Meeting: September 6, 2005
Tuesday at the New Hanger

Airport Picnic – Sept 17, 2:30 pm
Music by Dave Hunt

Inside this Issue:

www.eaa.org

Hello everyone,
Well folks, here we go again. Just when we thought the gas prices were going to level off they continue to climb. This time they could exceed $3.00 a gallon. And aviation fuel prices are rising rapidly too. Who would ever have thought this?

It’s getting to be a rare site to see an aircraft coming out of the hangers or seeing a transit coming for a stopover while working on the Chapter Building, Now it’s mostly a heavy twin coming in for a business visit. All we can do is sit tight and weather out the storm and hope prices come down again.

I would like to thank fellow member Rich Jeffers for coming in and being our featured guest speaker on emergency first aid. I did not make the meeting due to work, but I was told by Rick Ramsey that it was a very interesting and informative meeting. I hope we never have to use the information but if the need ever comes up, it will hopefully save a life.

We would also like to welcome a new member, Jim Foglio, to the Chapter. Jim is a pilot from Toronto Airport and built has a Tiger Cub. Jim is very active with local youth groups and in the local community. He is also a pastor of a local Church. Jim’s joined up with the Propbusters Flying Club. As you all know Jim was a guest speaker a couple of months ago talking about his Tiger Cub. We'll look forward to seeing him at our chapter meetings and events.

At our last meeting Rick Ramsey presented an idea and request from the Thunder in the Valley about holding a Chapter fly-in during next year’s "Thunder in the Valley" event at the airpark. I have been researching information from headquarters on different things we can have that are covered under a Class I event.

A Class I event is a Chapter fly-in and there would be no additional insurance cost to the Chapter. I would like to bring it up to the membership for approval and hopefully to set up a fly-in committee. A fly-in would be fun, with a lot of options for what we can do under a Class I. We can make it a great event for us and the Festival crowd. We’ve worked very hard on our new building and given up a lot of activities to finish it. Now comes the time to make good use of what we have and start planning events for the upcoming year.

We don’t have a guest speaker lined up for the September meeting but, as always, we’ll come up with something. This meeting will be held at the new Chapter Building. We are hoping to have all the siding on the hanger door and we will show all our members how to open it and the access doors.

I hope to see everyone at the meeting and remember, bring along someone who is interested in aviation.

Dave

Hanger Update:
Despite the scorching sun and the late thunderstorms, our intrepid volunteers got the roof of the new Chapter Building completed. We had a good turnout of Chapter members braving the weather to pitch in and put up the last of the 12 panels on the roof. Thanks to everyone for bringing out their power drills, by the end of the day we ran out of batteries, water, ice and energy. Check with Tom C. on future work parties. There might be some small ones during the week but every Saturday a big one will be held, so the best bet is to get in touch with Tom on times or keep an eye on your email. It’s a lot of fun, with lots of hanger stories to be shared.

There has been a mainstay crew that has been at almost every work party and without their help we never ever would have gotten as far as we have with this project. I would like to mention their names:
Mike Menzel, our chief engineer.
Tom Curesese, who arranged the work parties, kept us fed and never thirsty.
Cathy Curesese, was right in the thick of it, working, driving the scissor lift and keeping the crew fed.
Don Green, who was our standby engineer, did all the roof climbing and did all those jobs where no other man dare to climb.
Jim Ramsey, who did torch cutting, climbing, drilling and helped drive in the thousands of screws.

A special thanks goes to Dick Guenther who loaned us his scissor lift for the project and with out which the project would have been next to impossible.

I would also like to thank these members who gave a lot of time.
Bill Hazelip who helped even with a broken arm, Jerry Bailie, Rick Ramsey, Bob Miller, Ken Crowley, Larry Dotson, Rich Jeffers, Dick Hawkins, Bob Marshall, Dave Tulenko and Paul Parker helping out when they could when a call to arms went out.. A special thanks to all the wives who supported the work parties.

There is still work to do, including the sheeting on the front of the building and doors, wiring, interior work and landscaping, but that will be done in good time. We will need your ideas and input as to how we can make the best of what we have.
Once again, thanks to our crew for a job well done.

News:
Bob Millers Super Quickie project and Ken Crowley’s aircraft both passed final inspection by the FAA and can now be flown.

Aircraft Spruce Issues New Pilot Shop Catalog
Aircraft Spruce & Specialty has completed its new Fall/Winter 88-page Pilot Shop catalog. Among the new products in the full-color catalog are a Noise buster headset, Head-On Collision Avoidance for VFR Aircraft, the Garmin 396 GPS, Extreme Simple Green Aircraft Cleaner and the AirGizmos Panel Dock. To order your copy--or the full 600-plus page general Aircraft Catalog--visit www.aircraftspruce.com.

It's finally here thanks to AOPA. Now with a click of your mouse, you can find out whether any special-use airspace (SUA) — restricted area, military operations area, military route, or warning area — anywhere in the country is going to be "hot."

Now you'll know where the fast-movers are and whether you can take that shortcut through the MOA or restricted area. More on special-use airspace...

Hypoxia
The apparent depressurization and subsequent B737 crash in Greece inspired this topic.
Thanks go to STEVEN W. ELLS and AOPA from where I summarized this information.

Oxygen-use requirements are spelled out in FAR 91.211. Crew members must use supplemental oxygen when the cabin pressure altitude is above 12,500 feet for longer than 30 minutes, and must use it continuously when flying above 14,000 feet pressure altitude. Hypoxic can make one feel very good making it easy to dismiss. Our brains use approximately 30 percent of the oxygen circulated by our red blood cells and any deprivation, however slight, insidiously chips away at our brain's ability to function competently. When we become hypoxic we are more prone to make mistakes, misinterpret instruments, and fail to remember basic skills. Vision is the first system to be effected; at 10,000 feet night vision is degraded by 15 to 25 percent. Breathing oxygen for a few minutes before an approach, or when flying after sunset at altitudes as low as 5,000 feet, generally restores normal vision and brain function. The decrease in blood oxygen saturation with an increase in pressure altitude is predictable. What isn't predictable is a pilot's ability to take in and distribute the available oxygen. Some of us, because of a number of factors, don't do as well as the charts say we should and become hypoxic at lower-than-predicted altitudes. Because hemoglobin likes to bond to carbon monoxide (a product of tobacco smoke) 200 to 300 times more than it does to oxygen, smokers don't have access to their full capacity for circulating oxygen. There are other factors that can cause lower than normal resistance to hypoxia. Normal blood oxygen saturation levels are 96 to 100 percent at sea level 93 to 95 percent at 5,000 feet pressure altitude, 90 to 93 percent at 7,500, 88 to 92 percent at 10,000, 83 to 87 percent at 12,500, and 77 to 83 percent at 14,000 feet. However the effects of hypoxia are cumulative over time and can effect some people at altitudes below ten thousand feet. If you or a passenger get a mild headache while flying, hypoxia could be a cause. Fly safe - Don

ELT Warning
The FAA issued a notice to airmen (notam) announcing plans to end satellite processing of emergency locator transmitter (ELT) distress signals broadcast over 121.5 MHz and 243 MHz on February 1, 2009. This comes at the request of the Cospas-Sarsat program, an international search and rescue program that uses satellite-aided tracking, and is part of a transition to 406-MHz ELTs whose signals provide more information with greater accuracy than the current ELTs.

Aircraft owners and pilots should be aware that ELTs that transmit on 121.5 MHz will still satisfy FAA requirements and be legal after the transition date, but they will provide limited assistance in the event of an accident because their signals ill no longer be received by a satellite. However, the FAA and the Department of Defense will still monitor the frequency from the ground and can initiate search-and-rescue operations.

Flight Service Station (FSS) October changeover
The modernization of the antiquated flight service station system is moving forward. The next big step comes on October 4 when Lockheed-Martin takes over operations under a contract paid for and supervised by the FAA. The contract guarantees phone calls will be answered within 20 seconds, radio calls acknowledged within 5 seconds. There are no such guarantees or performance metrics in the current system, nor does the FAA have any systems installed to measure telephone hold times or abandon rates.

Engine Beat - FAA intends to issue Lycoming crankshaft AD
The FAA has issued a notice of proposed rulemaking saying that it intends to issue an airworthiness directive that would make an earlier Lycoming Engines service bulletin mandatory for all operators. That service bulletin calls for replacing the crankshaft in certain 360 and 540 engines of 300 horsepower or less.

The FAA says 12 crankshafts have failed in these lower-powered engines, echoing a problem of three years ago in the higher-horsepower turbo-charged Lycoming 540 engines. The AD would require replacing crankshafts made using a hammer-forged process with crankshafts manufactured using a press-forged process.

Some 1,128 engines installed on U.S.-registered aircraft would need to be repaired. The affected airframes range from Aerostars to Socata Trinidads, but Lycoming told AOPA that the bulk of the affected aircraft are Robinson R-44 helicopters and late-model Cessna 182s.

If your engine was manufactured before March 1, 1999 (and you haven't had the crankshaft replaced), you don't need to worry.

FLYING DESTINATIONS THIS MONTH:

Sept 15 - 7 to 9 PM, West Mifflin, PA, Safety Seminar Wings Program, Topic - The last five miles
No registration and Free, There will be a drawing with prizes incl. a Nav/Com from Sporty's. Tel: 1-800 638 3101 or www.aopa.org/safetycenter

Jefferson County Airport Picnic
Sept 17, 2:30pm
If you would like to bring a covered dish, it would be nice.
Music will supplied by Dave Hunt, and there will be entertainment also.
Fun for the whole Family.
See you there.

Sept 24 - 10 AM to 3 PM, Cambridge Airport, Door Prizes & Awards, Tel: 740 432-3726

PROP BUSTERS CLUB
If you are interested in some real affordable flying, contact Dick Hawkins (Prop Buster President)
or Tom Cucarese (Treasurer) 740 266-9305 for details on becoming a Prop Buster Member.
The airplane is a Cessna 150 and is based at the Jefferson County Airpark.
What does it cost to belong:
Initiation Fee $250.00
Dues: $200.00 a year
Aircraft Flying Rate: Per Hour $40.00 wet.
Your Flying Insurance is included in with your membership to the Flying Club.
So if you’re looking for very affordable flying, this is the group for you.

Chapter Dues
Membership form