2013-JAN Compressed - EAA Chapter 79, Spokane WA

The EAA Chapter 79 Newsletter
“All the News That’s Fit to Print about Airplanes”
P.O. Box 11132 Spokane, WA 99211-1132
www.eaa79.org
Chapter Meeting
Friday, January 11, 7:00 Doors open at 6:00
EAA 79 clubhouse
January 2013
EAA 79
This month’s program:
RENO AIR RACES
With Pete Blood
Chapter member, Pete Blood, will be presenting the program this
Friday. Pete has worked in the racing pits the last couple years and has In this month’s issue:
some great, first hand experience about what goes on behind the scenes. Daryl Jones by
Marian Heale page 3
It should be an entertaining story.
UPCOMING EVENTS
2012 with Chapter 79, A Year in Retrospect
We started out January of 2012 with plans to remodel the old avionics room and turn it into a pilots lounge. Many members chipped in
and contributed a lot of hard labor. The result is not only the coolest
place to hang out at Felts Field, but perhaps the hottest pilots lounge of
any airport. June was great with 15,000 people coming through our gate
for “Neighbor Days” and the B-17. We made our deadline to have the
lounge open for that weekend….and the place was a hit. We went on to
have a great summer of Young Eagles rallies. In September we hosted a
vintage DC-3 that gave rides around the beautiful Spokane valley. We
finished the year with a great Christmas party and three weeks later, we
sealed it off with a New Years Eve party in our lounge. The following
pictures capture a lot of the fun we had. Enjoy!
Continued page 4
Jan. 18, Friday
EAA 79 Chapter Movie Night
6:00 PM
Jan. 25, Friday
EAA 79 Chapter Movie Night
6:00 PM
Sunday, February 3
Super Bowl at the clubhouse
1:00 PM—go Seahawks!
CHAPTER OFFICERS
CHAPTER DUES REMINDER! If you haven’t paid your dues for 2013
please do. $30. You can now pay with Paypal on our website.
Jack Hohner—President [email protected]
Larry Tobin—Vice President
Marian Heale—Secretary
[email protected]
Clark Taylor—Treasurer
Page 2
The EAA Chapter 79 Newsletter January 2013
2012 Young Eagles Wrap-Up
More than 1.7 million kids are now in the
national Young Eagles logbook, and our awesome
Chapter 79 volunteers made sure 273 of those
came from Felts Field in the summer of 2012.
Our chapter’s Young Eagles squadron of two dozen
pilots and nearly three dozen ground crew received
special recognition at this year’s Christmas party.
A big thanks to everyone who made sure all our
kids were treated to an adventure to remember.
Pilots Dave Lucke, Jeff Renfrow, John Richardson, Jack Hohner, Dan Geittmann, Skip Davis,
George Perks, Addison Pemberton, Ed Cashmere,
Marian Heale, Neal Powell and Byard Taylor were
recognized for flying “10 for 12” – at least 10 kids
in 2012. Dave Lucke received a $50 chapter gift
certificate for most Young Eagles flown in a 4+
seat aircraft this summer with 40 kids enjoying the
adventure in his C-182. Marian Heale and Neal
Powell each received $50 gift certificates for flying
the most Young Eagles in 2-seat aircraft, both with
13 flown over the summer in Marian’s Citabria and
Neal’s RV-9A. Jeff Renfrow got a special nod for
most kids flown overall with 469 in his Bonanza.
Thanks to Jeff Hamilton, Dave Barker, Tom
Bryant, LeRoy Blum, Walley Ware, Steve VanBatavia, Bruce Ely, Lonnie Roth, Larry Tobin and Christian Sturm for flying Young Eagles and helping us
once again give so many local kids the chance to
experience the joy of flight.
With nearly 300 kids, our rallies end up attracting well over a thousand family members to
the airport each summer. That’s great PR for the
chapter and general aviation, and it wouldn’t be
possible without the tremendous support of our
ground crew wrangling kids, checking them in,
safely marshaling planes and passengers, printing
certificates and providing snacks and information.
A big thanks to Bill Abel, John Beecher, Loren Berry, Paul Bonasera, Bob Ernst, Ron Garnes,
John and Pat Harns, Carol and Jim Higgins, Mike
Krebs, Joel Leveille, Gleb Liashedko, Cyndi Lucke,
Marcia Magnuson, Gord Moog, Tom Nichols, Chuck
and Donna Pierce, Roxy Powell, Michael Proff, Mike
Richey, Eleanor Rising, DJ Schultz, Renee Haynes,
April Taylor and Clark Taylor. I know there are several more members who have pitched in who we
don’t have on the list; we thank you and encourage
you to make sure you’re on our ground crew list
next time you see us so you receive your Young Eagles Ground Crew pin and the recognition you richly
deserve!
A warm thanks also went to Mark Lange, Addison
Pemberton and their pals for their regular but quiet
cash contributions to our Young Eagles program.
These guys generate a bit of scrap metal in their
building projects and have consistently left proceeds
from their scrap sales on the Young Eagles desk.
Your generosity is really appreciated!
So what’s next for 2013? National EAA
kicked off the Eagle Flights program at Oshkosh last
summer. Now for the first time our Young Eagles’
parents can sign up for a flight. This is an exciting
opportunity, since these are the folks with the interest and means to immediately join the ranks of pilots
if we can give them that first bite of experience. We’ll
talk about this more in upcoming meetings.
Finally, Tracy and I want to say how much
we’ve enjoyed the extraordinary people we’ve come
to know while serving as your Young Eagles Coordinators. The last few years have been a rich and wonderful experience. We’ll do it again this summer, but
it’s time to pass the torch to the next Young Eagles
leader(s). We’re looking for a volunteer or two to
learn the ropes this summer. It’s a terrific way to be
involved in Chapter 79 and there’s nothing better
than being part of a child’s first flight. In the meantime, thank you to all our friends and colleagues for
another super summer! See you in May!
Jamie
Surplus Stits Poly Fiber materials for sale.
Contact Chapter member: Norm Erickson
509-991-7152 or email at: [email protected]
Page 3
Chapter Member
Daryl Jones
The EAA Chapter 79 Newsletter January 2013
By
Marian
Heale
How would you
like to be the pilot
of a helicopter
based on a $40million
private
yacht cruising the
beautiful waters
PICTURE BY GEORGE PERKS
of Puget Sound,
or fly workers to
their jobs on Kwajalein, one of the world’s largest coral atolls and part of the Republic of the Marshall Islands? As Daryl Jones says, “Somebody has to do it.”
Daryl was born in Palo Alto, California. His dad
grew up in Oregon and his mom in Kentucky. They
met during his dad’s brief stent in the military as a
paratrooper in the Army. Daryl’s dad obtained his mechanical engineering degree from Gonzaga, and they
moved to California during the mid-60’s California
technology boom.
When Daryl was four the family moved to the TriCities so that Daryl’s dad could take a job with Vitro
Engineering Corp. of Richland, Washington. Daryl remembers arriving at the house in Richland and opening the garage for the first time. The building was
empty except for a balsa wood and tissue paper airplane. This was his first memorable contact with a
flying machine, and would spark his interest in building numerous U-control model airplanes.
Daryl completed high school in the Tri-Cities then
spent a little over a year at Columbia Basin College in
Pasco. He remembers being into the first quarter of
his second year and leaving by dumping his books,
papers, notes, etc. into the garbage can. It was all
interesting, but what he wanted to do was fly. He proceeded to an airport he could see from the college,
and told the local FBO operator that he wanted to
learn to fly. He was soon taking lessons in a
Beechcraft Skipper, and was reading a bunch of new
books.
A relative of Daryl’s was an Army Staff Sergeant in
The Rangers. He explained to Daryl that in order to fly
in the Air Force, he would need a college degree; however, as a Warrant Officer in the Army, he would be
able to fly helicopters. So, when he was 20, Daryl
joined the Army with a career path to Warrant Officer
and helicopter pilot. It then took nine months of filling
out paperwork and waiting for an opening for Daryl to
be accepted to flight school.
Daryl said a few applicants washed out during the
eight weeks of basic training, but 40% of those taking
the six-week warrant officer school dropped out. Daryl
then spent a year-and-a-half in flight school.
Daryl spent time flying medivac for the National Guard
while he went to school at Eastern Washington University
in Cheney majoring in Outdoor Recreation, and obtaining
a BA degree in Recreation and Leisure Services from the
School of Human Learning and Development. After graduation he applied for several jobs, obtaining a position
with a facility outside of Leavenworth, Washington which
offered an “Outward Bound-type” of program. He was at
the camp two days when he was offered a full-time position with the Washington Army National Guard as Flight
Instructor. The sum of the time he spent as a flight instructor for the Guard was five years, three months, and
two days. That exact counting seems to indicate when he
left his fulltime position in the Guard, he had had his fill
of instructing in helicopters.
From Flight Instructor with the National Guard, Daryl
went to work on a 40-million private yacht which generally cruised in Puget Sound and the Western Seaboard.
During this time Daryl obtained his civilian helicopter instructor’s rating, and taught the captain of the yacht to fly
helicopters. At the time, the yacht could be charted for
only $100,000 per week, plus expenses. Mutual of Omaha usually chartered the yacht for eight weeks each summer for their most valuable employees and friends.
At the same time Daryl applied for yacht duty, he applied for a flying job in the Marshall Islands at a missal
testing range. Missals fired by the United States would
land in a bay surrounded by an atoll whose largest island
is Kwajalein. The companies’ job was to recover the missals from the bay. Each day Daryl would fly employs from
their living quarters to the job site.
Daryl and his wife Julie married in 1997, and found
that jobs for spouses on Kwajalein were few and far between. After three years in the Marshall Islands, Daryl
applied for a flying position with MedStar in Spokane,
and was hired in 1999. He has been with MedStar ever
since except for a one-and-a-half-year leave he took to
join the war effort in Afghanistan. Daryl’s reasoning was
that, “I was just sitting there watching TV one night in a
comfortable easy chair, and it seemed like a lot of good
men over there needed a ride. I have the ability, so I
thought I would give them one.”
The first airplane Daryl owned was a Tandem Air Bike,
and the second a Kit Fox. Both airplanes needed work
when he purchased them, but both had been flown. He
recently completed a Murphy Rebel, his first “well over
51%” airplane, after five-and-a-half-years of work. The
next project will be Murphy 1800 Amphibious Floats that
he purchased for the Rebel. Daryl says he won’t build
another airplane for the simple reason that he would rather fly than build. He said it was fun, but one is enough.
When asked if he has any advice for new builders, Daryl
said, “Builders should listen, with an open mind, to all the
advice they are given while building their airplane. Then
you have to take the best ideas and use them, and weed
the other ones out.”
Continued from page 1
EAA 79 had another great Christmas Party. John
Labbe once again provide great music. The food
was good, and we had another very successful auction. Thanks to all of those who donated merchandise, and thanks to all of those who bought the merchandise. We will do it all again next year!
This year, EAA Chapter 79 had its first
New Year’s Eve party.
Our new lounge was
the perfect setting.
And to top it off, we
rented a karaoke machine and sang
(howled) until the wee
small hours of the
morning. Pete Blood
set off a fire cracker
at midnight to christen the New Year.
Above: George and
Lisa Balazs got into
the karoke.
The Harnes’s and the Pierce’s cut a rug to John Labbe.
Spokane Airports
director, Larry
Krouter, gave us
more good news
about Felts. Dave
and Nancy
Holmes , and Larry
Tobin joined in.
Below: Jack Hohner
and Pete Blood rock
out on “Born to be
Wild.”
SKYWAY CAFE
VIEW FROM THE SKYWAY
No party is complete without
Skeeter.
John Labbe tickled the
ivories and crooned songs
for our listening and dancing pleasure.
Wintertime aircraft storage available
Hangar Insulated, heated* 45' x 35', bi-fold door
and electric service
Contact Dave Barker 509 921 8980
or [email protected]
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Page 5
The EAA Chapter 79 Newsletter January 2013
Bill Abel
EAA 79
TECH COUNSELOR
Happy New Year to all and I hope its going to be a
good one for each of us. This month I started thinking
about something I heard at an airport some time ago…….
Pilot: "When does a prop strike require engine tear-down
and inspection?"
Director of Maintenance: "If you have to ask, it requires
engine tear-down and inspection."
Kiss the old days goodbye. No more filing blades
a bit shorter after a tip strike, or performing a run-up and
signing off on an engine after the runway lights have been
mowed a bit shorter. Changes in the approach to propeller
strikes dictated by Airworthiness Directives, engine manufacturer Service Letters, and insurance company policy
have made anything less than a thorough teardown and
NDT inspection unacceptable.
TCM, Teledyne Continental has Service Bulletin
on definition and description of prop strike and the subsequent inspections necessary.
Lycoming also has Service Bulletin on the same but in addition they have an Airworthiness Directive stating action
that must be taken.
Checking the crankshaft for runout is not sufficient . Prop strikes and sudden stoppage go all the way
through the accessory gears, and the accessories themselves.
An excerpt from Continental’s Service Bulletin
SB96-11B will give you an idea of the manufacturers safety concern:
PART I - PROPELLER STRIKE INCIDENTS
A propeller strike is: (1) any incident, whether or not the
engine is operating, that requires repair
to the propeller other than minor dressing of the blades as
set forth in Part I, B of this Service
Bulletin or (2) any incident while the engine is operating in
which the propeller makes contact
with any object that results in a loss of engine RPM. Propeller strikes against the ground or any
object, can cause engine and component damage even
though the propeller may continue to
rotate. This damage can result in catastrophic engine failure.
A. PROPELLER STRIKE INSPECTIONS.
Following any propeller strike, complete disassembly and
inspection of all rotating engine
components is mandatory and must be accomplished prior
to further flight. Inspect all engine
driven accessories in accordance with the manufacturer’s
maintenance instructions.
Prior to any ground operation of the engine assure that the
propeller flange and the crankshaft
flange area are free of any crack indications. In addition to
the engine component inspection
requirements set forth in the appropriate overhaul manual,
the following inspection procedures
must be accomplished:
1. The crankshaft must be inspected by magnetic particle
inspection. All crankshaft
surfaces must be cleaned free of sludge, paint or any other
substance that could mask
reliable magnetic particle inspection indications.
2. Connecting rods, gears, and all other steel internal engine parts must be magnetic
particle inspected.
3. The crankcase must be stripped and fluorescent penetrant inspection performed, paying
particular attention to the forward crankcase bearing support and adjacent structure.
4. Connecting rod bolts and nuts must be replaced regardless of condition.
5. On counterweight equipped engines, replacement of all
counterweight pins, bushings,
end plates and snap rings is required regardless of their
condition. Counterweight
bushing bores in both counterweights and crankshaft must
be inspected in accordance
with the criteria contained in the latest revision of SB00-3.
6. Inspect all engine-driven accessories in accordance with
the accessory manufacturer's
instructions.
B. MINOR FOREIGN OBJECT DAMAGE (FOD) INSPECTION.
For instances where the propeller is damaged by a small
foreign object during operation, such
manufacturer's published instructions. Any time foreign
object damage requires propeller
removal for repairs other than minor dressing of the blades
the incident is considered a
propeller strike and must be inspected as outlined in paragraph “A” aboveCATEGORY 3
SB96-11B FAA
APPROVED
Supersedes SB96-11A,
SB96-11, M84-16
So, more can be said on this subject, but the bottom line when your looking for an engine to use for your
project and someone says they have one that had a “little”
prop strike with a wood prop and all is good, it is best to
Confirm and Verify what it is that you will be flying behind. Happy New Year to all, Bill Abel.
EAA Chapter 79
P.O. Box 11132 Spokane, WA 99211-1132
E-maill [email protected]
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WWW. EAA7 9 . ORG
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New Year’s Eve in the EAA Lounge
Lots of merriment at the EAA Christmas party