Presidents Corner
by Darrel Cook

The events of September 11th have changed the world forever. I'm certain that all of the members are effected in one way or another.

The Nation's Airspace will be changed forever as well. It's very important that all pilots read and understand the most recent Notams. They have been changing sometimes two or three times a day. Call the nearest FSS or an instructor if you are not sure of the current regulations that are in effect. I have recently been flying were the interpretation of a Notam was different from one FSS to another, so also ask controllers as you go.

Fortunately all of our planes and our members were not stuck away from home when the attack occurred.

With the loss of revenue from the planes not flying we may be forced to impose an assessment to next months dues. The board will look at our finances at the next board meeting to determine how much of an assessment is needed. All of us in the club are owners of our fleet and therefore are responsible for them financially.

On other business, it was great to see so many people at last month's wash day, if you haven't been to help yet you're missing out on getting to know other members and getting to see how good the planes look when they are freshly waxed.

The Board is considering refinancing the loan we now have on 2904K. We would like to sell bonds within the club to finance it. So if you would like to get 8 to 9% on your money instead of the 2 to 3% you're now getting in a T-Bill or money market, contact Terry or me for more information.

From The Old Timer
by Harry McCoy

A LOVE OF MY LIFE
Part 17--1951

I did get one wonderful flight in. I checked out in a Douglas AD Skyraider. Man, what an airplane!!!! A 3500 hp engine, four bladed prop, 3 speed brakes that looked like barn doors (1 on each side, and one on the belly) and it was a BIG rascal!!!!

Check out procedure was pretty simple. I asked, they said, "Yes", and there's the airplane. I spent some time reading the Pilot's Handbook but nearly everything in the cockpit was pretty standard. I was ready!!!!

I started the engine and did my engine run up right in the chocks. I was warned never to go more than 30" Manifold Pressure or it would jump the chocks. If the tail was tied down with a chain it would pull the tie down right out of the concrete! And your brakes wouldn't hold much over 30" MP.

For a take off, I neutralized the elevator, but put in lots of right rudder tab. If you used full throttle of 75" in an empty airplane, you wouldn't be able to keep it going straight down the runway, it would pull to the left!!! I think I only used 50" MP and that was more than enough. It seemed like I was off the ground in 500'.

It was a beautiful day and I climbed for altitude. At 9000 feet I shifted to Hi Blower. Nearly all larger aircraft engines have 2 stage blowers. When you start the engine you are in Low Blower which is usually a 7 to 1 ratio. Then when you pass 9 to 11 thousand feet you shift into Hi Blower of 11 to1 in order to have MP on up to altitude. I just used 35" MP for the climb and I still did 2000' per minute. By going to Hi Blower, I went up to 20,000' and I could maintain 35" MP.

As I passed 15,000' I noticed the sky was getting darker and the horizon was curving. This was my first time to see this.

I leveled at 22,000', flew around for awhile, and then decided to head back. I throttled back and put it into a dive. At about 250kts, I put out the speed brakes and my body went forward into the shoulder straps. I felt like someone had a hold on my butt and was pulling me backwards. I can't say it was uncomfortable, but a new experience. And I DID increase my rate of descent to about 2000' per minute. But interestingly enough, I still had plenty of control with the elevator and ailerons.

Landings were a breeze. It was so easy I couldn't believe it. Here's an airplane, flown by one man, that carried more ordnance than a B-17 and could actually carry more than its own weight. A B-17 had a crew of 7, an AD a crew of one!! The Pilot was everything: pilot, radioman, gunner, bombardier---and Navigator!!! After dropping bombs, it had 4 50-caliber machine guns in the wings, so you became a fighter pilot!!

This plane came along too late for WWII, but was used in Korea and Vietnam. The fellows loved them because of their reliability. They dubbed them "Spads" after the WWI fighter.

To be continued...

White Knuckles, Sweaty Palms
and Sleepless Nights
by David Cooksy

On July 1, 2000, just over a year ago, Sean became a 16-year-old with a driver's license. I remember, many years ago, the moment the examiner handed me my license and the unparalleled elation that followed. Somehow the moment seems different these many years later; my kid can drive, alone, in a car on the streets, at night.

Not an insignificant moment and perhaps one all parents can share, a sort of bonding through fear. I was not the primary parental driving instructor, but on the few occasions I was in the right seat, I found myself grasping desperately to the door handle with one hand and the seat belt buckle with the other. It was not until well into our short trip that I lost my grip, strength spent with knuckles white and protruding though the back of my hand. It is not that Sean is a bad driver, in fact, he is a quite good driver, it's just that I am not accustomed to having anyone drive for me nor was I accustomed to having my kid drive.

On September 4, 2000, just five weeks later, Sean completed his first solo in an airplane. I think his Mom and I were more nervous about the moment than was Sean; she was talking non-stop and my hands were shaking, throwing beads of nervous sweat on the tarmac in front of Royal Jet. Although we maintained a constant line of communication with Carey, and everyone understood this flight would not take place until Sean was absolutely ready, there was an edge of anxiety desperately wanting him to do well.

On August 29, 2001, Sean successfully passed the check ride and became a certified private pilot. A thrilling day, a proud day, with final preparations handled by Richard as Carey had literally taken off for Salt Lake City. During that intervening year Sean flew many hours including a night cross-country to Imperial, with Carey, wherein they did not return until 1:00 a.m. Sean had orders from the outset of his flight instruction to call home when he was on the ground at the completion of each lesson. He could hang out in the hanger, fuel the plane and talk with Carey all he wanted, just call home when he was on the ground. That night I feigned being tired, went to bed around 11:00 p.m. but lay there awake and concerned until finally, tired but elated, Sean called to say they were safely on the ground, refueling at Aviation Fuel and would be home soon.

The family went to a BBQ over the recent Labor Day weekend. As talk does, I overheard other parents discussing their children, expressing pride and satisfaction in a summer time of achievements: sports, scout camps, graduations, new jobs and the like. I also overheard the wild trepidation from parents of new licensed drivers, that familiar foreboding ring to their voice. I tried not to sound condescending, a bragger of sorts, but I failed miserably when offering a contribution to the conversation about my son, who over the same summer, was awarded Outstanding Cadet and promoted to Captain in the Scripps Ranch High School AFJROTC, completed his Eagle Scout project and became a licensed pilot.

His parents are proud, we admit it, but Sean has devoted himself and earned these awards and is also proud. My only regret is that he bats left and throws right, the perfect configuration for an all-star third baseman, but he doesn't play baseball. Alas, no lucrative contracts endorsing soft drinks and sneakers from which to fund my IFR ticket.

From AvWeb

AvWeb "Short Final" offers a thought-provoking answer to one of aviation's most enduring questions:

A new student pilot was having trouble getting a handle on landings. He asked the old flight instructor, "Why are take-offs fairly easy to learn and landings so difficult?"

The instructor cocked an eyebrow and said, "Take-off is like the farmer who is standing on a fence post and then jumps off. Landing is like that same farmer trying to jump back up on the fence post. It's just that simple, the runway is your fence post."

Ramona Airport (RNM) Construction Notice

From:

RICHARD SELINGER
AIRPORT MANAGER
DEPARTMENT OF PUBLIC WORKS
BORREGO VALLEY, FALLBROOK & RAMONA AIRPORTS

The Ramona Airport is extending runway 9/27 1000' to the west. Once completed runway 9/27 will be 5000' in length and 150' in width. Construction will begin by October 1, 2001 lasting until May 2002. To accommodate construction there will be some restrictions to flight operations.

Please check NOTAMS during construction.

For Additional Information call 760-788-6174.

Operations Report
by Bob Finnin

46404: 404 is working well and has had no squawks this month.

3015U: 15U is in good working order and has been giving excellent service. There has been some indication that the engine would not develop maximum rpm during run-up. This matter is covered in the POH. Section 2.7 indicates that the maximum static rpm should be around 2375 and not below 2275 rpm for the particular engine installed.

8788E: 88E has completed the annual inspection, has had the alternate vacuum system installed, and is on line. The back support of the front passenger seat broke recently and is under repair as I write this article. We have replaced the seat temporarily with the seat out of 04K. The seat should be repaired and reinstalled by the time you receive this bulletin.

2904K: 04K is at So. Cal and has had the engine removed and returned to the engine shop. I will have more to say more on this problem at the meeting, as details become known. At this point, the engine has been disassembled and is being inspected at the rebuilding facility and will be returned as soon as the problem is identified and corrected.

Thanks for the help and fly safe!

Treasure's Report
by Terry Paik

September 2001

As of September 1, we had $12,545 in the bank. August P&L net was $2,820; YTD was -$7,049. All accounts payable are current.

This month's receivables are $10,063 and we flew 151 hrs, including 23 hours in 04K. Obviously, the Club will be financially challenged in the months to come, but I'm certain that we will pull together and do what we have to do get through this-as all of us, and America, have done and will continue to do!

Don't forget to send or fax copies of your Medicals and BFR's to me; the dates we have are on the top of your monthly statement. We must have proof of your currency for you to schedule aircraft or fly.

If you have any questions, please feel free to contact me: Club phone: (619) 441-2610; fax: (619) 401-7135; email: tpdvm@home.com.

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