerous surgeries, and permanent disfigurement for the young passenger, and a destroyed airplane.

"The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The pilot's selection of unsuitable terrain, a residential street, for both takeoff and landing, which resulted in a collision with a static wire and terrain during takeoff-initial climb."

Accepted, safe practices have all evolved from accidents or close calls. They are the ultimate examples of learning from the mistakes of others. They exist for a reason and should be followed.

#1 Failure to Exercise Due Diligence

"Due Diligence" is a legal term but has real meaning in the practical sense. It simply means that a person attends to required tasks and issues with the necessary standard of care. All pilots must accept a responsibility to perform due diligence in all aspects of their flying. Just as a patient who requires surgery trusts his or her life to the surgeon, passengers and others on the ground trust their lives to the pilot. This applies to the pilot of the smallest airplane as well as to the captain of a large airliner.

Making a heading check, following a taxi diagram, and observing company safety procedures would all be considered as exercising due diligence.

This example shows how a professional airline crew failed to exercise due diligence and directly caused 49 deaths and one serious injury. The captain was among the fatalities and the first officer was the only survivor. The accident occurred in Lexington, Kentucky in 2006. The crew of a Comair CRJ-100 attempted to execute a takeoff on the wrong runway. They had been cleared to taxi to and takeoff from Runway 22 but instead lined up on Runway 26 which was not long enough. The takeoff was made in pre-dawn conditions. Runway 22 was well lit while Runway 26 was dark. Company procedures require a "sterile cockpit", or no conversation not directly necessary for the operation of the aircraft, below 10,000 feet. The cockpit voice recorder (CVR) revealed that casual conversation about their families continued as they taxied to the runway.

Every instrument pilot and most private pilots are taught to make a final heading check before beginning the takeoff. This very basic check confirms that the heading indicator is correct and that the airplane is on the proper runway. This check, required of every instrument flying student, was obviously not performed by either of these (supposedly) professional pilots.

For several years now the FAA has put great emphasis on runway safety. A key component of the FAA program is the use of a taxi diagram. It is hard to imagine that an airline crew could have avoided exposure to this program in some form.

Making a heading check, following a taxi diagram, and observing company safety procedures would all be considered as exercising due diligence.

Why would any pilot fail to exercise due diligence when lives are at stake? Most pilots don't consider themselves as daredevils. Most pilots want to be thought of as being safe. Failure to exercise due diligence is an insidious problem. It creeps into a pilot's psyche a little at a time. A hurried preflight inspection, a skimpy preflight plan or a single incidence of a skipped heading check all increase the probability of more carelessness each time they occur without consequences. Each time a pilot is careless and gets away with it, that behavior is reinforced and is more likely to happen again. We can't allow ourselves to fall into that trap. We must treat every aspect of every flight with the diligence it deserves.

Summary

Nearly all accidents are preventable. Most are easily preventable. Pilots have a responsibility to themselves and others to, "Fly like your life depends on it."

August 8, 2010 Meeting

EAA Chapter 922 was called to order by President, Dick Murray with 8 members and 1 guest. Members present were: Neil Winget, Marc Hines, Ken Boyd, Gene Will, Dick Murray, Todd Bills, Rudy Schneidhorn and Ann Vogel, guest.

Minutes of the previous meeting were read and approved. Gene Will reported that the balance in the treasury remains the same at $243.22

Old Business:Ken Boyd and Neil Winget moved and seconded the motion that Todd Bills be the new Vice-President. Motion carried.

Members were reminded of the supper this Thursday evening at 6:00pm at Gene Will’s hanger. Chapter members are to bring a covered dish, lawn chairs and their spouse. It is a picnic with Chapters 109 and 922.

Todd Bills, Ken Boyd and Walt Vogel attended Oshkosh this year. They spoke of their experiences.

New Business: It was announced that MERFI will be September 11 at Urbana this year. Dates of the WACO fly-in will be announced later. There being no other business, Gene Will and Ken Boyd moved the meeting be adjourned.

Walt Vogel, Secretary

July 11, 2010 Meeting

The July meeting of EAA Chapter 922 was called to order July 11, 2010, at 2:00 pm by Vice President, Dick Murray. The following members were present: Walt Vogel, Dick Murray, Marc Hines, Neil Winget, Dick Heiby, Todd Bills, Gene Will, Ken Boyd, Brent Richter. Guests present were: Dave Berelsman and Ann Vogel.

Minutes of the previous meeting were read and approved. Gene Will gave a treasurer’s report. He reported that the donations and the bill from the airport were the same, therefore, the balance is the same as last month. It was reported that Russ Hovey donated $150 toward the fuel bill for Young Eagles Day. Most of the Young Eagles came from St. Marys, New Bremen and New Knoxville. A total of 83 Young Eagles participated. Dick Murray told the group that he had received a nice thank you note. Thank you notes will be sent to those who donated above and beyond for the event. Thanks were given to all those who participated in the event this year.

It was reported that Marty Bevill, submitted his resignation as President of the local chapter. Dick Heiby and Ken Boyd moved that the chapter accept his resignation. Motion carried.

Dick Murray asked our guest Dave, to briefly explain how they run the Young Eagles Day where he is member in Florida. He suggested to ask all the pilots you know to see if they would be interested in participating and how long they would be able to fly and how many can they take at a time. Take only a certain number of students. If more come, tell them that if there is time they might be able to fly after the prescribed number of students have flown. Bill it as a Young Eagle event , rides weather permitting. If the weather is bad, have DVD’s or videos shown. Have a bag of “freebies” ready to give to each young eagle. They have a Young Eagles Event often during the year. Encourage volunteers to help and perhaps start a mentor program.

Dick asked for nominations for Vice-President. There were none, so that will be decided next month.

Dick also announced that Paul Tebbe has his Avid Flyer for sale again and Alan Holcomb from Van Wert is building a Hummel H-5.

Gen Will announced that the Versailles EAA chapter will be having a picnic at Gene’s hanger on Thursday, August 12. 922 EAA chapter members are also invited to attend. Bring a covered dish and spouse.

Dave Borelsman talked about flying in Dulles airport and the new technology that is out there for aviation using the I Phone and the I Pod.

Walt Vogel moved the meeting be adjourned.

Walt Vogel, Secretary; minutes recorded by Ann Vogel

June 13, 2010 Meeting

The June meeting of EAA Chapter 922 was called to order by president, Marty Bevill with the following members present: Marc Hines, Ken Boyd, Dick Murray, Marty Bevill, Todd Bills, Mike Schnell and Walt Vogel. Also present was Mike Stanton, visitor.

The minutes from the previous meeting were read and approved. The president reported for the treasurer that the balance in the treasury was the same as last month, $243.22

Old Business: Mike Schnell discussed the upcoming Young Eagles Program which will take place Saturday, June 19, 2010, from 8 to 11 am. Mike would like the pilots and ground crew to be at the airport by 7:15 am to get things ready. Mike announced that generous donations from Russ Hovey and Todd Bills were made to the chapter for expenses for the Young Eagles Day. Members were reminded that youth between the ages of 8 and 17 with parental consent would be eligible for a flight.

New Business: Mike Stanton announced that his son may be going to the Space Camp in Huntsville this summer.

Dick Murray announced that there are aviation courses and scholarships available from the EAA for high school students.

Todd Bills talked about his project which is coming right along. He also showed pictures.

Marc Hines adjourned the meeting at 2:35 pm.

Walt Vogel, Secretary

Young Eagles Day

May 9, 2010 Meeting

The May meeting of Chapter 922 was called to order by Vice President, Dick Murray on May 9, 2010. Those in attendance were: Marc Hines, Todd Bills, Mike Schnell , Rudy Schnidhorst, Dick Murray and Walt Vogel.

The minutes of the previous meeting were read and approved. In the absence of the treasurer, Walt gave the treasurer’s report.

Previous Balance $213.22

Check BSAC -20.00

Deposit dues +50.00

New Balance $243.22

Most of the old business was discussion of the Young Eagles Day on June 19.

It was announced if the pilot had coverage for $100,000 per person, the national EAA would extend coverage to $1 million for that day’s event. The Phillips gas program was discussed and it was decided not to participate in that this year. Pilots are still needed for that event. Posters were passed out to members for them to take to their local schools.

Several Boy Scouts were in attendance and they thanked the chapter for their support.

A poster from the EAA was given to the local chapter. Walt will check with Sean to see if there would be a place to put it in the terminal building. The Boy Scouts also have a poster they would like to place in there.

Under new business, it was announced that May 15 is designated as International Learn to Fly sponsored by AOPA and EAA.

Marc Hines adjourned the meeting at 2:35 pm.

Walt Vogel, Secretary

Raider Flight Departs I74

It was 7:00am, just after sunrise, when Raider One launched on runway two zero at Grimes Field (I74). A late-comer in a rented 172 insisted on landing and the flight obliged as they lined up in position for take-off.

Seventeen aircraft were headed to Wright Field at the Air Force Museum to provide a static display this Saturday in conjunction

with the Doolittle reunion celebration. Sunday at 10:00am a fly-over at the museum is planned as a memorial service begins.

Here is Raider Fifteen, "Yellow Rose" getting the launch signal.

Raider Sixteen, "Devil Dog", and Raider Seventeen wait their turn.

North American B-25J

Thursday, Friday, and Saturday affords many the opportunity to view the largest concentration of B-25 medium bombers since World War II. Grimes Field (I74), Urbana is the staging area for B-25s gathering to pay tribute on Saturday at the Air Force museum in Dayton to the remaining survivors of Lt Col James Doolittle's bombing raid on Tokyo, April 18, 1942.

North American B-25J "Mitchell" Medium Bomber

Wing Span: 67 ft 7 in (20.59 m)

Length: 51 ft (15.55 m) Height:

Height: 16 ft 4 in (4.98 m) Wing Area: 610 sq ft (56.67 m²)

Weights: Empty: 19,530 lb (8,858 kg) Gross: 26,122 lb (11,848 kg)

Maximum T/O: 35,000 lb. (15,876 kg)

Maximum Speed: 285 mph (458 kph) at 15,000 ft (4,572 m)

Cruising Speed: 230 mph (370 kph) Service Ceiling: 24,200 ft (7,376 m)

Normal Range: 1,350 miles (2,172 km) with
3,000 lbs (1,360 kg) of bombs

Maximum Range: 2,200 miles (3,540 km) with ferry tanks

Powerplant: Two R-2600-29 Wright "Cyclone" 14 cylinder, air cooled radial
engines developing 1,700 hp (1,268 kW) each for T/O

Armament: Eighteen .50 cal (12.7 mm) M-2 Colt-Browning machine guns.
Up to 3,200 lbs (1,451 kg) of bombs

N554KF Departs CQA

The way it arrived is the way it left. I had the opportunity to help the new owner of N554KF, Mark Busby of Bogalusa, LA, load the aircraft on his trailer for the journey to its new home. Steve Shinabery decided the Kitfox was more than he wanted to tackle and reluctantly elected to part with it and concentrate on finishing his license in the Cessna 150J he has a share in. Goodbye N554KF you will be missed.

April 11, 2010 Meeting

Chapter 922 of the EAA met April 11, 2:00 pm at the terminal building at AXV. Members present were: Ken Boyd, Marc Hines, Dick Murray, Mike Schnell, Rudy Schnidhorst, Marty Bevill, Gene Will and Walt Vogel. There were also four guests present.

The vice president called the meeting to order. The minutes of the previous were read and approved. Mike Schnell reviewed plans for the Young Eagles Day to be held June 19. They would like for someone with a four place airplane to volunteer for this event.

Mike Stanton and three others were there representing the Boy Scouts. They asked the EAA chapter if they would be a sponsor for their group (ages 14-20) to learn about aviation. The cost of the sponsorship is $20. After discussion Mike Schnell moved and Ken Boyd seconded the motion to give them $20 for the sponsorship. Motion carried.

Gene Will gave the treasurer’s report. He reported a balance of $213.22 in the treasury. Two members, Marc Hines and Rudy Schnidhorst paid their dues.

Dick Murray reported that the Kit Fox from CQA has finally been sold for the fifth time!!

Marty Bevill presented a poster from the national EAA promoting airplane construction.

Ken Boyd adjourned the meeting at 2:35 pm.

Walt try's on an Ercoupe

Well it was Saturday morning in Van Wert (VNW) and I was trying to swallow the last bite of some really dry pancakes when Walter Vogel arrived with his plate. I had to bum a ride when the engine on the 140 lost power on takeoff from Lakefield (CQA) earlier this sunny cloudless morning, but that's another story. I flew with Tim Foster (C-172 owner and prospective member) and Jason Springer (Sonnex owner and prospective member) from CQA in Tim's 172 in some cool stable air. Walter decided to four wheel it because the oil was due for a change in the Savannah.
The talk at the table quickly turned to Randy Thompson's Ercoupe, N2853H, and whether one might be able to fly it this morning. The more we talked the more interest was generated and Walt decided to take advantage of the opportunity and experience the qualities only an Ercoupe affords its pilots.
I'm anxious to hear how he liked it because we had to leave before he returned.

VNW Breakfast

I just received the flyer from Van Wert on their breakfast this Saturday, March 20. It is the community project for Van Wert high school and they do a real nice job with good pancakes. Might get a chance to see the Ercoupe you can't rent.

Excuse the blue hue, that is the way I received the file.

Garmin Panel Upgrade is complete

I found another good deal on a waas garmin, so I added a 430W with a GS indicator.

They installed it free for my kx155 trade in.

I took it in for a bad blind encoder.... came out with the 430W and now dual GS and yes, my GTX330 does send mode C again....

I'm broke once more!

March 14, 2010 Meeting

Chapter 922 met March 14 at AXV terminal building with the following pilots present: Walter Vogel, Neil Winget, Tom Fortman, Richard Murray, Marc Hines, Todd Bills, Marty Bevill, Ken Boyd, Mike Schnell and Gene Will. Also present was one guest, Matt Spitnale.

Marty Bevill, president, called the meeting to order at 2:00 pm. Minutes from the previous meeting were read and approved. The treasurer reported the balance was the same as last month.

Marty Announced that the Luscomb that he was looking at does not meet the Sport Pilot requirements. He also announced that he finally has his membership cleared with the EAA national office.

Dick Murray announced the website is: http://EAA-922.celinaux.com . Neil Winget is still trying to obtain permission for a group to go to the restoration museum at Wright Patterson Air Force Museum.

Mike Schnell announced that the Young Eagles Day will be June 19, with a rain date of June 26. He has pamphlets and logbooks. Members will try to get out information to the schools.

Under new business, Todd Bills has the book, "Week-End Pilot" for members to borrow. There is also an CD, "Decision Making for Pilots" that Marty has available.

Members were reminded that under the sport pilot rules, they have unlimited distance. It was announced that Van Wert will have a fly-in on March 20.

Walt Vogel moved and Mike Schnell seconded the motion to adjourn.

415C

At the end of World War II a multitude of companies were producing aircraft for civilian use, but none was as advanced or uniquely constructed as a model produced by the Engineering and Research Corporation (ERCO). The Ercoupe is alone in a class having its rudders interconnected to the ailerons insuring coordinated turns in either direction you turn the yoke. A single brake pedal on the floor is used to stop the aircraft at idle. The nose wheel is also interconnected to the yoke and its direction is controlled by the right or left movement to initiate a turn. Landing is another treat with the aircraft positioned to track down the center line of the runway. In the case of a crosswind this might require a crab angle of five or more degrees. A normal round out above the runway allowing the aircraft to settle onto the surface will cause the nose to yaw in the direction the aircraft is tracking because of the design of the main landing gear. It takes a real leap of faith to keep from trying to lower the upwind wing. When you do touch down and the aircraft aligns its direction with its track you stear with the yoke as you would drive a car. You simply have to experience it to appreciate the imagination incorporated into this aircraft.

This beauty was captured at I74 this morning as its owners enjoyed Sunday breakfast. A model 415C, it is light sport eligible. It has had its wings metalized and is sporting an attractive polished paint scheme.

We're Insured

President Marty Bevill has received a copy of the insurance policy from EAA headquarters covering our chapter for events and activities we promote.

A copy of the policy can be viewed on the ERRATTA page of the chapter website, http://eaa-922.celinaux.com

Several small corrections have been made to the website. Dick Heiby has his profile completed and an updated picture posted. Dick Murray and Walt Vogel have their member links complete and are posted. The ERRATTA page has had links updated and rearranged.

Please send a picture of your aircraft or one you love along with some BIO info to murray45822@gmail.com and it will make its way to the website.

One Week On Display

It has been one week since the web site was put up and a lot of changes in its appearance has taken place in this period. Most noticeably was the use of frames instead of tables to lay out the design of the pages. The color scheme has also changed many times seeking to find the combination that 'works'.

The site continues to be written only with notepad to permit its update by any member with the simplest of computers. A simple text editor the genre of notepad is readily available with all operating systems and thereby insures successive updating can be accomplished at no cost. HTML was initially chosen as the form for our pages and that has evolved to the HTML 4.0 and XHTML standards to insure compatibility with the latest of browsers.

Several members have supplied biographical information and pictures for use on their respective pages. It is anticipated all members will have their pages updated and published within the month.

You suggestions are welcomed. Our goal is to keep it simple and keep it updated. If you have a particular site to include on the ERRATTA page, send it and we will publish it.

922 Web Page

The beginning of our chapter web page is located at eaa-922.celinaux.com for the present time (its free). Your comments, direction, and help evolving and maintaining this page will be appreciated.

When Sean updates the AXV site he can link to us where we have it hosted.

I have used a supplied editor to post the initial page, which I anticipate replacing with a simpler style employing html to facilitate upgrading by anyone.

The home page should contain our 'mission statement', meeting information, and links to our minutes, members, and chapter eratta. (KISS - keep it simple silly)

February 14, 2010 Meeting

The February meeting of EAA Chapter 922 was held Sunday, February 14 at 2:00 pm in the AXV terminal building. Those present were: Richard Murray, John Hines, Dick Heiby, Mike Schnell, Marty Bevill and Walt Vogel.

The minutes of the January meeting were read and approved. It was reported that there is a balance of $213.22 in the treasury after collecting $225.00 in dues and paying the national EAA $227.00 for charter status and insurance.

Marty told those in attendance about his "adventures" with the national EAA chapter and his dues. Hopefully it will soon be straightened and resolved.

Dick Murray announced that Neil Winget will attempt to call in reservations for a group to go to the Air Force Museum restoration tour.

It was announced that the Kitfox at CQA has been sold.

Marty announced that he is planning to obtain a Luscombe 8 C so that he can use it for sport pilot training. The CFI's that were in attendance reviewed the regulations for sport pilot.

Dick Murray announced that the web site is not yet up.

Mike Schnell announced that he is working on the Young Eagles Day. He is thinking of holding it the 3rd Saturday of June. He has a few planes and pilots lines up. The date will be firned up in March.

There being no futher business, the meeting was adjourned.

Walt Vogel, Secretary

This is the first page of our blog and this is where Walt will post his minutes

Our home page will reside at http://EAA-922.celinaux.com for now.