FOND DU LAC EAA CHAPTER 572 HANGAR FLYING. VOLUME 4 ISSUE 8 August, 2017

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www.fdl.net/eaa572 89 1/2 N Pioneer Road Fond du Lac, WI 54935 President: Keith Lee 920-929-4098 keleeke@charter.net Vice President: Mike Stopar 920-533-3180 snopie@charter.

1 89 1/2 N Pioneer Road Fond du Lac, WI President: Keith Lee keleeke@charter.net Vice President: Mike Stopar snopie@charter.net Treasurer: John Zorn jzorn1@gmail.com Secretary/ Newsletter Ed. Dick Finn rfinn5@hotmail.com Program Chairman: Jim O Connor jimpoc@gmail.com Pete Vercouteren vpete101@aol.com Young Eagle Coordinator: Chuck Pazdzioch (815) Funflyin@gmail.com Newsletter Submissions: Please to rfinn5@hotmail.com The Presidents Corner By: Keith Lee I certainly hope that the changes in the chapter have become more and more obvious as the year has progressed. When: Aug. 7, 2017 Dinner: 6:00 pm Flyway Chapter, We started serving dinner before the meeting for one thing. While this may not have brought more people to the meeting, it has definitely caused those attending to arrive earlier and socialize. A major change has been the last Young Eagles event. In the past we flew only five to ten kids. This time we flew 86 YEs. In addition, we had participation from many local organizations. Many thanks to Chuck Pazdzioch who led the effort and Mike Stopar who assisted. Thanks to Mike Stopar we now have a literature rack outside our meeting room. Mike s has also been collecting magazines and distributing them to local organizations. Great advertising! John Zorn has even put together a Chapter advertising leaflet. Each month our Board has been getting together on the second Saturday for a short meeting. This has resulted in many good ideas for future efforts. Dennis Rasmussen is now looking into a Corn Maze fly out for October and we have definite plans for sponsoring a Boy Scout Aviation Merit Badge event in September. We can do even more but need your participation to come up with new ideas and make them successful. Topic: Where: Fond du Lac Skyport Terminal Building Next Meeting The Newsletter Civil Air Patrol program and the Boy Scout Aviation Merit badge. Shawn Zinke By my count, this makes the 48th Chapter Newsletter that I have edited. In the beginning I spent a fair amount of time reading other newsletters and trying to find ways to make ours a bit better. To some extent, I think I succeeded in making our newsletter a bit better designed and more interesting to read. Now, I have begun to realize I have taken it as far as I can go. I certainly owe a vote of thanks to Keith Lee who has been very regular about getting me his Presidents Corner article every month and to Dean Zakos who periodically contributes great articles on his experiences as a pilot. Mike Stopar has also contributed by sending me links to internet sites of interest. These fellows, and others, have made editing the newsletter much easier. Still, I m afraid that editing the newsletter has gone from being a bit of fun every month to a real chore. In any case, it s time for a fresh approach to the newsletter. With that in mind, I have decided not to be a candidate for Secretary/Newsletter Editor at our next election in December. By giving several months notice, I am hoping that there will be time for someone to step forward and take on the job. I have been using Microsoft Publisher to produce the newsletter. It takes a little effort to learn the ins and outs but it is pretty easy to yse and allows you to save the document as a PDF file. I will continue to edit the newsletter through November but will leave the December issue to someone else. Dick Finn Page 1 EAA Chapter 572 Newsletter August, 2017

2 VOLUME 4 ISSUE 8 August, 2017 July Meeting Annual Chapter Picnic We held our annual picnic on Monday, July 10th this year. As always, it turned out to be a great opportunity for members and their families to get together. Both the weather and the food were great or should I say grate. Many thanks to everyone who worked hard to make the event a success. Page 2 EAA Chapter 572 Newsletter August, 2017

3 HANDLING IN-FLIGHT EMERGENCIES TOTAL FLAP FAILURE OR ASYMMETRIC (SPLIT) FLAPS By Dean Zakos Definition of an Excellent pilot A pilot who, when confronted with an emergency or abnormal situation, knows exactly what to do. AOPA Air Safety Foundation First Scenario: You have been cleared to land and instructed by the control tower to make straight in for the runway. You start to configure your aircraft for landing. You select your approach flap setting. The flap position indicator fails to move from the up position. Buffeting and wind noise associated with flap extension do not occur. You visually confirm flap position has not changed. Second Scenario: You have just entered the airport traffic pattern and have rolled wings level on downwind after making your entry on the forty-five. You reduce power and select one notch of flaps. The aircraft suddenly rolls sharply to the right. Flap failures are rare in well maintained aircraft. About a year ago (despite great maintenance!) I experienced a failure of the mechanical flap mechanism in my 1979 Piper. Fortunately, it occurred on the ground during preflight. When I started to move the flap handle through its range of motion I heard a metallic ping. Holding the handle, there were no tactile or audible detents and neither flap moved. I have a pilot friend who experienced Scenario #2 above in his Cessna 182 several years ago. Even with just the first notch of flaps selected, with only one flap deployed, he indicated that the aircraft did, indeed, roll sharply. He landed safely. Scenario #1 presents substantially less danger than Scenario #2. Scenario #1 is commonly referred to as a no flap situation and requires a no flap landing. Although it cannot be considered a non-event, it is a scenario you have trained for as a student pilot and may periodically employ today to keep your pilot skills sharp. Your Pilot Operating Handbook may have a section on landings without flaps. If so, you should be familiar with it. Scenario #2 is what is known as an asymmetric or split flap situation. It occurs when one flap deploys and the other flap does not. There will be a pronounced roll toward the wing with the least flap deflection. If the deflection is not countered, the airplane could roll over. If you are close to the ground, that could ruin your day. What can you do if you find yourself in the air in either of these two scenarios? Here is what the experts say: No Flaps A no flap landing should not be considered particularly challenging or dangerous. Here is what you need to consider: First. Understand the Concept of Speed and Manage It. Normally, employing flaps allows you to land at a lower airspeed and with a steeper descent angle. Instead, you now will be landing at a higher airspeed (and stall speed) and at a shallower, slightly nose up angle, which will require your constant attention. Also, due to a higher landing airspeed, you will need to allow for a longer landing rollout. This could be as much as fifty percent more landing distance, depending on your ability to manage airspeed. On downwind, base, and final, you will need to peg your airspeed where you want it - and hold it there. Second. Speed Control First; But Altitude Control Next. Without flaps you will not have the same ability to lose altitude quickly. You must plan ahead. Without the drag provided by flaps, you will use up more distance over which you lose altitude. If you are flying a traffic pattern, you need to think about flying a longer and wider pattern. This gives you more time and more opportunity to control altitude with power. Also, if the runway you are planning to use is of adequate length only for a full flaps landing, you may want to consider a different, longer runway. If you are flying straight in, as in Scenario #1, you will need to stay ahead of your aircraft. You will want to be on airspeed and manage altitude with power. You don t want to find yourself too high short of the runway and risk diving and building up even more airspeed. Page 3 EAA Chapter 572 Newsletter August, 2017

4 HANDLING IN-FLIGHT EMERGENCIES TOTAL FLAP FAILURE OR ASYMMETRIC (SPLIT) FLAPS By Dean Zakos Third. The Sight Picture on Final will be Different than a Landing with Flaps. You will be in a slightly nose-high altitude on final. The sight picture may look a little different than normal. It may make it a little more difficult to see the runway when you are close to it. If you are not expecting this, it may cause mistakes in your judgment of altitude and distance. Fourth. The Flair and Landing Will Look and Feel a Little Different. A no flap flair and landing may be slightly less stable in the roll and pitch axes. The aircraft is a little more slippery without flaps and may tend to float down the runway. Resist the urge to force the airplane on to the ground as you may still need to dissipate some speed first. Also, resist the urge to flair excessively, as this may result in a tail strike in a tricycle gear aircraft. If you find yourself without flaps, it certainly is a manageable situation. Some aircraft (older taildraggers, some E/AB and light sport aircraft, and aerobatic aircraft come to mind) do not have flaps and routinely manage good to great landings. The key is to anticipate a no flap landing could be required of you and to be prepared for it. Split Flaps Most pilots will never encounter a split flap event. However, flaps are mechanical devices (yes, even Cessna high wings (152s, 172s, 182s)) with their electric flap motors, or more complex aircraft with hydraulic flaps, still have a few moving parts) and these devices can and do fail. I have read that fly-by-wire software technology in new commercial passenger planes supposedly prevents a split flap event from occurring. If you find yourself in Scenario #2 and your aircraft starts to roll, this is what the experts say you need to do: First. Counter the Roll with Opposite Aileron. If you experience a pronounced roll when you lower your flaps, counter the roll with opposite aileron. This should be a pretty natural reaction, e.g., if rolling right, add left aileron. Depending on your airspeed and flap setting when the event occurs, you may need almost full aileron to maintain wings level. Second. Add Opposite Rudder. The single, extended flap will cause additional drag on that side of the aircraft. You will need to add opposite rudder to counteract the yaw as the nose of the aircraft starts to swing toward the deployed flap. How much rudder? Just enough to counteract the yaw. Third. Put the Flap Handle or Switch back in the Original Position. There is an old adage in aviation (military test pilots use it) reverse the action that just caused your present predicament, i.e., put things back the way they were. Once you have more or less stabilized the aircraft, consider returning the flap handle or switch to its original position. It is possible when you attempt to raise the flaps, the split flap condition may resolve itself. If successful, leave the flap handle or switch alone and plan on making a no flap landing. Fourth. Limit Banks and Turns; Consider Declaring an Emergency. In a split flap event, since you may be using most of your aileron authority to keep your wings level, your ability to bank and turn may be restricted. Don t attempt to bank or turn more than necessary. You can make small heading changes, i.e., five degrees or less, with rudder alone. If possible, plan on making extra wide, shallow turns and landing straight in rather than flying a tight rectangular pattern. If you have time and the circumstances warrant it, consider declaring an emergency. If you are in controlled airspace or plan to land at a towered airport, notify ATC of your situation. ATC can give you a straight in approach if you ask for it. At a field without a tower, announce the situation on the CTAF and advise any traffic you will be maneuvering and landing straight in. Fifth. Plan on Landing at a Higher Than Normal Airspeed. If you are forced to land in a split flap configuration, plan on landing at a slightly higher airspeed (higher than flaps up landing speed for the aircraft), as one wing actually will be performing a no flap landing. That means the stall speed of the wing with the retracted flap will stall earlier than the wing with the deployed flap. An asymmetrical stall will result in an uncontrollable roll in the direction of the stalled (clean) wing. Holding a higher airspeed will give you a better safety margin to avoid this from occurring. Page 4 EAA Chapter 572 Newsletter August, 2017

HANDLING IN-FLIGHT EMERGENCIES TOTAL FLAP FAILURE OR ASYMMETRIC (SPLIT) FLAPS By Dean Zakos Sixth. Know the Wind Direction Prior to Landing.

This is necessary because to counteract the roll into the clean wing, you are already employing all or most of your aileron authority (See Item First, above).

crosswind. Better course of action is to select a runway with winds down the centerline or with a crosswind coming from the side of the clean wing.

Keys here are to: (1) identify and react quickly with opposite aileron to counteract the initial roll caused by the flap deployed wing and (2) know and understand your aircraft s stalling speeds in

5 HANDLING IN-FLIGHT EMERGENCIES TOTAL FLAP FAILURE OR ASYMMETRIC (SPLIT) FLAPS By Dean Zakos Sixth. Know the Wind Direction Prior to Landing. In a split flap configuration, do not attempt to land in a crosswind coming from the side of the deployed flap. This is necessary because to counteract the roll into the clean wing, you are already employing all or most of your aileron authority (See Item First, above). Depending on the effect of the crosswind component you are facing, you could very quickly use up any remaining aileron authority and find yourself without the ability to contend adequately with the crosswind. Better course of action is to select a runway with winds down the centerline or with a crosswind coming from the side of the clean wing. Although the split flap situation is more challenging and, potentially, more dangerous, it is manageable if you know what to do. Keys here are to: (1) identify and react quickly with opposite aileron to counteract the initial roll caused by the flap deployed wing and (2) know and understand your aircraft s stalling speeds in the clean (VS) and full flaps (VSo) configurations, so you are in a position to fly and land at a slightly higher airspeed to avoid a stall. Chapter 572 B17 Tour Volunteers As many of you know, Keith Lee and Dennis Rasmussen have been volunteering on the EAAs B17 tour for some itme now. In July, they made it back from Kentucky just in time to join us for the Chapter picnic. This gave me an opportunity to get a few pictures of them with the truck and trailer they drive. It really is quite a rig. The truck is equipped with an extra gas tank in the bed. The trailer is used as the store selling B17 souveniers. The paint job is outstanding. Page 5 EAA Chapter 572 Newsletter August, 2017

Cabin Service On Board a Pan-Am Clipper Circa 1930's Flying The Atlantic Pre War Years In Style This article was forwarded to me by several peo0ple (including Dean Zakos

Clipper passengers took their meals at real tables, Not their seats.

those with the money to afford Trans-oceanic flight got to take the Boeing Model 314, better known as the Clipper.

The Clipper had a range of 3,500 miles enough to cross either the Atlantic or Pacific, with room for 74 passengers onboard.

6 Cabin Service On Board a Pan-Am Clipper Circa 1930's Flying The Atlantic Pre War Years In Style This article was forwarded to me by several peo0ple (including Dean Zakos and Keith Lee). Unfortunately there was no attribution in the . However, my thanks go out to whoever put this together. Clipper passengers took their meals at real tables, Not their seats. For most travelers in the 21st century, flying is a dreary experience, full of inconvenience, indignity, and discomfort That wasn't the case in the late 1930's, when those with the money to afford Trans-oceanic flight got to take the Boeing Model 314, better known as the Clipper. Even Franklin Roosevelt used the plane, celebrating his 61st birthday on board. Between 1938 and 1941, Boeing built 12 of the jumbo planes for Pan American World Airways. The Clipper had a range of 3,500 miles enough to cross either the Atlantic or Pacific, with room for 74 passengers onboard. Of course, modern aviation offers an amazing first class experience (and it's a whole lot safer), but nothing in the air today matches the romanticism of crossing the oceans in the famed Clipper. The nickname Clipper came from an especially fast type of sailing ship used in the 19th century. The ship analogy was appropriate, as the Clipper landed on the water, not runways. Page 6 EAA Chapter 572 Newsletter August, 2017

If you want to sit at a table to eat with other people these days, you have to

There was room for a crew of 10 to serve as many as 74 passengers.

comfortable sleeping. The bunk beds came with Curtains for privacy.

7 Cabin Service On Board a Pan-Am Clipper Circa 1930's Flying The Atlantic Pre War Years In Style The galley served up meals catered from four-star hotels. If you want to sit at a table to eat with other people these days, you have to fly in a private jet. There was room for a crew of 10 to serve as many as 74 passengers. On overnight flights, the 74 seats could be turned into 40 bunks for comfortable sleeping. The bunk beds came with Curtains for privacy. On the 24-hour flights across the Atlantic, crew members Could conk out on these less luxurious cots. Unlike some modern jets that come with joysticks, the Clipper Had controls that resembled car steering wheels. Navigating across the oceans required more manpower in the air. Page 7 EAA Chapter 572 Newsletter August, 2017

Cabin Service On Board a Pan-Am Clipper Circa 1930's Flying The Atlantic Pre War Years In Style The lavatory wasn't too fancy, but it did have a urinal something you never

The Clipper made its maiden Trans-Atlantic voyage on June 28, 1939.

POSTSCRIPT: Prior to WWII, the Japanese Military became very interested in the new Pratt & Whitney radial engines that powered the Pan Am Clipper.

8 Cabin Service On Board a Pan-Am Clipper Circa 1930's Flying The Atlantic Pre War Years In Style The lavatory wasn't too fancy, but it did have a urinal something you never see in today's commercial jets, where space is at a premium. The ladies lounge had stools where female passengers could sit and do their makeup. The Clipper made its maiden Trans-Atlantic voyage on June 28, but once the US entered World War II, the Clippers were pressed into service to transport materials and personnel. POSTSCRIPT: Prior to WWII, the Japanese Military became very interested in the new Pratt & Whitney radial engines that powered the Pan Am Clipper. On a flight from San Francisco to China, a Clipper landed on Truk Lagoon to be refueled by Japanese authorities. Later, the Clipper was assumed lost over the Pacific. Years later, it was revealed that the crew and passengers were arrested and executed, the engines were retrieved and sent to Japan and the Clipper was sunk in deep water off Truk Lagoon. Page 8 EAA Chapter 572 Newsletter August, 2017

9 Interesting Stuff on the Web: COOL STUFF From Keith Lee, 20 Things You May Not Know About Night Flying #.WUyY8ZBOnxA With thanks to Mike Stopar, a Colorado vet works to restore helicopter he flew in Vietnam Aviation Quotes: Page 9 EAA Chapter 572 Newsletter August, 2017

ANNOUNCEMENTS/NOTICES Wanted, Aviation Magazines By Mike Stopar Chapter members can bring aviation related magazines to our monthly meetings. Mike Stopar will label and distribute them.

10 ANNOUNCEMENTS/NOTICES Wanted, Aviation Magazines By Mike Stopar Chapter members can bring aviation related magazines to our monthly meetings. Mike Stopar will label and distribute them. The Warrior House (Salute the Troops) is looking for magazines and reading materials. It s a new project for homeless vets. Dan Tinsley (president of SALUTE THE TROOPS ), is in charge of this project. They are pretty well stocked up on material donations but can always use additional funding if you care to donate. Mike is working with Dan, on this project. Dan can be reached directly by phone at for donations. You can also make arrangements, Page 10 EAA Chapter 572 Newsletter August, 2017

Hopefully he will have some replacements for sale for the

In any case, if you are interested, please contact John at

00 Duffle Bag $21.00 Adjustable Cap $16.00 Elastic Cap $12.

for us to purchase EAA Chapter 572 shirts and jackets.

$28/ L $28/ XL $30/ 2 XL The cost of the Jacket with the

11 Chapter 572 Logo Merchandise By: John Zorn ADS At the last meeting, John Zorn brought in several items of Chapter 572 Logo merchandise. The hats were very popular and sold out in a few minutes. Hopefully he will have some replacements for sale for the next meeting. In any case, if you are interested, please contact John at jzorn1@gmail.com. Blanket $23.00 Cooler Bag $21.00 Duffle Bag $21.00 Adjustable Cap $16.00 Elastic Cap $12.00 EAA 572 Shirts and Jackets: Pete Vercouteren has arranged for us to purchase EAA Chapter 572 shirts and jackets. : The cost of the shirt with the chapter logo is: $28/ M $28/ L $28/ XL $30/ 2 XL The cost of the Jacket with the logo is: S-XL/ $ XL/ $49.95 Please contact Pete if you are interested in purchasing. He can be reached at: vpete101@aol.com Page 11 EAA Chapter 572 Newsletter August, 2017

2017 CALENDAR Jan. 2, 2017 Monthly Meeting Commemorative Air Force Dinner: 6pm Sloppy Joes by Keith Lee Feb.

and activities By: John Dorsey or Brandon Stormo April 3, 2017 Monthly Meeting If Airplanes Could Talk.

Monthly Meeting Aerobatics and Unusual Attitudes By: John Chmiel Airport Manager Wausau Airport June 5, 2017 Monthly Meeting Gary Hilbert-Building a Lancair July 3, 2017 Monthly Meeting Picnic,

9, 2017 Young Eagles Rally Contact: Chuck Pazdzioch 9:00 am through 12:00 pm Fond du Lac Skyport Sept. 11, 2017 Monthly Meeting Note: Meeting is one week late due to Labor Day Holiday Sept.

12 2017 CALENDAR Jan. 2, 2017 Monthly Meeting Commemorative Air Force Dinner: 6pm Sloppy Joes by Keith Lee Feb. 1, 2017 Monthly Meeting Presentation on Operation Vengence-the Yamamoto Raid Dinner: 6pm Brats and Buns by Dick Finn March 6, 2017 Monthly Meeting Wisconsin Aviation Hall of Fame Update on honorees and activities By: John Dorsey or Brandon Stormo April 3, 2017 Monthly Meeting If Airplanes Could Talk... Learning the History of Your Own Airplane By Fred Stadler May 6, 2017 Skyport Open House, Young Eagles Rally Contact: Chuck Pazdzioch 9:00 am through 12:00 pm Fond du Lac Skyport May 8, 2017 Monthly Meeting Aerobatics and Unusual Attitudes By: John Chmiel Airport Manager Wausau Airport June 5, 2017 Monthly Meeting Gary Hilbert-Building a Lancair July 3, 2017 Monthly Meeting Picnic, Assemble tie downs for sale during Airventure if needed July 19, 2017 Set up Trailers for the Air Show Contact: John Zorn Sept. 9, 2017 Young Eagles Rally Contact: Chuck Pazdzioch 9:00 am through 12:00 pm Fond du Lac Skyport Sept. 11, 2017 Monthly Meeting Note: Meeting is one week late due to Labor Day Holiday Sept. 30, 2017 Boy Scout Aviation Merit Badge 9:00 am 1:00 pm Oct. 2, 2017 Monthly Meeting Dinner by Mike Stopar Foreflight presentation by Jordan Tewf Oct. 21, 2017 Movie Night Tentative Nov. 6, 2017 Monthly Meeting Sailplane presentation by Bob Wagner Dec. 4, 2017 Monthly Meeting Dec., 2017 Wright Brothers Banquet EAA Oshkosh Dec. 9, 2017 Christmas Party Jan. 8, 2018 Monthly Meeting Note: Meeting is one week late due to New Years Day Holiday August 7, 2017Monthly Meeting Keith Lee will provide the dinner. Civil Air Patrol program and the Boy Scout Aviation Merit badge. Shawn Zinke Page 12 EAA Chapter 572 Newsletter August, 2017

FOND DU LAC EAA CHAPTER 572 HANGAR FLYING. VOLUME 4 ISSUE 4 April, 2017

FOND DU LAC EAA CHAPTER 572 HANGAR FLYING. VOLUME 4 ISSUE 4 April, 2017 Flyway Chapter, April Chapter Mtg Presentation By: Pete Vercouteron April Chapter Mtg Presentation (Cont.) www.fdl.net/eaa572 89 1/2 N Pioneer Road Fond du Lac, WI 54935 President: Keith Lee 920-929-4098