Presidents Corner
by Darrel Cook

The fourth of July BBQ at Royal Jet was great! I think everyone should thank Jean and Royal Jet for letting us use their facilities. The spot-landing contest was really fun! Some of us were put to shame and others shined, but everyone had fun. Steve Dari and David Cooksy did a great job planning and helping with the event. I'm already looking forward to next year.

One of our members had a problem with the brakes on 2904k. The brakes got too hot and the tire was destroyed. I don't think most pilots realize how close the tire is to the brakes and how much damage can be done to the tire. If you have any hint of brake problems, please return to the ramp to check the tire and brakes before proceeding on your trip.

Earlier this year, the Board promised to look at the hourly cost of the Dakota in six months. Great news! The Dakota is being flown enough to reduce the hourly rate to $89.00 per hour. As long as we continue to fly the Dakota enough, we can maintain this lower hourly rate. So if you are not checked out in the Dakota, contact a club CFI and get checked out. The Club also still has a few Dakota POH's left for $12.00. If you fly the Dakota or want to, get one before they are gone. Otherwise you'll have to pay $30.00 at normal retail prices!

By Tradition the British Come Second on the Fourth
by Richard Bartlett-May

The spot landing competition on the fourth was an event to behold. Once again the British were up against overwhelming odds. There was a quartering headwind variable at five gusting to six causing many of the colonists to contemplate surrendering their headsets and heading for the beer cooler. After much debate and consultation with the Flight Service Station, a decision was made to launch, hoping the wind would die down as the sun set. A well-assembled militia mustered on the ramp and performed a thorough preflight of their charges and headed for the run up area in pairs, both flying individually from the right or left hand seat.

The Coastal Fliers militia flew many valiant sorties. The early flight leader, suffering from an apparent case of dyslexia got confused between left and right and landed on the wrong runway causing many of the judges to fear the venue had been changed without prior notification. This problem was fixed by the tower clearing the pilot for touch and go on the BIG runway next time around.

It was finally the turn of the sole British contingent. I was paired up with an Irishman emigrant named Mike O'Neal code name Paul Revere. Mike flew well for an Irishman and managed to land very close to the touch down zone. Now it was my turn. With the strains of Winston Churchill's famous speech; a tribute to "The Few," I trimmed the aircraft up for the perfect approach. I could feel the aircraft just as it were a glove, responding to every little input of pitch and power. As I approached the field I could plainly hear the crowd crying "To arms, to arms, the redcoats are coming!" over the purr of the engine. This was obviously the code word for a well planned act of treachery by the assembled militia, because just as I tried to retard the throttle to gently cause the aircraft to settle exactly on the landing spot, this bloody Irishman in the left hand seat deliberately nudged my elbow causing me to advance the throttle and float passed the touchdown zone. No man thinks more highly than I do of the patriotism, as well as abilities, of the very worthy gentleman who took first place, but nudging my elbow so that once again the British come second!! Upon shutting the engine down on the ramp I surrendered to the militia and with my head held high spoke,

Fourth of July Spot Landing Contest

Mike O'Neal's winning landing.


Steve Dari is a little high over the spot.

ANR (Active Noise Reduction) Headsets
by Donn Larson

Recently, Barbara and I purchased noise canceling headset kits from Headsets, Inc. The headset upgrade kit consists of two pre-assembled ANR modules that install into the earcups of most headsets. Also included are a 9v-battery case, cables, installation hardware and detailed installation instructions. The kit sells for $169. You can find them at: www.headsetsinc.com.

Advanced Electronics at Gillespie Field installed ours for $50 per headset, but you can do it yourself. You'll need to drill a hole and solder some wires. The instructions are clearly written and detailed. So, if you have the time, inclination and tools, it is a pretty straightforward installation.

The noise reduction is accomplished by a microphone in the earcup module that picks-up sound. The sound then goes through the circuits and comes out the headset speaker 180 degrees "out of phase" thus canceling the noise. Your headset must have gel-cup earseals because a good seal is necessary for the ANR to work properly.

How well does it work? Great! When we switched on the portable 9v-power supply the noise reduction was very impressive. The engine, prop and other "steady-state" noises were reduced to a quiet, soft background sound. Conversations over the intercom came through loud and very clear, as did communication with ATC. We actually had to turn down the volume on the intercom and radios, it was that much of an improvement.

However, there was an occasional whistling feedback tone. I called Headsets, Inc. and they were very helpful. They told me that this condition could occur if earpads are not in place. The fabric earpads are intended to keep dirt and debris out of the speaker elements and to acoustically dampen the noise. The earpads were correctly in place. So I thought I would try more dampening and added the David Clark earpads that had been removed. Wow! The noise reduction improved even more! Again, we had to turn down the volume.

If you have a good, comfortable headset and are interested in adding ANR this is a great way to upgrade it. If you're thinking of a buying a new headset I highly recommend getting one with ANR. It's worth the extra bucks, especially if you do cross-country flying, and want a better way to "fly quiet."

From The Old Timer
by Harry McCoy

A LOVE OF MY LIFE
Part 27--1953

The Korean war included troops and equipment from most of the NATO Nations, so we never knew what combination of people we would have on our flights. Mostly, it was the lowly "ground pounders" who were getting a few days rest from the front. They knew they would have a place to sleep in the Tokyo area and could get back with no charge - usually broke!

One memorable group was Turkish enlisted soldiers. We had been under way for an hour or so, and my Plane Captain had been standing up talking to me. He finally turned around to check the passengers. He was gone for several minutes before he came back and said "Chief, do you know those guys were getting ready to start a fire on the floor of the plane to brew some tea?" Needless to say I was shocked, too. I asked if he squared them away, and he said he thought so, however he was going to keep an eye on them since no one spoke English.

In addition to our 2 cargo planes, we had a 'plush' airplane that we used to fly "COM 7FLT" (Commander, 7th Fleet) when he was in the area and wanted to go somewhere. The plane was equipped with several easy chairs and a couch. It was old but comfortable. This Admiral was in charge of the Navy's entire Pacific Fleet. We happened to go to one base in southern Japan twice. The first time, the Air Force Captain who was the Duty Officer was responsible to get us billeting, didn't quite know what to do with me since I was an Enlisted, but a pilot for the Admiral. He eventually sent me to a barracks that was for Senior Air Force Enlisted. The only thing wrong was the all night poker game. I didn't get a bit of sleep!

We came back to this Air Force Base again the next week and I had already decided I was going to sleep on the couch in the plane before trying to sleep in that barracks again. When I informed the Duty Officer that I planned on sleeping in the plane, I thought he was going to become apoplexic!! The idea of the Admirals Pilot sleeping in the plane was unheard of. He insisted I couldn't do it, and I assured him that I would in fact sleep there. I was not going to sleep in the barracks again. He fumed and fussed for some time and he finally came out to the plane to get me and said he had quarters for me, but not in the barracks. I told him I would look at it. It turned out he put me in Flag General's Quarters! I had a living room, bathroom, kitchen and dining room and a beautiful bed!! Not bad for a lowly enlisted puke!

To be continued...

Safety Corner
by Jake Wilkerson

Until affordable Traffic Alert and Collision Avoidance Systems (TCAS) are developed for GA aircraft, here are some tips that will help you avoid the dreaded mid air collision...

1. Use the correct technique when scanning for traffic. Divide your viewing area into small segments (approximately 10 degrees) and concentrate on each segment for a few seconds.
2. While climbing, make gentle banks left and right of your course to clear the area blocked by the nose of the aircraft.
3. Participate in the FAA program "operation lights on." Turn your landing light on during the day when departing, approaching, or while operating within 10 miles of an airport. This technique is especially helpful when working in the practice areas and while in reduced visibility conditions.
4. Keep a close look out for conflicting traffic in the pattern at both controlled and uncontrolled airports. Be sure to clear each leg of the pattern for traffic before turning onto that leg.
5. When making a turn in 46404 (or any other high wing aircraft), clear the area inside your turn prior to turning. During a turn, the inside wing dips and becomes a huge blind spot making it very easy to turn into other traffic.
6. Mentally keep track of aircraft as they broadcast over CTAF, ATC, and practice area frequencies (122.75 for all San Diego practice areas). Attempt to locate the reporting traffic after they broadcast their position (situation permitting).
7. Use VFR flight following while on cross countries. However, keep in mind that ATC will only provide VFR traffic advisories on a workload permitting basis.
8. Be familiar with the right of way rules as listed in 14 CFR 91.113. If evasive action is necessary, you don't want to turn into the traffic you're trying to avoid.
9. Always clean your windshield before each flight. Most of our airplanes are equipped with paper towels and windshield cleaning fluid for this purpose.
10. Be especially alert when flying over high traffic areas such as navigation aids, instrument approach paths, and VFR reporting points (indicated by a magenta pennant on terminal and sectional charts).

Operations Report
by Bob Finnin

8788E: Running well. New tires have been installed on the main gear and all systems are working well. The alignment of the wheels has been checked and adjusted.

46404: New turn-coordinator installed. New tire installed on the left main landing gear.

3015U: Running well. The DVOR appears to be working although some pilots indicated that it is intermittent. The radio repair shop could not find any problem. The problem is under study at this time.

2904K: After the brake and subsequent tire problems of last month, 04K is back on line, has been flown frequently and has not had any problems. Please make sure that the oil is up to at least 10 quarts.

In general, all aircraft are on line and working well.

Please continue to remember to double check the planes after flying and lock the doors before leaving.

Thanks for the help and fly safe!

From the Board of Directors
by David Cooksy

The July 3 Board meeting included a discussion of club finances, operations and maintenance. The Board also discussed several other noteworthy issues, including:

Operations: 88E paint and interior work is projected for either October of November. Bob Finnin has talked with vendors at Montgomery Field. Richard Bartlett-May has a contact that can provide interior services and do the work at a very reasonable rate. Bob will continue seeking vendors and prices. Otherwise, 88E is operating fine.

404: Carburetor rebuilt and working well now.

15U: DVOR meter was inconsistent, problems seem to be intermittent. Operating within specifications at last check.

04K: Serious brake damage. Assume running it with the parking brake on. One side burnt with extensive heat and metal damage, required two new rotors, two pads, O-rings and new tire. $1000 repair. Suggest that damaged parts be put on display at the general meeting July 11 for membership to see. Oil temperature indicates very high again. Plane is scheduled for the next several days and will be checked upon return.

Calendar: Audit committee is on-hold as Treasurer Paik is out of town, audit will be conducted at convenience of the committee but before August general membership meeting, August 8, 2002.

As promised to membership six months ago, a review was made of the Dakota hourly rate. Conclusion of the Board is to reduce the rate back to $89/hour as usage is resulting in a profit to the organization. Rate will become effective July 15.

Board discussion on the future technology of the aircraft and preparing financially for the upgrade of the fleet.

July 4 Picnic preparations are finalized with people to begin arriving around 3:00 p.m.

Club trip: No plans at this time however Calexico and General Patton Museum remain possible trips.

Treasure's Report
by Terry Paik

July 2002

As of July 1st, we had $17,938 in the bank.June P&L net was -$489.46, however we paid the quarterly insurance premium of $3,423. YTD net was $13,570. We flew 183 hours and current A/R balance is $12,050.

Congratulations!!! N2904K has been flying an average of 20.4 hours/month this year; as a result we have lowered the hourly rate to $89.00, as of July 16.

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