H a n gar Fly i n g. July Program. AUGUST 6th Meeting. Monday, July 9th. Join us has Pete Vercouteren hosts a Hangar Party! Treasurer PRESIDENT

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1 Fond du Lac, Wisconsin Volume 6 Issue /2 N Pioneer Rd Fond du Lac, WI Meetings Are Held First Monday Of The Month At Fond du Lac Skyport PRESIDENT Robert Wagner rwcpa@hotmail.com Vice President Mike Stopar snopie@charter.net Treasurer John Zorn jzorn1@gmail.com Secretary Shawn Zinke shawnzinke@gmail.com Newsletter Editor Nick Zinke eaa572news@gmail.com Program Chairman Jim O Connor jimpoc@gmail.com Pete Vercouteren vpete101@aol.com Young Eagle Coordinator Chuck Pazdzioch Funflyin@gmail.com AUGUST 6th Meeting July Program Join us has Pete Vercouteren hosts a Hangar Party! Fried Chicken, soda and water provided. Please bring a dish to pass. Feel free to bring family members and guests Monday, July 9th Please RSVP to jimpoc@gmail.com or petevercouteren@gmail.com Asap so they can plan accordingly Party will start ot 6:00 and Pete s hangar is Number 9 on the East Side Photos from our July Chapter Picnic, thanks to all that came out! 1

2 Success does not consist in never making mistakes but in never making the same one a second time. George Bernard Shaw If you fly long enough and accumulate hours, invariably you also make some dumb mistakes. I have made more than my fair share. While I am not proud of my mistakes, I am encouraged by having learned from them. Have I learned all the lessons? - only time will tell. But I do know it is important for pilots to share flying experiences. That way, we can all learn. Regardless if you are a new pilot or if you have thousands of hours in your log books, learning from your own mistakes, and the mistakes of others, can reduce flying risks and make you a better pilot. Here are five stupid pilot mistakes that I have made (Note: I could own up to significantly more than five, but I am only writing an article not a book): First. Setting Up to Land on the Wrong Runway. This mistake plagues both new and some experienced pilots. It is certainly more understandable if you are just learning how to fly but I made this mistake within the last few months. Flying with Rob Tweed (EAA 93 member) in my airplane, we listened to the AWOS at Middleton Morey Field (C29) ten miles out. I heard the information. The winds favored landing on Runway 28. Approaching from the southwest, I should have been set up to enter a left downwind for 28. Instead, because of my own distractions, or simply failing to think, and despite knowing the wind direction, I started to angle my airplane to enter a left downwind for Runway 10. Sitting next to me, Rob was polite, but eventually spoke up and questioned my actions. Once he brought me back to reality, I corrected and entered the pattern properly. All along, I was thinking Runway 28, but had reversed the runways and pattern entry in my mind. This mistake is easy to correct. I knew how to avoid this error but was simply not thinking. This mistake happens more often when a pilot visits an unfamiliar airport and is momentarily disoriented as to which runway is in use. In my experience, this is even more difficult at Class C and D airports you are visiting for the first time that offer multiple runways. I did not have that excuse, as Morey Field is my home airport and it only has one paved runway! Rod Machado (CFII, author, and aviation humorist), in one of his excellent videos, offers a technique that is simple and effective to avoid this mistake. First, determine which is the active runway from ATIS or ASOS/AWOS. Next, when the airport s runways come into view, identify each of them broadly, e.g., that s the north/south runway, that s the southeast/northwest runway, etc. Next, take a pen or pencil (your finger will do also), and lay it across your Heading Indicator (HI) oriented to the active runway. If your HI is accurate, by comparing the sight picture of the runways out your windshield to the pen or your finger laid across the HI, you will immediately see the orientation of the active runway and your aircraft s relation to it. If you have a heading bug on your HI, you can then use that as a reminder of the active runway and your aircraft s relation to it as you enter the pattern and land. If you don t have a heading bug on the HI, some pilots substitute using the OBS indicator on the VOR. Set the active runway heading at the top as a reminder of the runway number/ heading on final. 2

3 Of course, if you have a capable GPS, you may also be able to use the feature that allows you to extend out the active runway centerline for reference. That is almost too easy. Second. Communicating/Listening on the Wrong Frequency. This is also a common error. Very few of my longer flights are made without hearing some pilot making a call on the wrong frequency. I have certainly done this on multiple occasions. In my experience, it is more likely to happen to single pilots at times of high cockpit workload, such as copying a clearance, executing a climbing turn or descent to a new heading or altitude, or setting up for an approach. Distractions and lack of standardized procedures can play a large role in this error. Several months ago, returning to Morey Field from Fond du Lac (KFLD), I was using Madison Approach for Flight Following and to make the transition through KMSN airspace. I anticipated the release from Madison Approach, so I set up Morey Field s CTAF on my Comm #2 radio as the standby frequency. I got the release terminating Flight Following seven or eight miles out from Morey. The controller advised there was one aircraft in the pattern and another approaching the airport from the east. I selected my Comm #2 radio, which I had tuned to Morey Field s AWOS, to get the local conditions. Once I had the information, I selected the Comm #1 to the standby frequency, which I thought was Morey Field s CTAF frequency - but I had already tuned Morey Field s CTAF as the standby frequency on my Comm #2. As I looked for the other traffic, I hit the flip-flop switch on my Comm #1. I listened for a moment but did not hear any calls from the traffic in the pattern or from the approaching aircraft. At five miles, I made my initial call to Morey Field Traffic. At about two miles out, I advised Morey Field Traffic that I would be entering a mid-field left downwind for Runway 10. I had the traffic in the pattern in sight, as it was just departing Runway 10 but had not located the other approaching aircraft. Strange, but still no radio calls from either of the aircraft. Then, the lightbulb in my head flashed. I glanced at my Comm #1; neither frequency display contained the digits for Morey Field s CTAF. Startled, I looked at my Comm #2, hit the flip-flop button, hit the Comm #2 select button on the audio panel, and was properly tuned in. To prevent this mistake, it is necessary to avoid distractions and to standardize procedures for tuning and selecting Comm frequencies and to follow your procedures consistently. Also, if you are not hearing any expected calls or the name of the airport or facility you think you should be hearing, immediately check your frequency selection and the digits you keyed in. Experts suggest, if you have two Comm radios, to use Comm #1 as the primary frequency, i.e., CTAF/Tower/ Approach/Departure/Center, and use Comm #2 as the secondary frequency, i.e., ATIS/ASOS/AWOS, Clearance, Ground, Unicom/FBO, etc. Third. Not Paying Attention to Weight and Balance and Density Altitude. I flew Young Eagles on many Saturdays out of Batten Field (KRAC) when I was living in Racine, Wisconsin. One memorable flight many years ago taught me a good lesson. It was a warm and humid early morning in August. It was my first YE flight of the day. I generally did not consider performing weight and balance calculations as my Piper Warrior II (160 HP Lycoming) was capable of carrying my normal load of Young Eagles. I almost always flew with either one or two Young Eagles or, on occasion, with one Young Eagle and one parent. This worked well for me. On this flight, I was introduced to two Young Eagles, brothers aged about 12 and 10. They were both hefty boys, weighing a bit more than typical boys of those ages. I was also introduced to the Mom who asked me if she could ride along. I blithely and, without thought, said Sure. In anticipation of getting the flight underway, it entirely 3

4 escaped my attention that the combined weight of the two Young Eagles, their mother (who, alone, probably tipped the scales close to 200 pounds), and me, may have been more than my airplane was capable of lifting on this August morning. I taxied out to Runway 32, the shorter of Racine s two runways, as the light wind favored that direction. After runup and taxiing to the hold short line, I made my departure call and took the active. I pushed the throttle lever forward. Hmmm, we were only slowly starting our take-off roll (Clue #1). Did I leave the brake on? No, that wasn t it. We seemed to be using much more runway than normal (Clue #2). Finally, the airspeed indicator registered 65 knots and I rotated. As soon as I did, the stall warning sounded (Clue #3). I immediately pushed the nose down. We were flying, and I had positive control, but barely. The lightbulb flickered dimly in my head. We were probably at, or just over, gross weight for the conditions. I thought briefly (in that situation you only have split-seconds) about landing and stopping on the remaining runway, but there was too little pavement in front of me, with a jet blast fence, road, and houses beyond. I watched airspeed closely, climbed out at less than a few hundred feet per minute, and determined the airplane would fly. I informed my passengers that we may have a little longer flight than planned, as I wanted to burn some fuel before we returned to the airport. Luckily, the winds shifted and picked up briskly off Lake Michigan, providing cooler (and thicker) air. After making only shallow turns, we landed without incident. I know about weight and balance and density altitude. Every pilot does. My mistake, unforgiveable because I had innocent passengers, was thoughtlessly assuming everything would be fine, despite the obvious-in-hindsight increased weight and summer conditions. After that scare, if I think I am even close to a weight and balance issue or density altitude issue with passengers and bags in my airplane, I make the effort to confirm that it will not fall out of the sky given the conditions. Flying should be fun. I can assure you, it is no fun at all when you find yourself rotating your aircraft and climbing out with the stall warning horn going off intermittently. Fourth. Failing to Learn about the Airport Where I Intended to Land. There is a catch all FAR that makes it easy for the FAA in an enforcement action to pursue a pilot. 14 CFR Part puts the onus on us, as pilots, to become familiar with all available information concerning [the] flight. I had flown into Janesville, Wisconsin (KJVL) many times for breakfast with friends. I had never flown into Beloit, Wisconsin (44C), only a few miles away. One day, looking for a destination to fly to, I decided to land at Beloit, just to do something new and different. The VFR sectional chart contains the usual information and symbols for 44C and, at that time, that was all the information I thought I needed to know. I departed Racine on a good VFR day, with the intention to fly to Beloit, land, and then return to Racine. Beloit has one paved runway, 7/25, which is 3300 feet long and is 50 feet wide, asphalt, and it was in good condition. The flight over was uneventful. My recollection is that there were no aircraft in the pattern at 44C or in the vicinity. I made my traffic calls and entered the pattern to land. I don t recall which runway I chose but I am sure I was landing into the wind. I may have carried a bit of speed into the flair, but the runway was certainly long enough to allow an easy landing for me. I touched down and started rolling, slowly losing speed. I looked up and, despite knowing in the back of my mind that the runway was 3300 feet long, it appeared as though I was nearing the end! I thought if I didn t take immediate action, the landing was going to result in an overrun. I still had too much speed. I started to tap the brakes, 4

5 but as I proceeded I made the decision I needed to get stopped. I thought my only alternative was to stand on the brakes. I had never locked up my main gear before, but I did so then. When you lock your wheels, the tires skid and you can lose control. Bad idea! The airplane lurched to the left and to the right. I decided it was better to have control. Just then, my aircraft rolled onto the crest at the half-way point of the runway. I was nowhere near the end. There was probably 1600 feet of pavement still in front of me! 7/25 had a hump or increase in elevation at about the half-way point. From one end you cannot see the other end. The aircraft easily rolled to the end of the runway and I exited. For my thoughtlessness, I think I put flat spots on both main tires. I was thankful no one was present to witness my error. Although there was no mention of 7/25 having a significant difference in elevation in the middle of the runway in the Airport Facilities Directory (AFD) (which I never consulted anyway), I could have avoided the rapid increase in my blood pressure and unwarranted wear on my tires by simply making an inquiry of pilots prior to departure and learning of the hump in the middle of the runway. Also, if I had been thinking, and focused on the fact that the runway was over 3000 feet long, I should have realized that I could not have used up most of it with a normal length touchdown and rollout. That would have been the smart, and safe, thing to do. Lesson learned. Conscientious pilots should take every opportunity, and consult every resource including fellow pilots, to learn everything about an unfamiliar airport prior to a first landing there. Fifth. Passing Up the Chance to Take on Fuel. This mistake is an easy one to make. GA pilots continue to make it. I have made it. However, just like failing to calculate weight and balance and density altitude, fuel exhaustion can put you and your passengers at extreme risk. Many years ago, before I purchased my own airplane, I flew with the Westosha Flying Club (5K6). The Club had seven airplanes, including Cessna 152s, Cessna 172s, Piper Archers, and a Piper Arrow. I often flew the Archers. On this day, I was flying an Archer. I flew to Racine and spent most of the day flying with friends to a few local airports. On returning to Racine and saying my goodbyes, I readied for the return trip to Westosha. Straight line distance from Racine to Westosha is only 23 nautical miles on a heading of 223 degrees. I had only been a private pilot for a short time, and I was still learning the local landmarks to assist me in locating the airport (without GPS, this is what you did back then). Westosha is nestled, essentially, in the middle of cornfields and farms in southern Kenosha county with enough lakes and county highways in the vicinity to cause any new pilot some confusion. That s my story and I am sticking to it. I neither calculated my remaining fuel or fuel requirements for the return trip nor gave it serious thought. After all, it was only a short hop. When I last shut down in Racine, my recollection was that the needles were at about one quarter full for each tank - approximately six gallons on each side more or less (Mistake #1). Fuel burn in the Archer was about 9.0 GPH at 65% power. The line guy in Racine even asked me if I would like to take on fuel. Rather than be bothered, I decided I would fuel up at Westosha s gas pump (Mistake #2). When I flipped on the master switch, I saw that my recollection was about right, with the needles just a bit off the E on both gauges. I am only going 23 miles, I rationalized (Mistake #3). There may have been some headwinds that slowed me down. There certainly was some confusion in my mind as I could not locate my home airport when I was inside of ten miles out. The single, narrow runway just did not jump out at me that day. I could recognize the Twin Lakes to the west of the airport, but I simply could not locate the run- 5

6 way and hangars. Not a problem if you have fuel to spare. I didn t. I doubt that I ever had one-quarter tanks when I departed KRAC, as the tank I started on quickly slipped south of E and I had to switch tanks early in route. Upon doing so and continuing to search for the now maddingly elusive airport, I rapidly started burning the last of my avgas. Many things, regrets all, run through your mind at a time like that. The one thought I never entertained was that I was even close to being a good pilot. A stupid pilot absolutely. I did stumble upon the airport eventually and landed prior to running both tanks dry. I was spared the risk of an off-airport landing and the acute embarrassment of having to explain why I ran a good airplane out of gas even though I had ample opportunity to add fuel prior to departure. Since that experience, I have always tried to have not only legal reserves, but sufficient fuel to alleviate any fuel concerns regardless of trip length, changing conditions, or what-ifs. I also try to take on fuel whenever I can. It is smart choice; it greatly reduces the risk you will run out and it supports the local FBO. There is an old saying that I think applies well to aviation - Good judgment comes from experience; experience comes from bad judgment. 6

7 July 2018 August 1, 2018 BOD Members in Attendance: Bob Wagner, Shawn Zinke, John Zorn EAA Chapter 572 August Board Meeting Minutes Other Member Attending: Gary Hilbert, Chuck Pazdzioch, Peter Vercouteren, Larry Wunsch Called to order: Bob Wagner at 6:08 PM CST Old Business - John Zorn gave a summary of Air Venture. We had 353 planes that parked, and 139 campers. 41 sets of tie-downs were sold by Chapter 572, and the Skyport sold 3. John will provide a report representative of the business. - Discussion of better ways to direct planes. We talked about a person and/or laminated map layout sign in the Control Tower, and maybe new signage on the field. County may be (and only county can) providing new signage for next year, one for camping, and one for parking. Any signs have to be ones that won t damage planes. Guidance signage in back of Gators discusses, and it was brought up that we had them in the past, but volunteer backed into airplane with them. - Discussion that Chairperson on West side would introduce him or herself and Chapter to Tower ATC at beginning of each day and generally provide guidance of parking and camping layout and answer questions. - Discussed laminated maps and instructions being attached to the parking and camping tents to help volunteers understand operations. - We also talked about being able to take credit cards on the field, or maybe having a ATM on sight. These provide both opportunity, and logistical problems. One option is either have one EAA card reader in operations or to drive those in need to local ATM to perform the transaction. - Members of Chapter 572 did a pancake breakfast in Camp Scholler on Thursday, July 26. This was something new EAA was trying. 272 meals were served, and we are waiting to hear back from EAA on what our take will be from this. We talked about doing this again next year, maybe trying a different day (maybe Tuesday). It was felt that this is a good opportunity for our Chapter. New Business- - Bob brought up forming a Governance Committee of two or three board members. It would consider and address compliance, reporting, risk management and other related matter. Treasurer felt the participation was unnecessary for that position. - Our August meeting will be a Hangar Party at Pete Vercouteren s hanger, #9 on field; instead of speaker or EAA monthly video. Meat, soda, and water will be provided. People can/should bring a dish to pass. This will replace the Air Venture Wrap Up Party that was done in past years. Pete talked about using events like this to help members get to know each other. In the future he would like to see this done a few times in the summer. - Chuck brought up Chili event combine with Young Eagles event for later in the year. - Work on the Business Plan is ongoing. - VMC Club idea introduced. Many Chapters around also have an IMC Club, so by doing VMC Club we would offer something unique to the area, and potentially bring in some new people. Bob passed around EAA VMC/IMC Club fliers for introduction. More information can be found on the EAA website: Continued on next page... 7

8 July Eagle Flight and the Start Flying Program. Many Chapters have been using this for adults who have a genuine interest in learning to fly, and maybe taking flying lessons. This helps those who would like to start but don t know how to get started, by providing mentorship and an introductory flight. Needs a Coordinator. Bob made motion that Chuck Pazdzioch would become the Coordinator. Larry seconded it and motion passed. EAA Chapter 572 August Board Meeting Minutes, Continued -Drones flying on airports. Bob looked into this. Drone would need a pilot who has passed the FAA Part 107 Pilot Knowledge Test. The FAA website has more information on this: This may/will start becoming an issue in the future. John mentioned that the County would not allow them to be flown at our airport. Milwaukee EAA Chapter has received requests to fly in field and work with the Chapter to get them started. Motion to adjourn by Larry at 7:57 PM CST, seconded by Bob. Chapter 572 Hosted A Pancake Breakfast In Camp Scholler on July 26th. During AirVenture EAA gave Chapters a unique fundraising opportunity. Select groups were able to host a pancake breakfast in the new Chapter s Pavilion Area of Camp Scholler. Thanks to our volunteers who made this possible, 272 meals were served! 8