The May general meeting will be held on Tuesday, May 12, 2015, beginning at 6:30 PM at Hangar 15, Harvey Field, Snohomish. Our speaker will be Zach Schrempp of the Evergreen Glider Club, who will discuss soaring activities at Arlington (KAWO). There may be an opportunity to make a field trip to Arlington at a later date and to receive an orientation flight in one of the Club's gliders (at a nominal cost).
6:30 EAA Video Newsletter/Show & Tell
Please join us for what should be an interesting meeting!
After the meeting, please join us at the chapter hangar for some "Hangar Talk."
Paine Field Aviation Days: Saturday, May 16th, beginning at 10:00 a.m. Click here for more information.
Chapter Hangar is Available: Tracy Hatch has moved his project out of the chapter hangar, and it is now available for a new project. If you are interested, please contact Tracy -- his contact information is at the bottom of the newsletter.
President's Corner will be back next month!
Minutes of Meeting April 14, 2015
Prior to the meeting, at 6:30 pm, Tom Williams gave a "how-to" session showing the steps he is taking to build the fuel system for his Starduster II. He went through the selection of material (.050 thick 5052 aluminum) for the tank, the welding sequence he was following, the sump, standpipe(s), the flop tube to allow inverted flight, and the means of support in the plane. Members had lots of questions.
President Wayne Stafford called the regular meeting to order at 7:10 pm. He introduced our first-time visitors who were:
Jared Heddock, who lives in Bothell and who flies 737s for Alaska Airlines;
Wendel Doubleday, from Snohomish who has Skybolt and Super Cub projects going; and
Larry Koepke, who is building a Wheeler Express CT, a high performance 4-seater.
Wayne announced that there would be a Board meeting at the Chapter hangar on Saturday, April 18 at 9:30 am, with a pre-meeting breakfast at 8:00 am at Collector's Choice restaurant in Snohomish. As always, all members are invited to attend both events.
Also on the 18th at 10 am, Roger Venable will host a Chapter visit to show his Zenith 750 project to members. Then lunch for interested members and "plane spotting" at the Chapter hangar.
Wayne stated that he would send emails listing details of other calendar items:
May 2 Project visit to Tom Williams' to see his Starduster II
May 16 Paine Field Aviation Day
Jim McGauhey asked for volunteers on that day to help with Young Eagle flights.
Bob Collins announced that the first flight of his RV-7A occurred on February 18, 2015. Bob didn't furnish any details, but it must have gone well as the airplane now has about 20 hours.
Wayne told of his participation in the effort to restore a WWII Douglas Dauntless SBD that was recently pulled out of Lake Michigan. The (non-flying) restoration is being carried out at Marine Corps Air Station Miramar near San Diego.
He showed pictures of the work in progress, and additional photos of other USMC aircraft.
Free Wings, Part 2
Jim gave more information on the five wing sets that are to be built at Oshkosh '15. Designs are RV-12, Sonex, Zenith 650 and 750, and one other. Chapters who accept a wing are "expected" to display the completed airplane at Oshkosh '17. Jim said that in his opinion, a minimum of six Chapter members would have to agree to commit the required time and money; he noted that he already has three, including himself.
Chapter Hangar Available for Rent
Tracy Hatch announced that the Chapter hangar would be available for rent on May 1. If you are interested, contact Tracy.
Proposed New Chapter Logo, Part 2
Wayne stated that he and Bob MacDonald had agreed that this should be a "Going Forward" project in which members' families could participate. Any new logo would complement the current "Snoopy" logo, not replace it.
Proposed "MeetUp.Com" Affiliation
Jim stated that he needed an up-to-date email roster in order to proceed. Wayne agreed to furnish one.
After a brief recess, Wayne recalled the meeting to order and turned the floor over to the evening's speaker, Jon Counsell, a Chapter member and an Alaska Airlines pilot flying the 737.
Jon had a 20 year career in the Air Force where he flew the F-15 fighter. Other past and current aeronautical activities include flying the Aero L-39 high performance jet trainer at airshows, parachute jumping, and aerobatic instruction.
Jon's program, "Riding the Supersonic Aces II", was a description of his ejection from an F-15 at supersonic speed.
As Jon began to recount his story, it became clear that this was going to be a truly remarkable presentation.
His narrative began in 1994 when he was assigned to an advanced fighter pilot training program at Tyndall AFB in Florida. The F-15, equipped with the "Aces II" ejection seat, was used.
The plan, on the fateful day in May, was for Jon to demonstrate his defensive skills by denying an instructor pilot at his 6 the opportunity to employ missiles or guns to achieve a kill against him. This he did by maneuvering at load factors up to 8.5 to 9 gs, making 180 degree turns, and using the energy management techniques taught at the school.
Roles were reversed on the fifth run. But Jon, while maneuvering for a shot, pulled more gs than he was prepared for, resulting in a G-LOC, a g-induced loss of consciousness.
At the time, he was at 19,500 feet at 350 knots and accelerating with full afterburner.
He was out for 25 seconds before regaining consciousness and ejecting from the unsafe airspeed and altitude.
Jon ejected at 640 knots (735 mph) indicated airspeed, 40 knots (46 mph) outside the Aces II envelope and at Mach 1.13.
He described the sequence: Canopy ejected. Seat clear of aircraft. Drogue chute deployed to reduce speed to 200 knots. Main chute deployed. The sequence took 2.4 seconds.
In these 2.4 seconds, Jon's body was subjected to 1500 pounds per square foot of air pressure due to windblast resulting in flail injuries, immediately followed by a 42+ g deceleration. The flail injuries included dislocated knees, dislocated shoulder, left arm broken in several places as it was forced back against the seat's O2 bottle, and left leg broken in 5 places as it flailed under the seat.
Jon's IP was able to pinpoint his position in the Gulf of Mexico and mark it for rescuers. It was 2 hours before a helicopter equipped to retrieve him arrived on scene and another half hour to get him strapped onto a backboard and into the helicopter.
Jon spent the next 2-1/2 months at Keesler AFB in Biloxi MS where he underwent several surgeries. He was told he would never fly again.
Then it was on to Fairchikd AFB in Spokane for bone graft surgery and to the Academy in Colorado Springs where his knees were rebuilt.
Jon was determined not only to fly again but to resume his Air Force career as a fighter pilot. With effort, with help from doctors who accepted that this was possible, and overcoming setbacks, he accomplished that goal.
In years following, he was able to counsel other pilots who had gone through the same experience.
After concluding his presentation by answering the many questions that members had, he was thanked by President Stafford and given an enthusiastic round of applause by the members.
Program for May Meeting
Zach Schrempp of the Evergreen Glider Club will discuss soaring activities at Arlington (KAWO). There may be an opportunity to make a field trip to Arlington at a later date and to receive an orientation flight in one of the Club's gliders (at a nominal cost).
President Stafford adjourned the meeting at approximately 9:15.
A Forgotten Fighter: The F-8
I've been doing some research on the Chance-Vought F-8, a US Navy fighter aircraft used back in the late 1950s through the 1960s. I didn't know much about this airplane before I started to research it, and I'm amazed at what I've learned.
The F-8 is officially named the Crusader, but it's informal nickname is "The Last of the Gunfighters," because it was the last fighter aircraft designed primarily for close in air combat -- its original armament consisted of four 20mm cannons, rockets, and Sidewinder (AIM-9) short-range heat-seeking missiles. The F-8 was designed just a few years after the F-100 and the two aircraft used the same Pratt and Whitney J57 engine.
However, unlike the F-100, which the Air Force largely relegated to air-to-ground missions in South Vietnam, F-8s got to tangle with MiGs on a regular basis, and Navy pilots are credited with 18 kills, two of those with guns only and two that used guns in conjunction with a Sidewinder.
I wonder what the F-100 would have been able to achieve if it had likewise been able to take on the MiGs? I'm sure at least one of our chapter members has an opinion on that!
The prototype XF-8 had its first flight in 1955, and the Museum of Flight recently completed a restoration of the one of the prototypes. It's still at the Restoration Center at Paine Field, but the plan is for it to be moved to the Museum of Flight in the next year or so. You can see the airplane on display at the Paine Field Aviation Days on Saturday, May 16th, beginning at 10:00 am.
For more information on the F-8, click here for the Crusader website.
Tip of the Month
What's the hardest part about learning to fly? Almost everyone will say, "Talking on the radio." However, even beginners can sound good on the radio if they apply some simple rules.
The Four Ws of Radio Communication
Usually the hardest radio call for a pilot to make is the first one -- the "initial call up." However, for every initial call (and many subsequent calls) just use the four Ws:
- Who am I calling?
- Who am I?
- Where am I?
- Where am I going, what am I doing, or what do I want to do?
Let's take two examples of this, one for an uncontrolled field and one with a control tower.
As you get ready to enter the traffic pattern at an uncontrolled field, typically you will make an announcement such as:
"Milltown traffic (who am I calling?), Cessna 12345 (who am I?) entering 45 to downwind (where am I?), runway 22 for landing Milltown (what am I doing?).
With a control tower, you might instead say:
Ocala tower (who am I calling?), Cessna 12345 (who am I?) eight miles north at two thousand five hundred with Charlie (where am I? -- and add the ATIS), landing Ocala (what do I want to do?).
Once you have established communication, you don't need to use the four Ws for all of your communication. Instead, you will just read back critical instructions to the controller so they know you have received them. For example, if the controller asks you to enter a right downwind for runway 24, you would reply, "Cessna 12345 will enter right downwind for 24."
Try some different scenarios with your friends or a flight instructor, and pretty soon you'll know what to say at all times.
Next month: Radio tips.
Chapter 84 Contact Information
President Wayne Stafford (425) 218-7184 email@example.com
Vice President Richard Morrison (425) 750-1509 firstname.lastname@example.org
Secretary Bob McDonald (425) 332-2251 email@example.com
Treasurer Nick Gentry (425) 355-9143 firstname.lastname@example.org
Newsletter Editor Eileen Bjorkman (425) 257-1232 email@example.com
Hangar Manager Tracy Hatch (206) 321-3041 firstname.lastname@example.org
Librarian Gordon Kranick (425) 754-9412 email@example.com
Technical Counselor Mike Henderson (425) 672-4257 firstname.lastname@example.org
Technical Counselor Wayne Stafford (425) 218-7184 email@example.com
Technical Counselor Jeff Bongard (425) 327-6365 firstname.lastname@example.org
Flight Advisor Eileen Bjorkman (425) 257-1232 email@example.com
Young Eagles Coordinator Jim McGauhey (360) 653-5518 firstname.lastname@example.org