Presidents Corner
by Richard Bartlett-May

Dear Fellow Members,

It seems hard to believe but it has been nine months since the present board took office in June of 2000. March is the month when we asked people who would be interested in running for a seat on the board to put their names forward so we can announce the candidates in the May newsletter prior to the June elections. Many of the members who currently serve on the board have been actively involved in the board for many years and have performed outstanding service - all of a voluntarily nature. These board members have worked incredibly hard over the years to give us the wonderful club we have today. I recently had an FAA designated examiner tell me that Coastal Fliers' aircraft were the nicest club planes he has had the pleasure to give check rides in.

We have amongst the general membership several people who are actively involved in the club during clean up days and regularly attend the general meetings and also make useful suggestions on the direction of the club. The club needs some of these members (you know who you are) with new ideas on the board to move the club forward, away from the old swinging needles and dials and into the glass cockpit age. At a recent FAA seminar, I was told that all forms of ground based radio navigation operated by the federal government, including Loran, VHF ranges, ILS transmitters and low frequency beacons, are to be shut down in stages from 2008 to 2014. Although this pace may slow somewhat, the reality of the glass cockpit and GPS is inevitable. All of us will have to learn new tricks and to use the GPS system in order to fly government airways and shoot IFR approaches.

If anyone is interested in becoming a board member and would like information on what is involved, please contact any of the current board members.

Fly safe Fly often.

Richard

From The Old Timer
by Harry McCoy

A LOVE OF MY LIFE
Part 10--1946

I now began to get some 4 engine time in the PB4Y-2 Privateer. It had the radar mounted in the nose. This was one plane we had no illusions about getting into the left seat. The fellows who were Plane Commanders were not about to put some of us "Single Engine Jocks" into the left seat, so we consoled ourselves with the right seat. Probably the hardest thing to do was taxi since there was no power steering like later large planes had. It was a case of increasing or decreasing throttles on the #1 and #4 engines, (counting from left to right) and some brake application. On a large taxiway it probably wouldn't be bad, but Ream Field taxiways were only 6 foot wider than the gear spread. And handling 4 throttles instead of one was so foreign to us, that most of us managed to run off into the dirt a few times. Other than that, the bird was easy to fly. The engines were the same only 1350 hp upgraded from the 1200 Hp that was on the DC-3 and DC-4's.

Another oddity to us was electric toggle switches for the propeller governors. You had to have a practiced ear to fine tune 4 engines. The old timers would set #2 engine at the desired RPM and then tune the others to it. We seldom tuned to their satisfaction and they would redo it. It's engine out capabilities weren't the best but not bad for the times. It would fly on the 2 engines if it wasn't loaded too heavy, but this would be at a low altitude.

And now to the radar. Remember, this is right after WWII and it was really primitive. The screen was about 2 ½ inches across and about 3 ½ inches tall. It had a line down the middle of the screen and I believe 2 selected ranges. One was maybe 5 miles, and the other perhaps 20 miles. The antenna swept about 120 degrees just head on. There were only 2 colors, black and orange. Black meant no signal return and orange indicated something, but this is where it took talent to interpret, and which very few of us ever got even acceptable. If you were off Pt. Loma and you pointed toward land a straight coast line was a curved line and a curved coast line was a straight line! With our coastline it was challenging! Pt. Loma usually gave you a fairly solid orange, but beyond that it was broken up into splotches of orange with no definable indication of what some of those things might be. If it was fairly solid, a solid orange, but a shadow (black) behind it. If it was a heavy cumulo-nimbus cloud with lots of water it would show a solid orange spot.

In the TBM's it was used (poorly) for navigation and homing. There used to be some sort of a beacon at the Pt. Loma lighthouse you could home in on, but you had to be aimed fairly close to direct to receive it.

In the PB4Y-2, we taught radar bombing. If you recall, B-24's had a "glass house" on the nose. Where the Norden Bombsight had been, they mounted the parabolic antenna for the radar in the nose along with the screen. The student and the instructor squatted down beside it for operation. We had to bring two instructors along, you could only stay in that cramped up position for less than an hour and your legs would be asleep when you got out. The Navy had built some wooden pyramid targets on floats and one was placed between the Coronados and the coastline and the other was towed about 10 miles south and anchored just off the coast. Our bombing runs were back and forth for 4 hours. Boring, boring!!!!

To be continued...

Safety Corner
by Carey Peterson

As most of you are aware, the FAA continues to aggressively reduce the number of runway incursions occurring each year. According to NTSB data, there has been a 73 percent increase in the number of reported incidents from 1993 through last year. In an attempt to reduce the number of incursion incidents, the FAA is focusing its efforts on three major operational areas: ATC operational errors, pilot deviations, and lastly, vehicle and pedestrian deviations.

As the number of aircraft operations increase, the potential for a runway incursion accident increases with any mistake made by a pilot, controller, or vehicle operator during operations conducted within the runway safety area.

The best way to reduce potential mishaps is through better training and education for everyone involved in airport operations. For pilots, the greatest risk occurs when flying into an unfamiliar airport. The best defense is to study the airport diagram chart ahead of time and have it readily available in the cockpit. Keeping a watchful eye out for airport signage and airport markings also aids in maintaining orientation. Always request clarification if ever in doubt about an ATC instruction. All of us can help reduce runway incursions by careful planning and increasing our situational awareness when flying into unfamiliar airports.

Fly Safely.

Operations Report
by Bob Finnin

8788E: 88E is working well with no major complaints this month. Two new phone jacks have been installed on the passenger side and have not developed any problems as of this date.

2904K: 04K is in the shop at this time and the engine is at the machine shop having the necessary work completed. The Mag. key has been changed and we are in the process of changing the door lock and baggage lock.

3015U: No problems this month and other than routine maintenance, this aircraft continues to give great service.

46404: 404 is working well and has not had any squawks during the past month.

Thanks for the help and fly safe!

Board Meeting Summary
by Don Davis

February 1, 2001

The Board discussed the need for a standby vacuum system for 2904K. The system provides an additional margin of safety in the event the aircraft vacuum system fails in flight. This capability is especially valuable when flying IFR in IMC. The Board decided to install the standby vacuum system in 2904K while the new engine is being installed.

The nominating committee for the Board of Directors election in June will be formed in the near future. Members interested in running for the Board should contact current Board members for information.

Fly often, fly safe.

Treasure's Report
by Terry Paik

As of February 1, we had $29,277 in the bank; January P&L net was -$2,932, however that included the final payment for the overhaul on 15U. March Receivables are only $4,892, as we flew just 64 hours last month!

Please remember to send copies of your BFR/Medical to me or fax them to 619-401-7135. We are working on using ScheduleMaster more to monitor our members' currency. You must remain current and send verification to us to fly our aircraft. In the future, if you are unable to log onto ScheduleMaster or schedule a plane, you'll know why.

Remember, the more we fly, the cheaper we fly!

Pilot Vision

Most pilots are familiar with the optics of the eye. Before we start flying we know whether we have normal uncorrected vision, whether we are farsighted or nearsighted, or have other vision problems. And most of us who have prescription lenses-contacts or eyeglasses-have learned to carry an extra set of glasses with us when we fly, just as a backup.

As a pilot, you are responsible to make sure your vision is equal to the task of flying-that you have good near, intermediate, and distant visual acuity because

• Distant vision is required for VFR operations including takeoff, attitude control, navigation, and landing
• Distance vision is especially important in avoiding mid-air collisions
• Near vision is required for checking charts, maps, frequency settings, etc.
• Near and intermediate vision are requited for checking aircraft instruments.

Learn about you own visual strengths and weaknesses. Changes in vision may occur imperceptibly or very rapidly. Periodically self-check you range of visual acuity by trying to see details at near, intermediate, and distant points. If you notice any change in your visual capabilities, bring it to the attention of your Aviation Medical Examiner.

And, If you use corrective glasses or contacts, carry an extra pair with you when you fly. Always remember: Vision is a pilot's most important sense.

From FAA Aviation news April 1998