PDK Senior Squadron - Oct 2012

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AMATEUR RADIO RELAYLEAGUE

PAGE 2

NEW MEMBERS

PAGE 6 Semper VigilansP E A C H T R E E D E K A L B S E N I O R S Q U A D R O N

MONTHLY NE WS LE TTE R

ntegrity, Volunteer Service,

Excellence, and Respect

“The sun did not shine. It was too wet to play. So we

sat in the house. All that cold, cold, wet day.”

If you missed the September 11 meet-

ing, you missed a keynote speakerwhose flight missions in the first Gulf

War provided an exciting backdrop tothe importance of radio communica-

tions.

The Squadron was honored by having

Jeff Kanarish speak for over an hour

about his service in the first Gulf Warand how his combat experiences can

help us improve out radio communi-

cation.

Using audio and visual examples as

well as his own personal experiences,Jeff emphasized that communications

is equally important as any other mis-sion objective. Jeff enter-

tained PDK members as

he described the disci- pline, use, and even mis-

use of radios and phrase-

ology.

Jeff’s presentation reflects

PDK’s emphasis on pro-

fessionalism. To learn more about

Jeff and his mission to make each us Radio Phraseology Experts, vis

his web site at http://

October 2012

8 September 2012- AmericusGeorgia: Despite the efforts of the

Georgia Wing SAREX planners and

the skills of our AirCrews, Mother Nature

scored a knockout blowSaturday when a strongweather front roared

through Alabama and

Georgia Saturday afternoon. After completing one successful aer-

ial photography mission and facing

severe weather, Mission Pilot 1st Lt

Mike Mullet made a run for PDK.

The racing storm caught upwith the straining Cessna

172 when according toCommunications OfficerJeff Chiu, who was acting

as Aerial Photographer,

“when ATC recommends you land,you land.” After weathering the

storm in an Applebee’s south of At-

lanta, the valiant air crew returned

safely to PDK.

Meanwhile in 493CP, newly mintedMission Pilot Jonathan Holland, Jer

ry Lewis (MO), and Richard Binkley(MS) were sent to Macon to wait outhe storm. After some time, Mission

Base directed the 493CP crew to re-

turn to LZU.

On Sunday, some air crew members

returned to fulfill their mission ob-

jectives in beautiful blue Skies. Jeff Kanarish Visits PDK

TUMBLEWEED

PAGE 3

http://www.atccommunication.com./

http://www.atccommunication.com./



Partner Profile Multiagency Coordinat

(MAC)

An Introduction

MAC is a process that allows all levels

government and all disciplines to work

more efficiently and effectively.

A MAC System:

Defines business practices, standard op procedures, and protocols by which par

ing agencies will coordinate their intera

Also provides support, coordination, an

tance with policy-level decisions to the

structure managing an incident.

Primary MAC System functions incl

Situation Assessment

This assessment includes the collection

cessing, and display of all information n

Incident Priority Determination

Establishing the priorities among ongoi

dents within the defined area of respon

is another component of a MAC System

ditional considerations for determining

ties include the following:

Life-threatening situations

Threat to property

High damage potential

Incident complexity

Environmental impact

Economic impact

Other criteria established by the M

gency Coordination System

Critical Resource Acquisition and

tion. Resources may also be acquir

outside the affected area.Interagency Activities

Another primary function outlined in a

System is a process or procedure to kee

ed and appointed officials at all levels o

ernment informed. Maintaining the aw

and support of these officials, particula

from jurisdictions within the affected ar

extremely important, as scarce resource

need to move to an agency or jurisdicti

higher priorities.

Learn More: IS

-701.a NIMS Multiagency CoordSystem (MACS) Course

Amateur Radio

Relay League

What is the ARRL?

Founded in 1914, the 150,000-member ARRL -

The National Association for Amateur Radio ®

s the national association for Amateur Radio

n the USA. Other countries also have their

wn national associations. The ARRL not only

eflects the commitment and many enthusiasms

f American hams, but also provides leadership

s the voice of Amateur Radio in the USA,

whether in dealings with the Federal Commu-

nications Commission, the World Administra-

ive Radio Conference, the International Ama-eur Radio Union or with the general public.

The ARRL is the primary source of infor-

mation about what is going on in the ham radio

world. It provides books, news, support and

nformation for individuals and clubs, special

perating events, all sorts of continuing educa-

ion classes and other benefits for its members.

Being a member of the ARRL is important for

hams!

Why Do They Call Themselves "Hams"?-

Ham: a poor operator. A 'plug.'"

That's the definition of the word given in G. M.

Dodge's "The Telegraph Instructor" even be-

ore there was radio. The definition has never

hanged in wire telegraphy. The first wireless

perators were landline telegraphers who left

heir offices to go to sea or to man the coastal

tations. They brought with them their lan-

guage and much of the tradition of their older

rofession. In those early days, every station

ccupied the same wavelength-or, more accu-

ately perhaps, every station occupied the

whole spectrum with its broad spark signal.

Government stations, ships, coastal stations

nd the increasingly numerous amateur opera-

ors all competed for time and signal suprema-

y in each other's receivers. Many of the ama-

eur stations were very powerful. Two ama-

eurs, working each other across town, could

ffectively jam all the other operations in the

rea. Frustrated commercial operators would

efer to the ham radio interference by calling

hem "hams." Amateurs, possibly unfamiliar

with the real meaning of the term, picked it up

nd applied it to themselves in true "Yankee

Doodle" fashion and wore it with pride. As the

years advanced, the original meaning has com-

letely disappeared.

Amateur Radio Emergency Service

The Amateur Radio Emer-

gency Service® (ARES)

consists of licensed amateurs

who have voluntarily regis-

tered their qualifications and

equipment, with their local

ARES leadership, for communications duty in

the public service when disaster strikes.

National Traffic System (NTS)

During disasters or other

emergencies, radiograms are

used to communicate infor-

mation critical to saving lives

or property, or to inquire

about the health or welfare of

a disaster victim. To get in-

volved with NTS, find your local NTS affiliate

on the air via the ARRL on-line Net Directory.

Radio Amateur Civil Emergency Service

(RACES), is administered bylocal, county and state emer-

gency management agencies,

and supported by the Federal

Emergency Management

Agency (FEMA) of the Unit-

ed States government. It is a

part of the Amateur Radio Service that pro-

vides radio communications for civil-

preparedness purposes only, during periods of

local, regional or national civil emergencies.

These emergencies are not limited to war -

related activities, but can include natural disas-

ters such as fires, floods and earthquakes.

As defined in the rules, RACES is a radio com-

munication service, conducted by volunteer

licensed amateurs, designed to provide emer-

gency communications to local or state civil-

preparedness agencies. It is important to note

that RACES operation is authorized by emer-

gency management officials only, and this op-

eration is strictly limited to official civil-

preparedness activity in the event of an emer-

gency-communications situation.

http://training.fema.gov/emiweb/is/is701a.asp









TUMBLEWEED: Building

Trust through Effective

Communication

Lack of communication can take the most care-

fully laid plans and destroy them with the corro-

sion of doubt. It can transform the most confi-dent person into a “second-guesser” and that’s

bad for everyone on your team.

I remember flying a combat mission in Iraq

when I lost radio contact with my wingmen. I

was flying in the “dark.” Having no radio contact

at 20,000 feet and separated from my wingmen

by 10 miles on a night combat mission in hostile

territory was not an ideal situation. What if I lost

my engine or was engaged by ground fire? How

could I call for help? Was something wrong with

my radios?

I was quickly reduced to a ‘second guesser’

filled with doubt and fear, and fear kills the war-

rior spirit! I felt clueless. This is the state that

fighter pilots call “Tumbleweed” – having lim-

ited to no situational awareness (SA) and barely

hanging on.

Suddenly my back -up radio blared with the terse

(yet comforting) sound of my flight lead, “2,

come up frequency 239.9.” I realized then that I

had accidentally typed in the wrong frequency of

233.9! I was relieved! My flight lead continued,

“Vipers, check!” We responded in a crisp, mono-tone cadence, “2, 3, 4.” With a brief position

update, Viper flight was now marching to the

same beat. We had SA. We were ready for battle.

Looking back, it was a single act that changed

everything. One second, I was in the dark, un-

knowing, afraid and full of doubt – a “second

guesser” with no SA. Then, with the crackle of

the radio and the reassuring sound of my flight

lead, I was back in the game and had re-gained

situational awareness – just like that!

Communication is not important, it’s critical.This holds true in every walk of life whether in

business or combat. Communication keeps wing-

men focused on their responsibilities and builds

situational awareness in rapidly changing envi-

ronments. It makes or breaks a mission. It’s all

based on trust.

Here’s the kicker. Great communication doesn’t

just happen. You build a framework that assures

it. You train for it, and then you hold everyone

accountable to it!

On every mission, fighter pilots and top busi-

nesspersons should:

1.

Brief the mission to establish and com-

municate objectives, delegate responsi-

bilities, analyze threats, and review con-tingency plans.

2. Establish a communication plan (a

“Comm Plan”) by confirming when and

where to change frequencies.

3.

Brief a back -up plan in case communica-

tion fails (known as “radio-out” proce-

dures).

4. Ensure positive two-way communication

is established between wingmen during

critical elements of a mission.

5. Debrief every mission to review lessons

learned and reinforce training.

- Do you have a “Comm Plan” with your

wingmen?

- Are you taking the time to brief your sales,

IT, or marketing missions?

- Do you ensure all team members are on the

same wave length and understand their roles,

responsibilities, and objectives?

- Are you aware of those wingmen that may

be on the wrong frequency with no SA

(Tumbleweed) and do you have a plan to get

them back on frequency?

Leaving any of your wingmen in the darkguarantees one thing – that you’ll have

“second guessers” on the team making deci-

sions on their own that might not be in the

best interests of the mission and the other

wingmen involved. Communication is the

conduit of teamwork and is the basis for all

trust. Without it, a team is useless.

Checking in with your wingmen and mak-

ing sure they’re on the right frequency,

listening to their questions, and under-

standing their challenges are fundamental

components of teamwork, leadership andtrust. When people’s problems are acknowl-

edged and they know who to go to for help

(and that it’s okay to ask for help!) they are

more likely to admit mistakes to their wing-

men (supervisors and/or peers) and reveal

situations that can adversely effect the ac-

complishment of a mission.

Most importantly, they will trust that some-

one on their team will heed the wingman’s

call for action which is “I need help!”

PUSH IT UP!®

Lt. Col. Rob "Waldo"Waldman

SAFETY: Climbing to the Next

Level

June 19-20, 2012, NTSB Safety ForumSubject matter experts from gove

ment, industry, and academia served on eigpanels. Panels covered everything from piloing and weather-related decision making tocraft design and maintenance. “GA pilots arlearning from the mistakes of their pilot brenoted NTSB Chairman Deborah Hersman inopening remarks. “They are not learning lethat have been learned in the hardest of wChairman Hersman also stated that GA safe

“personal,” given the tragic loss of their Ch

Medical Officer, Dr. Mike Duncan, in a receaccident. She and other members observedover the last 10 years, the GA accident rateaveraged more than 1,500 a year — about accidents a day. GA accidents also account percent of all fatal accidents, despite the faGA flying only accounts for about half of alltime in U.S. civil aviation.

The 5 year plan, as described by executives, uses a data-driven, consensus bapproach to analyze safety data. Informatiothat analysis is then used by the GA Joint SCommittee to develop specific accident mitistrategies. The current priority focus is on pventing loss-of-control (LOC) accidents, oneleading causality factors for GA accidents A

critical focus area of the safety forum was tof the flight instructor. Several panelists incFAA’s GA Training and Certification Branch er Jim Viola, discussed the vital role of CFIshow they have a potential to make a signifiimpact on safety. Viola reviewed the currenquirements for becoming a CFI, explained timportance of participating in the WINGS pgram, and mentioned how the FAA will beglooking at the use of risk-based tools to ideCFIs for surveillance and/or outreach.

In her closing remarks, Chairmanman commented on the importance of sounflight instruction, stating that its connectionsafe piloting is one thing everyone seemed agree on. Other consistent messages: The

community is not homogenous; we have a data about fatal accidents, but better data enable better decisions; and no matter whatechnology, the innovation, or the informatis up to the general aviation community — instructors, mechanics, and others — to magood use of it. The latter, many would agrethe biggest challenge to moving the needlesafety, a challenge to ultimately foster a cusafety beyond what prevails today.

Learn More

An archived webcast is currently available at

www.capitolconnecon.net/capcon/ntsb/nts

For more informaon, photos, and copies of th

presentaons from the forum, go to www.nts

news/events/2012/GA_safety/index.html.

http://www.yourwingman.com/


http://www.capitolconnection.net/capcon/ntsb/ntsb.htm

http://www.ntsb.gov/news/events/2012/GA_safety/index.html





http://www.capitolconnection.net/capcon/ntsb/ntsb.htm




September 22, 2012-Rome GA:

PDK SQ participated in theEmergency Preparedness Dayat Mt. Berry Square Mall



Welcome OurNewest Members

Jermy Oldham 23 Aug 2012

Nicholson Reed 21 Sep 2012

Emmett Shaffer 03 Aug 2012

Douglas WagnerA 16 Aug 2012

Daniel Zambrano 20 Sep 2012

Important

October Dates:

tober 2 – Staff Meeting

tober 9— General Membereting and Safety Briefing

tober 16 –Communicationsining

tober 19-20 Salute To

merica Air Show at the Paulingunty Airport—KPUJ

tober 20 Epps Aviationuth Aviation Adventure—

DK

tober 23 FEMA will be our

st speaker

tober 27-28 CLC Gainesville

tober 30 ELT and Wing Nullning

cember 9th

uadron Christmas Party

h Fighter Group Restaurant

Unsecured oil cap brings

down Cessna

This September 2010 accident report is provided by the

National Transportation Safety Board. Published as an

educational tool, it is intended to help pilots learn from the

misfortunes of others.

Aircraft: Cessna 182. Injuries: None. Location: Houston,

Texas. Aircraft damage: Substantial.

What reportedly happened: The airplane had just taken

off and was at an altitude of 250 feet above ground when

oil began to spray onto the windshield and the oil pressure

dropped.

As the pilot turned onto the crosswind leg of the traffic

pattern, the engine started to run rough. The pilot turned

back to the runway. The airplane touched down on the last

250 feet of the runway and went through a fence.

The post-accident examination revealed that the engine’s

oil cap was hanging by its chain and not secured on the

engine case. The cap’s gasket appeared worn, however, the

inspector could not determine when the cap came off. The

pilot reported that the engine was serviced with oil prior to

the flight and that he thought that the oil cap was secured

afterward.

Probable cause: The loss of engine power during the ini-

tial climb due to decreased engine oil quantity and pressure

as a result of the engine’s oil cap not being adequately se-

cured.

HEADQUARTERS

PEACHTREE DEKALB (PDK) SENIOR SQUADRON

CIVIL AIR PATROL

AUXILIARY UNITED STATES AIR FORCE

2000 AIRPORT ROAD, ROOM 227

CHAMBLEE, GA 30341

BEHIND THE UNIFORM

JEREMY OLDMA

What is your profession?

I am an A&P mechanic and

rently going through a caree

change to be a Commercial

Why did you join CAP and

PDK in particular?

CAP offers the envirment of

ing around like minded peop

and I chose PDK because th

a senior squadron and relativ

close to where I live

Do you have a wife/kids?

No kids yet but they are on

radar for me and the wife

What hobbies do you enjo

Flying, camping, fishing, hu

basically anything outdoors

travel.

Last Vacation spot?

Lived in Europe for a year pretty much all of Europe

and anything else you wou

like to share...

Look forward to being able

lend my knowledge and gain

some knowledge

Documents

PDK Senior Squadron - Oct 2012