General Membership Meeting:
April 25, 7:00pm at the EAA/CAP Hangar
On the Agenda:
* New Backcountry Policy and approval process
* Do we continue putting money into 29Q, or get a newer 182?
* Jody Grigg has resigned, do we fill the position, or eliminate the Vice
President Office?
Board Meeting:
May 9, 7:00pm in the T-Craft Hangar
General Membership Meeting:
May 30, 7:00pm at the EAA/CAP Hangar
"FAA Safety Presentation" John Goostrey
Board Meeting:
June 13, 7:00pm in the T-Craft Hangar
DO YOU HAVE QUESTIONS ABOUT THE CLUB? POLICES? OR
GETTING A NEW MEMBER APPLICATION? WE HAVE THE ANSWER! CLICK
HERE TO FIND OUT!
FUEL RE-IMBURSEMENT PRICE FOR APRIL $3.46
Members who have purchased fuel "out of pocket" can deduct this price
per gallon from
bill, or the billing director can credit the amount on next statement.
Please include copy of receipt either way.
The Board of Directors has voted in a new backcountry
policy. Please review the
new policy before the April 25th General Membership meeting; it is
on the club web site for General Membership review. Any questions or
concerns as well as the backcountry pilot approval process will be
discussed at the April 25th meeting.
The EPA is
cracking down on pilots dumping "sumped" fuel on the ramp.
It is a very steep
fine if you are caught. We have purchased devices to filter the fuel back
into the aircraft. It is a little cumbersome the first time you use it,
but it is necessary. Remove the top (strainer) section of the fuel tester,
drain fuel, and place fuel strainer on top of tester. Open top of strainer
and carefully replace fuel back into fuel tank.
PLEASE REMEMBER TO
CANCEL YOUR FLIGHT IN SCHEDULE MASTER IF YOU CAN'T FLY. THE BOARD CAN
CHARGE ONE HOUR PER DAY AT THE SCHEDULED AIRCRAFT RATE ACCORDING TO
CLUB POLICY #15.
REMEMBER:
We are all owners of these aircraft. We all need to take care of these
planes! Make sure they are locked, and CLEAN. In the winter months, it
takes longer to warm up the oil. Take a few extra minutes to warm up the
oil before doing a run-up. It only takes a minute, and it saves possible
damage and extra wear on the aircraft.
It is always a good
idea to check with FSS before every flight. There could be new TFR's
posted in the area you are about to fly, or numerous other items you
wouldn't otherwise be aware of.
Please be very careful
to ONLY wash the windscreens in an up-and-down motion. Also, along with
your normal post-flight, make sure the keys and fuel card are in the bag
and left in the box at the hangar.
You can order Apparel
from
Bulldog Shirt Shop in Nampa on 12th Ave. They have our logo and will
put it on any item in there catalog. Click on their name for the map and
phone number
The Board has decided to allow any member wishing to post classified ads
in the newsletter for aviation items only.
Please email your ads to James
Ferdinand.
ANY MEMBER CAN REQUEST THE MINUTES FROM ANY
MEETING. Any member that would like a copy of any meeting minutes can
contact James Ferdinand by email.
Any member of the board can provide the minutes as well.
Please keep your
contact information (phone numbers, email addresses, postal address)
updated in Schedule
Master. To check or update your contact information, login to
Schedule Master, click the "User" tab at the top, then click
the link that says "Click here to edit your user info"
which appears just above the list of users.
THE 2005 ANNUAL REPORT IS AVAILABLE
TO
MEMBERS ONLINE BY REQUEST.
Please send request to
James Ferdinand at
james@t-craft.org
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375:
Annual Scheduled for
April 14, 2006
686:
Marker Beacon Ant.
installed
64L: Nothing to
Report
91X:
Annual Scheduled for
April 18, 2006
29Q: Nothing to
Report
0YD: Nothing to
Report
USE TACH TIME FOR SQUAWKS PLEASE. This helps the
maintenance team tremendously!
The sign-out sheets have not changed. Continue to use HOBBS time for sign
out sheets. This will continue to be the way you are billed.
Please check Schedule Master and squawk sheets for new squawks on the aircraft you are about to fly. Also, please call the next
pilot scheduled to fly if you squawk the aircraft.
DON'T FORGET TO LIST YOUR NAME AND PHONE NUMBER!
James Ferdinand and his daughter, Shelbi, leaving
from McCall in February after a 14 below zero night!
Thank goodness there was a heated hangar available!
We are interested in stories and/or pictures of
trips from the membership! Please remit to
james@t-craft.org or call James
Ferdinand at 724-3309.
by Phil Verghese
A Tale of Two Accidents
A Piper Turbo Arrow departed an airport in
Philadelphia and suffered a power loss shortly after takeoff. The pilot
had just retracted the landing gear at the departure end of the runway
when the he heard a loud noise and the engine began to vibrate severely.
The pilot knew he didn't have enough altitude to attempt a return to the
airport so he got the nose down, ran through his emergency checklist, and
lowered the landing gear before making a forced landing about 500 feet
beyond the departure end of the runway. The pilot did all the right things
-- most importantly not stalling -- and as a result was uninjured in this
accident. You can read more about this accident in the preliminary NTSB report
at
www.ntsb.gov.
A very different outcome occurred when a Cessna 172 lost power after
takeoff in Perry, Georgia. The student pilot reported hearing a strange
noise during the climb out, and the CFI took over the flight controls.
According to the student pilot, the CFI banked the airplane to the right
and the stall warning horn sounded briefly. A witness observed the
airplane in a descending right bank and the airplane crashed 1/4 mile
southeast of the departure end of runway 36. The student pilot suffered
serious injuries and the CFI was killed in the crash. Among other things,
the NTSB faulted the CFI for failing to maintain adequate airspeed,
resulting in the stall prior to the crash. The NTSB report is available
at
www.ntsb.gov.
What can we learn from this? Two different airplanes
had engine failures shortly after takeoff. In the first accident, the
pilot walked away unhurt because he simply put the nose down and landed
straight ahead. The second accident resulted in one fatality and one
person with serious injuries. Since the wreckage was located southeast of
the airport after a northbound departure, the CFI maneuvered the airplane
through more than 180 degrees of a turn and stalled the airplane at low
altitude in the process. The obvious question is what would the outcome
have been if the CFI had simply landed the airplane somewhere straight
ahead.
On every takeoff you should have a plan in mind for where you're going to
go if the engine fails. In general, you should plan on landing basically
straight ahead if your engine fails below 1,000 feet above the ground.
Maintain the best glide speed until you've got your field made and never
let the airplane stall as you are maneuvering for an emergency landing.
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