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Northern Palm Beach County Experimental Aircraft Association

Chapter 203, Inc., August 2013

THE NEXT EAA CHAPTER 203 MEETING WILL BE HELD

AT NORTH COUNTY AIRPORT IN THE PALM BEACH

AVIONICS HANGAR at 6:30 PM Wednesday, August 14th, 2013.

From the junction of the Beeline Highway (SR710) and PGA Blvd

(SR786) go 2.6 miles NW; turn left at the airport sign, cross the

train tracks. Follow the road to Jim’s hangar, which is on the left-

hand side before you get to the FBO terminal.

Can You Identify This Aircraft?

The answer will be in next month’s “Hangar Talk”

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July Member Meeting

The July meeting was held on the 10th. There were twenty people in

attendance. As Steve Sinclair has resigned as President, Bill Siegel officiated.

There was first a presentation of a $1,000 scholarship to James Jeffery. At that time the membership was advised that this young man will receive a matching check from his employer. We wish him well and hope to hear from him in the future. Also in attendance to receive the check was James' mother,

Michelle.

Rick Golightly announced that the tentative date for the next Young Eagles

event will be some time in September or October.

The evening’s program was a presentation by Russ Stiles, a retired Sikorsky engineer and test pilot with the Comanche helicopter project. Russ brought pictures of his twelve-year involvement with the project. He underscored the wonderful machine that was developed, and the waste of money and time when the project was cancelled and all the technology that was developed was destroyed. More than one hundred million dollars of taxpayers’ money was

thrown out the window.

July Board Meeting

There was no Board meeting this month.

Happenings By Joe Scaglione

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Stabilized Approach and Landing

Notice Number: NOTC4888

The General Aviation Joint Steering Committee Safety

Enhancement Topic of the Month

Focusing on establishing and maintaining a stabilized approach

and landing is a great way to avoid experiencing a loss of control.

A stabilized approach is one in which the pilot establishes and

maintains a constant angle glide path towards a predetermined

point on the landing runway. It is based on the pilot’s judgment of

certain visual clues, and depends on the maintenance of a

constant final descent airspeed and configuration.

Whether you’re a CFI, a student pilot, or anything in between the

GAJSC’s Loss of Control Working Group has some teaching

points to help brush up on stabilized approach and landing

techniques.

One area where airmen seem to be experiencing loss of control

is while flying in the pattern. A key factor may be crossed flight

controls exacerbated by the effect of wind during the turn from

base to final. Pilots tend to over shoot the extended centerline

and increase bank to realign with the runway. This bank is

combined with increased back pressure which is needed to

maintain the desired descent rate. The increased bank and back

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pressure can put the airplane dangerously close to exceeding the

critical angle of attack.

To prevent this there are a few things we can do. Create your own

personalized guidelines for a stabilized approach based on your

skill and your aircraft (i.e. approach speeds, wind limits, a

predetermined point to be stabilized on final).

Next, take care to note the winds around the airport and consider

how they will affect your pattern and approach. Also, try to get the

aircraft properly configured for landing as early in the approach

as practical. Next, try to focus on making small corrections to get

on and stay on final. Also, set a point on the approach by which

time you should be at a predetermined speed and altitude.

Finally, if something’s not right, at any time, GO AROUND!

There’s no shame in going back up to take another shot at it.

Tips:

Pay attention to the wind in traffic pattern operations, especially

on the base to final turn.

Adjust your stabilized approach guidelines to your type of aircraft

based on manufacturer’s guidance.

Aircraft should be configured for landing at some predetermined

distance from the airport or altitude, after which only small

corrections to pitch, heading and power setting should be made

If not stabilized, go around!

(Continued from page 3)

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The Savoia-Marchetti SM.79 Sparviero (Italian for " Sparrowhawk" ) was a three-engined Italian medium bomber with a wood-and-metal structure. Originally designed as a fast passenger aircraft, this low-wing monoplane, in the years 1937–39, set 26 world records that qualified it for some time as the fastest medium bomber in the world. It first saw action during the Spanish Civil War and flew on all fronts in which Italy was involved during World War II. It became famous and achieved many successes as a torpedo bomber in the Mediterranean theater. The SM.79 was an outstanding aircraft and was certainly the best-known Italian airplane of World War II. It was easily recognizable due to its distinctive fuselage dorsal "hump", and was well liked by its crews who nicknamed it Gobbo Maledetto ("damned hunchback"). It was the most widely produced Italian bomber of World War II, with some 1,300 built, remaining in Italian service until 1952.

(Continued on page 6)

Here’s the answer to last month’s Aircraft Identification Question

Savoia-Marchetti SM.79

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General characteristics

• Crew: 6 (pilot, co-pilot, flight engineer/gunner, radio operator, bombardier, rear gunner)

• Length: 16.2 m (53 ft 2 in) • Wingspan: 20.2 m (66 ft 3 in) • Height: 4.1 m (13 ft 6 in) • Wing area: 61.7 m² (664 ft²) • Empty weight: 7,700 kg (16,975 lb) • Loaded weight: 10,050 kg (25,132 lb) • Powerplant: 3 × Alfa Romeo 128-RC18 radial engines, 642 kW (860 hp)

each

Performance

Maximum speed: 460 km/h (286 mph) at 3,790 m (12,450 ft)

Range: 2,600 km (1,615 mi)

Service ceiling: 7,500 m (24,600 ft)

Rate of climb: 5.3 m/s (1,050 ft/min)

Wing loading: 165 kg/m² (33.8 lb/ft²)

Power/mass: 0.173 kW/kg (0.106 hp/lb)

Armament

Guns: ** 1 × 20 mm (0.79 in) forward MG 151 cannon • 1 × 12.7 mm (0.5 in) dorsal Breda-SAFAT machine gun • 2 × 7.7 mm (0.303 in) machine guns in lateral "waist-gun" ports (optional) Bombs: 1,200 kg (2,645 lb) internal bomb load or two external 450 millimetres

(17.72 in) torpedoes

(Continued from page 5)

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War Heroes

Thanks to John Rich for this contribution

Used by kind permission of Dennis McLain, dennisdeanmclain@gmail.com

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Sport Pilot & Private Pilot Ground School

1. Inbound to an airport with no tower in operation but with a Flight Service Station (FSS) open, a pilot should communicate with the FSS on the common traffic advisory frequency (CTAF)

A. 20 miles out. B. 10 miles out. C. 5 miles out.

2. Which is true concerning the colors used to depict airports on Sectional Aeronautical Charts?

A. Airports with control towers are shown in magenta. B. Airports with control towers underlying Class D, and E airspace are magenta. C. Airports with control towers are shown in blue.

3. Changes in the center of pressure of a wing affect the aircraft`s

A. lift/drag ratio. B. lifting capacity. C. aerodynamic balance and controllability.

4. The final authority as to the operation of an aircraft is the

A. Federal Aviation Administration. B. aircraft manufacturer. C. pilot in command.

(Answers are on pages twelve and thirteen.)

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Runway Status Lights Are Coming to an Airport Near You

Notice Number: NOTC4887

What Are Runway Status Lights?

Runway Status Lights (RWSL) are a series of red in-

pavement lights that warn pilots of high-speed aircraft or

vehicles on runways. They operate independently of Air

Traffic Control. Runway Status Lights have two states: ON

(lights are illuminated red) and OFF (lights are off) and are

switched automatically based on information from the

airport surface surveillance systems. RWSL will improve

airport safety by indicating when it is unsafe to enter, cross,

or takeoff from a runway.

The RWSL system has two types of lights. Runway

Entrance Lights (RELs) are installed at taxiways and

Takeoff Hold Lights (THLs) on runways.

Runway Entrance Lights

Runway Entrance Lights (RELs) are a series of red in-

pavement lights spaced evenly along the taxiway

centerline from the taxiway hold line to the runway edge.

One REL is placed before the hold line and one REL is

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placed near the runway centerline. RELs are directed

toward the runway hold line and are oriented to be

visible only to pilots entering or crossing the runway

from that location. RELs that are ON (illuminated red)

indicate that the runway ahead is not safe to enter or

cross. Pilots should remain clear of a runway when

RELs along their taxi route are illuminated. Lights that

are off convey no meaning.

The system is not, at any time, intended to convey approval or clearance to proceed into a runway.

Pilots remain obligated to comply with all ATC

clearances, except when compliance would require

crossing illuminated red RELs. In such a case, the

crews should hold short of the runway for RELs,

contact ATC, and await further instructions.

Takeoff Hold Lights

The Takeoff Hold Light (THLs) system is composed of

red in-pavement fixtures in a double row on either side

of the runway centerline lighting. Fixtures are focused

toward the arrival end of the runway at the “Line Up and

(Continued from page 9)

(Continued on page 11)

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Wait” point and extend in front of the holding aircraft

beginning 375’ beyond the runway threshold and

extending for 1,500’. Illuminated red lights provide a

signal, to an aircraft in position for takeoff or rolling, that

it is unsafe to takeoff because the runway is occupied or

about to be occupied by another aircraft or ground

vehicle. THLs that are ON (illuminated red) indicate that

the runway ahead is not safe to takeoff. Pilots should

refuse takeoff clearance if THLs are illuminated. Red

THLs mean do not takeoff. Whenever a pilot observes

the red lights of the THLs, the pilot will stop or remain

stopped. The pilot will contact ATC for resolution if any

clearance is in conflict with the lights. Lights that are off

convey no meaning. The system is not, at any time, intended to convey approval or clearance to

takeoff. Pilots must still receive an ATC clearance to

takeoff.

RWSL are in operation at MCO and IAD. The system

will be operational at PHX and IAH in 2013.

Pilots are encouraged to learn more about RWSL at:

http://www.faa.gov/air_traffic/technology/

rwsl/.

(Continued from page 10)

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Sport Pilot & Private Pilot Ground School

1. Answer B is correct. In communicating with a CTAF FSS, check the airport's automated weather and establish two-way communications before transmitting outbound/inbound intentions or information. An inbound aircraft should initiate contact approximately 10 miles from the airport, reporting aircraft identification and type, altitude, location relative to the airport, intentions (landing or over flight), possession of the automated weather, and request airport advisory or airport information service. A departing aircraft should initiate contact before taxiing, reporting aircraft identification and type, VFR or IFR, location on the airport, intentions, direction of take-off, possession of the automated weather, and request airport advisory or information service. Also, report intentions before taxiing onto the active runway for departure. If you must change frequencies for other service after initial report to FSS, return to FSS frequency for traffic update. Reference: Aeronautical Information Manual

(Continued on page 13)

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2. Answer C is correct. The sectional chart legend tells us airports with control towers are shown in blue. Reference: Sectional Chart Legend 3. Answer C is correct. Changes in the center of pressure of a wing affect the aircraft's aerodynamic balance and controllability. The center of pressure doesn't affect a wing's lifting capacity or lift/drag ratio. Reference: AC 61-23 4. Answer C is correct. CFR 14 Part 91.3 states: (a) The pilot in command of an aircraft is directly responsible for, and is the final authority as to, the operation of that aircraft. Reference: 14 CFR § 91.3

(Continued from page 12)

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President: Bill Siegel

189 Warm Springs Terrace, Wellington, FL 33414

561-798-3826

Vice President: TBD

Secretary: Joe Scaglione

945 Marlin Drive, Jupiter, FL 33458

561-746-4229

Treasurer: Scott Curry

11159 Thyme Drive, Palm Beach Gardens, FL 33418

561-691-4791

Young Eagles: Rick Golightly

348 West Indiantown Road, Jupiter, FL 33458

561-747-9100

Membership: Jim Cook

130 Euphrates Circle, Palm Beach Gardens, FL 33418

561-625-9335

Program Director: Scott Thatcher

4174 Larch Avenue, Palm Beach Gardens, FL 33418

561-622-4237

Librarian: Ana Scaglione

945 Marlin Drive, Jupiter, FL 33458

561-746-4229

Newsletter Editor: Orville Alwin

638 N US HWY 1, #153, Tequesta, FL 33469

561-427-4538

Website: Courtesy of Scott Thatcher http://eaa203.com/

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Other Stuff EAA Chapter 203

Board of Directors Meeting Please contact President Bill Siegel for time and place of the August Board meeting.

Editor's Report

August 2013 Newsletter: 89 Email Notifications Transmitted

Membership

28 Current Paid Members 04 Honorary Members

Advertising Two and one-half column-inches costs $5.00 per month. A half-page ad is $15.00 per issue. Digital artwork or photos are preferred. Contact the editor for further details. Chapter 203 members with email addresses on file will receive email notification of the link to the on-line “Hangar Talk”. Send your email address to the editor at sailair@alwin1.com, 561-427-4538 (cell phone), or 638 N US Hwy 1, #153, Tequesta, FL 33469.

Disclaimer The content of this newsletter is provided for entertainment only. No claim is made, nor assurance given, for the accuracy of material presented, nor do we verify anything before we print it. Send rumors.

President Bill Siegel Vice President TBD Secretary Joe Scaglione Treasurer Scott Curry Program Director Scott Thatcher Membership Chair Jim Cook Young Eagles Rick Golightly Librarian Ana Scaglione 501(C)3 Coordinator Scott Curry Newsletter Orville Alwin

TECH COUNSELORS Composite and FWF Bill Perry All Sherman Corning

MEETINGS The Chapter normally meets monthly at 6:30 PM on the second Wednesday of each month at Palm Beach Avionics hangar at North County Airport. Guests are welcome to attend two meetings, but are expected to join the Chapter at the third. Dues are $35.00 per year.

NOTICE A COPY OF THE OFFICIAL REGISTRATION AND FINANCIAL INFORMATION MAY BE OBTAINED FROM THE DIVISION OF CONSUMER SERVICES BY CALLING TOLL FREE 800-435-7352 WITHIN THE STATE. REGISTRATION DOES NOT IMPLY ENDORSEMENT, APPROVAL, OR RECOMMENDATION BY THE STATE.

NEWSLETTER Contributions need to be in the editor's hands by the last Wednesday of the month preceding publication, unless the moon is full, in which case the deadline is the Thursday preceding the first Wednesday prior to the next scheduled meeting. Be an author! Send us something!