FatBoyz Aviation Newsletter · Spotlight DKX continued from page 2 Spotlight DKX continued on page 4 and the programs could easily be given on any week day. “We desire the public

© 2003 FatBoyz Aviation All Rights Reserved July 2003 Edition Page 1 of 17

FatBoyz Aviation NewsletterJuly 2003

The FatBoyz Aviation Newsletter is a monthlypublication for pilots, owners, instructors, technicians,and enthusiasts interested in general aviation activitiesin the East Tennessee area. Each month will feature

an aviator, flight instructor or aviation expert thatcontinually contributes time and experience to thelocal aviation community

commentary from local flight instructors for thelatest rule and regulation changes

owner’s perspective of the joys and pitfalls ofaircraft ownership, annuals and owner-performedmaintenance

travel stories and pilot reports of our latestpurchases, etc.

Visit our website for updated weekend flying schedulesfor those $100 hamburgers, links to flight planning andweather sites, information for local aviation resources(flight schools, CFI, AME, DE, I.A. A/P, insurance) andinformation pertinent to our local aviation community.

http://www.geocities.com/fatboyzaviation

East Tennessee GeneralAviation Association!

Last month, a group of fourteen aviation enthusiasts,pilots and airplane owners met and discussed waysto improve the operation and management of theKnoxville Downtown Island Airport (DKX). The topicsranged from rising hanger rents, fuel prices, and theinoperative fuel farm to improving communicationsand the overall relationship between the islandresidents and the Metropolitan Knoxville AirportAuthority.

By the end of the first meeting, the group decided toform the ETGAA, East Tennessee General AviationAssociation, elected Officers and formulated a plan tobegin meeting with the MKAA.

The ETGAA has had a very busy first month. OnJune 18, 2003 President Sam Suffern and severalmembers attended the monthly MKAA meeting. Sammade a presentation to introduce the ETGAA anddetail the objectives of the organization. Additionally,he discussed

• Reducing prices charged for fuel and hangerrental. Rates at DKX are among the highest inthe region.

• Improving the security. Install a pilot-friendly gatesystem to protect aircraft based on the field whileallowing flight students and visitors to access theisland.

• Completing the fuel farm. Has been inoperativefor almost 2 years. Repairs are months behindschedule.

East Tenn General Aviation Association continued on page 2

IN S I D E TH I S IS S U E1 East Tennessee General Aviation Association is born2 Spotlight DKX, Submitted by Bob Davis5 Flying IFR, Daryl Moore6 Tailwheel Training for Dummies Part 2, Don Hammer8 Young Eagles Day at the SkyRanch, Don Miller9 Lessons Learned from Dad, Mark Collins10 Death From Above, Pat Edwards

Air Race Classic Info, Linda Meese11 Trip Report - PDK, Buddy Farmer

Trip Report - JZI > MQI > FFA > BUY > DKX, Don Miller14 Trip Report – Tullahoma Air Show, Ron Turpin15 Trip Report – First Solo!, Trish Arnold



East Tenn General Aviation Association continued from page 1

Spotlight DKX continued on page 3

• Establishing a pest control maintenance procedureto eliminate spiders taking residence in the planeports and T hangers. The spider droppings areruining the aircraft finishes.

• Establishing members of the ETGAA on the MKAAGeneral Aviation committee and the MKAA Boardto represent the interests of the tenants at DKX.

Expect to hear a lot more about the ETGAA in the nextfew weeks. http://www.geocities.com/etngaa

SpotlightDKX – HistoryBob Davis, CFI DPE

Knoxville Aero Corporation (KAC) Exhibition Flying1924-25

Flying in the 1920s was limited by only a few of theregulations we have today. Pilots attempted things noone would dream of doing today, just to see if theycould be done. Along the way, they discovered the vastpossibilities, as well as some of the limitations, ofaviation.

Veteran aviator Carl Ort first showed the value of aerialadvertising to Knoxville when he flew over town with“Havana Cadets” painted on his aeroplane. The cigarsales took off, exceeding the expectations of thewholesaler and the factory.

The KAC didn’t do much advertising as such, but sinceit was the only aviation business in town, most of itsactivities were newsworthy. The only downside wasthat unfavorable actions were also widely announced,too.

Exhibitions of stunt flying and giving passenger ridesattracted thousands during their non-working hours.This was usually on Sundays and even at night duringthe week. The KAC plan was to attract a crowd withstunts and offer rides for payments. It was sosuccessful that early in 1924, they bought a four-passenger Curtiss aeroplane powered with a souped-up C-6 engine, the 120-hp version of the OX-5 90-hpV-8, water cooled engine. They also purchased aThomas Morse Scout painted silver to do the stunts.To further entertain, a college student did parachuteleaps from one of the aeroplanes.

Here’s one of several articles advertising the show:`“An air circus which was scheduled to be given last

Sunday and Sunday before last, but which waspostponed on account of heavy rains, will be given onthe aviation field Sunday from 3:30 p.m. until dark,according to announcement of Ben Bower, head of theKnoxville Aero Corporation.

“A crowd of about 800 people watched a man jumpfrom an airplane with a parachute last Sunday in therain. Only a few stunts were performed. A man willwalk out on the plane of an airplane Sunday and waveat the crowd.

“The air above the field will be ‘boomed’ and shambattles will be fought in the air. Loop the loops, fallingleaf and other stunts will be performed by Frank Andreof South Knoxville. Passengers will be carried over thecity.

“’Who is he? Who jumped from airplane lastSunday?’ a news reporter asked Ben Bowers. ‘Oh, wecan’t tell that,’ said Bowers. ‘You see he is a U-Tstudent and he is helping make his way thru college byjumping from airplanes. His parents live near Knoxvilleand if they were to read that their son was herejumping off airplanes and landing in tree tops, theywould have him put in jail.’”

The only problem was that later on the parachutist gotcaught in a tree and injured his spine falling to theground in Welsh, VA. The good news was he was inthe yard of a hospital! But his recovery was slow, sothe parents sued. After he recovered, the suit musthave been settled as the flying went on.

The shows were very successful, with at least 7,000people in attendance on Sundays. But this did notplease everyone, as a letter to the Journal editorsshows:

“God, in the beginning, after six days of creativework, rested on the seventh day. And in the fourthcommandment, God says: ‘Remember the SabbathDay to Keep it Holy.’ God instituted the Sabbath for ourspiritual and physical welfare. And the keeping of theSabbath is often referred to in the word of God;blessings on those who hallow that day, and curses onthose who disregard or pollute His Holy Day.Wherefore, the Baptist Women’s Missionary Societiesof Knox Co., in Quarterly Session, July 31, 1924, atEuclid Avenue Baptist Church, entered a protestagainst the Sabbath day being desecrated by theprograms on the aviation field, near the city, onKingston Pike.

“We do not approve of such use of the Lord’s Day,

http://www.geocities.com/etngaa


DisclaimerAlthough care has been exercised in preparing the informationcontained in this newsletter, FatBoyz Aviation does not and cannotguarantee the accuracy thereof. Anyone using the informationdoes so at their own risk and shall be deemed to indemnifyFatBoyz Aviation from any and all injury or damage arising fromsuch use. We do not endorse or otherwise recommend serviceproviders or individuals identified within this publication.References are included only to provide contact information.

Spotlight DKX continued from page 2

Spotlight DKX continued on page 4

and the programs could easily be given on any weekday.

“We desire the public to know: ‘The Sabbath wasmade for man, and not man for the Sabbath.’ Mrs.Lillie Crouch, Mrs. J. A. Jenkins, Committee.”

The KAC explored night flying, too:“Knoxville was startled Wednesday night about 11

o’clock by the noise of an airplane over Knoxville. Theplane came from the west, flew uptown over GayStreet, climbing to a high altitude and making a tailspin. Many who had gone to bed, got up, turned on thelights and looked out the window, but the plane washard to see.

“Frank Andre and Ben Bower of the Knoxville Aerocorporation were in the plane. ‘It was moonlight and wecould see the landing field all right so we took a littleflight,’ said Bower. ‘It feels just like it does in thedaytime, but Knoxville with its thousands of twinklinglights looks very beautiful. We could see the lights ofMaryville and Mascot very plainly. We could also seethe people get out in the middle of Gay Street to watchus. We were in one of our new planes, an OXX(powered Curtiss) standard.’”

Some aviation activities might be done for a group withquestionable motives. As we all know now flying isexpensive, so if someone was willing to pay forairplanes, the airplanes performed:

“The Ku Klux Klan of East Tennessee and Kentuckywill hold a celebration and initiation at Middlesboro,Ky., Saturday and Saturday night, it was learned hereTuesday. Dr. H.E. Locker, national lecturer, will bepresent at the meet and will deliver several speeches.Special fireworks and airplane stunt programs will begiven.

“Five aviators and stunt performers of the KAC leftKnoxville Saturday in airplanes to put on a stunt andexhibition program at a Ku Klux Klan meet for EastTennessee and Kentucky at Middlesboro, Ky. The Klanmeeting will be a celebration and initiation. About30,000 are expected to attend it.”

A young aviator from South Knoxville was the starperformer for the KAC: “Knoxville Aviator Flies UnderRiver Bridge (by Day) and Drops Bombs at Night,” KN,November 7, 1924, (photo):

“You have seen him in the skies of Knoxville buthere is a close-up of him swinging into his plane toleave the earth – Frank Andre, 18, aviator of theKnoxville Aero Corporation. Andre is the aviator whoflies under the Gay Street Bridge; the aviator you haveheard flying over the city of Knoxville at midnight; theaviator you have seen loop-the-loop and make tail

spins over the city.“Yes, he is the one who did all the stunts at the

Armistice Parade last year – and this year, by the way,he is going to take the city of Middlesboro as ‘theenemy’ would in war. He will use bombs and gas andwill be assisted in the attack on the city with otherplanes.

“Andre built an electrically lighted cross on thebottom of his plane and flew with it in the dead of night,20 miles over the mountains in Virginia, where heperformed stunts over an assembly of the Ku Klux Klanrecently.

“And only a few weeks ago he flew at night with thesame cross over a ceremonial of the Klan nearGreeneville, Tenn. At Greenville he dropped bombsfrom the plane. Andre held the joy (control) stickbetween his knees, struck the bombs and threw themoverboard. One slip of the hand and the bomb wouldhave exploded in the plane. It would have meantcertain death but Andre doesn’t mind taking chances.‘It’s part of the game,’ he says.

“Andre is the son of L. T. Andre, who was born inSwitzerland, and who is now dead, and of Mrs. LouiseAndre. He lives with his mother in South Knoxville (at605 Davenport Road). Andre learned to fly under theinstruction of the best U. S. Army instructors, J. G.Ray, instructor in advanced flying during the war inFrance.”


Spotlight DKX continued from page 3

Flying seems to have caught the eye of the girls at U-Talso: “U-T Coed Enjoys Aerial Spin,” KN, November13, 1924, (photo), p. 1.

“The college professors who have been inveighingagainst the automobile because it distracts studentsfrom their studies now have something else to worryabout, for the co-eds have now taken to the airplane.Here you see Miss Bernice Cary, pretty and popularstudent of the University of Tennessee, about toembark from the aviation field on Kingston Pike for aspin in one of the planes of the Knoxville AeroCorporation.”

A good thing cannot be expected to last, and soon theKnoxville city council banned stunts over the city. Onlypilots licensed by the city could fly over it. So FrankAndre got a license and continued his night surprisesof Knoxville.

“Stunt Flying is Forbidden, City Council PassesOrdinance Finally,” KN, November 25, 1924.

“No more stunt flying over Knoxville. The citycouncil Tuesday passed on final reading an ordinanceprohibiting stunt flying over the city. Airplanes mustremain at least 2000 feet high when flying over the city.Bombs, fireworks, circulars, or any form of advertisingmatter may not be dropped out of the plane. Pilotsmust obtain permits from Safety Director Walker.”

“City (of Knoxville) ‘Bombed’ by Aeroplane,” August 29,1925.

“Knoxville was the center of an ‘air raid’ pulled offnot by invaders from the north, but by Frank Andre,airplane pilot, last night around 9 o’clock. Andre pilotedhis plane over the city when the moon came up anddropped bombs, which when they exploded, producedvari-colored effects. The entire sky was lit up by theexplosion of the bombs, which could be seen for milesaround.”

But the air show business was bound to haveaccidents sooner or later, with the fragile aeroplanesused in the 1920s. Ben Bower was severely injuredand the main promoter of shows was silenced.

“Doctors Take Rib Out Of Ben Bower’s Side and MakeHim a Hip Bone,” KN, September 24, 1925, p. 1.

“The Bible says that God made woman out of a ribtaken from the breast of Adam. Physicians at theBaptist hospital at Memphis have performed asomewhat similar miracle. They have taken a rib out ofthe breast of Ben Bower, head of the Army SalvageStore, and made a new man out of him with it.

“Bower was badly hurt in an airplane accident atHarlan, Ky., about six months ago. Ribs on his leftside, his left arm, his left hip joint, his left knee and hisleft foot were fractured when the motor of one of his

planes fell on him. It was believed that he would neverbe able to use his left side again.

“The doctors at Memphis put Bower on theoperating table, removed a part of one rib and replacedthe live bone thus obtained in his body, making a hipjoint out of it. The operation proved successful, forBower’s left leg now fits into the socket. Bower is nowin Baptist hospital gaining strength lost in theoperation.He will again be operated on in a few days. In the nextoperation the doctors will attempt to ‘remodel’ his kneecap, and if the second operation proves as successfulas the first, Bower will be able to walk again.”

During all this, the airfield was at the intersection ofKingston Pike and Sutherland Avenue. Whendeveloper Vic McLean built a subdivision at the site,the airfield moved a few hundred yards east, to wherethe Army Guard Armory and West High School arecurrently located.


Local Designated Pilot Examiners

DAVIS, ROBERT L.1915 PINE RIDGE ROADSEYMOUR TN 37865Phone: H(865) 577-6405 C(865) 384-2655 [email protected]

RASMUSSEN, JERRY LEE7232 COLERIDGE DRIVEKNOXVILLE TN 37919Phone: (865) 584-5091

PRICE, BEVERLY F132 OUR WAY LOOPCROSSVILLE TN 38555-5789Phone: (931) 456-8791

BARNETT, BEVERLYBOX 1106BLOUNTVILLE TN 37617Phone: (423) 325-6466

See the complete list of local DPEs in TN areahttp://www.geocities.com/fatboyzaviation/dpe/index.html

Flying IFRDaryl Moore, CFII MEI

Flying IFR

An IFR flight can be broken down into at least fourphases. You should always start with the pre-flight,then there is the departure, enroute, and finally theapproach.

The pre-flight is mostly as you have been doing sincethe very first lesson for the Private Pilot license, withthe addition of a few items. First you want to be surethe aircraft is equipped to handle the flight you areabout to make. Just because it has enough equipmentto meet basic IFR requirements it may not have thecomponents needed for the navaids you will be usingto make this flight safely. Therefore after you chooseyour destination and planned departure time, youshould examine your route for the needed navigationequipment. The last thing you want to do is try to figureout your plan of action after you are airborne.

So after the first few lessons that are used to get thestudent reacquainted with flying under the hood theinstructor will probably have you to start learning howto make the various instrument approaches. This canbe a lot of fun as well as a great challenge. Normally Ilike to start with the VOR approach to DKX because itis using an instrument the pilot is already familiar with,only to a tighter degree of precision.

In doing a VOR approach a pilot will tune thenavigation radio to the appropriate frequency andidentify the station using the Morse code transmitted inthe signal to the information provided on the approachplate. It would be a poor idea to start a decent in theclouds to a very low altitude without being absolutelypositive you are tracking the proper VOR. Also you willneed to be completely sure to have the correct radialselected on the OBS to ensure tracking the intendedcorridor. Now just before the approach take anotherlook a the magnetic compass to make sure theheading indicator is correct, as well as the altimetersetting that you go from the AWOS or ATIS.

With all of these instruments set you are ready for theapproach to begin upon intercepting the radial. This isa lot like tracking a radial while at altitude enroute, onlywith a decent added in. As you keep the CDI centeredyou must check the DME readout to determine thestep-down fixes. When you reach the fix you can starta decent to the next altitude. Then hold that altitudeuntil the next fix or missed approach point. Be verycareful not to go below the minimum altitude for theapproach for safety. The minimums are there for good

reasons and should be respected. Only after you haveentered visual meteorological conditions should you gobelow the minimum altitude.

Now that you are down and under the clouds therunway may not be aligned with your heading. Thisleaves you with a circle to land option for whicheverrunway that may be favored by the winds. Rememberto keep the aircraft at the specified circling minimumsand as close as possible to the runway while leavingenough room to maneuver to the end of the runway.The visibility will probably be low and you don’t want tolose sight of the runway now. That would force amissed approach where you would have to go all theway back out and start the approach over again.

Sometimes the approach path may go directly over theVOR, with a possible course change directly overheadthe station. These can be tricky due to the sensitivity ofthe radials when near the VOR. But if you practicekeeping the CDI needles exactly centered with a goodheading and small corrections you shouldn’t have anytrouble.

Always on any approach plan to do the missedapproach procedure instead of landing. Review themissed approach procedure well in advance and beready. Don’t be trying to read the procedure for the firsttime while you are actually going missed, that would bea very high workload at a very stressful moment. Not agood combination. Be prepared and plan ahead.

http://www.geocities.com/fatboyzaviation/dpe/index.html


Tailwheel Training for Dummies continued on page 7

Wheel Landing – Or 101 Ways toStart a Religious War(Tailwheel Transition Training Part 2)Donovan Hammer, CFI-ASE, CFI-I, CFI-G

If long ago you were the type of kidwho would poke at an ant hill, youmight like to know of an adultequivalent in which you enter ahangar full of tailwheel pilots and askhow and why wheel landings areperformed. The ensuing chaos isvery nearly the same with the lattersituation providing the greater potential for personalinjury if you’re not too quick on your feet. That said, Iwill try to avoid poking any “ant hills” by not delving toodeeply into the how’s and why’s of wheel landings inthis article. Anyway, the topic deserves much morediscussion than I can expeditiously provide here. WhatI do hope to achieve, though, is to convince thetransitioning tailwheel pilot of the importance oflearning and becoming proficient with wheel landings.Since I’m deferring detailed arguments supporting myposition, some of what I say here will have to be takenon faith for now.

The 3-point is widely accepted to be the conventionalmethod of landing for most models of taildraggerairplanes. But, the wheel landing is an important tool,also. Nonetheless, I often encounter pilots with poorwheel landing skills and seemingly content to stay thatway. Wheel landings are to the taildragger student asNDB approaches are to the instrument student, or asaero-tows are to the glider student. It is one of thosethings that is easy to do, but for many, it is hard tolearn. However, you should stick with it because notonly is learning to do wheel landings a good idea, but itis also the law. FAR 61.31(i)(1)(ii) specifically requiresthat, in order to receive a tailwheel endorsement, apilot must demonstrate proficiency in wheel landingsunless they are not recommended by the manufacturerfor the airplane used for training. Unfortunately, forsome CFIs, this is what could be one the mostneglected rules in the book. And doubly bad, this sortof attitude also leaves the student with the idea thatwheel landings are not worthy of their attention.

To properly and safely perform a 3-point landing, theairplane must touch down simultaneously on both themains and the tail wheel with the airplane fully ornearly stalled. In contrast, the wheel landing is doneon the main gear only with the aircraft in a nearly levelattitude, and the aircraft is essentially flown onto therunway. Because the tail wheel has no support attouch down, and because the airspeed is a bit higher,the wheel landing is more susceptible to the bounce.

At touchdown, the pilot must gently apply forwardpressure on the yoke or stick to eliminate the tendencyfor the aircraft to bounce as well as to hold the aircraftto the runway. The pilot must exercise good control sothat the touchdown is done gently with very littlevertical velocity. It should be noted that landingtechniques used for tricycle airplanes have no realcounterpart to the wheel landing so transition pilotshave little prior experience to draw from. Ironically,glider pilots can relate to wheel landings more easilybecause the conventional landing for gliders isessentially a wheel landing, although it is not referredto as such.

The list of advantages and disadvantages offered bywheel landings can be somewhat subjective and willvary to some degree from instructor to instructor. Thetransitioning pilot should not be deterred by fact thatthere are some differences of opinion.

Notwithstanding, a partial list of the advantages mightbe: (a) improved visibility, (b) wider allowable speed


Tailwheel Training for Dummies continued from page 6

U S E F U L A V I A T I O N L I N K SWeb Page http://www.geocities.com/fatboyzaviationEvents http://www.calendar.yahoo.com/fatboyzaviationPhoto http://photos.yahoo.com/fatboyzaviationEmail [email protected]

AIM http://www2.faa.gov/ATPubs/AIMASRS http://asrs.arc.nasa.gov/main_nf.htmNOTAM http://www2.faa.gov/NTAP

ADDS http://adds.aviationweather.noaa.govAirNav http://www.airnav.comDUATS http://www.duats.com

range for touch down, (c) more control authoritythrough to touch down, and (d) perhaps an easier wayto judge the exact touch down point. A comparable listof disadvantages might be: (a) more prone tobouncing, or skipping; (b) higher energy landings, (c)requires more attention to good control, and (d)extends the touch down phase – the touch down isn’tover until tail wheel is on the ground.

After considerable research on the subject, I havefound that the situations calling for wheel landings areas much a matter of technique, dependent on pilot andaircraft, as they are a matter of accepted practice.Most students are more comfortable with definite rulesgoverning the use of wheel landings. But, like manythings in aviation one size does not necessarily fit all,and it is up to the judgment of the pilot to decide forhimself what usage is appropriate for the situation.Therefore, an important job rests with the instructor toensure that the student is adequately prepared tomake a safe and informed decision. The instructor willprovide guidelines based on accepted practicesflavored with personal preferences which are based onthe instructor’s own technique. However, in the finalanalysis it is up to the transitioning pilot to becomeproficient with wheel landings and to experiment withthem to see what works best for him or her. Whether ornot you decide to use a wheel landing should be basedon what you judge to be the appropriate action for yoursituation, and not because you lack the skill to do it.

Wheel landings and crosswind technique are two areaswhere CFIs frequently fail to provide adequate training.The fact that Mother Nature can not be relied upon toprovide the proper conditions becomes one commonreason that crosswind training gets neglected. On theother hand, the reasons that wheel landings get shortchanged are not so easily excused. The first of thesereasons is perhaps that wheel landings are not one ofthe more fun parts of the taildragger trainingcurriculum. If you, the student, are nervous duringyour first few wheel landing attempts, you shouldconsider the flight instructor who is trying to anticipateall the creative ways this maneuver can be “enhanced”by an untested pilot. (That’s why I like hiding out ofview in the rear seat of a Champ or a Citabria as itallows me to maintain that illusion of the dignified,unflinching flight instructor.) Another reason is thatsome CFIs with low time and spurious experience withtailwheel airplanes don’t really understand theirsignificance. And yet one more reason is that it is notuncommon for the wheel landing part of the training tobecome somewhat protracted if the CFI is intent onbringing the student up to the appropriate level ofproficiency. However, the overly customer orientedCFI, sometimes under pressure from students, mayfind him/herself rationalizing that the students can be

turned loose to resolve any shortcomings on their own,or to come back later for further instruction when theyget a better feel for their new airplane. The truth is thatthe likelihood that either will happen is not alwaysgood.

The punchline to all this verbiage is that in order foryou to consider yourself a taildragger pilot you must beproficient at wheel landings. The first step towards thisgoal comes from the proper training which must befollowed up with frequent practice and xperimentation.I know that getting many pilots to read anything can beabout as successful as getting them to enjoy a trip tothe dentist, but I cannot stress enough the importanceof a good text book. Two very good and readilyavailable texts are “The Compleat Taildragger Pilot” byHarvey S. Plourde and “Conventional Gear, Flying theTaildragger” by David Robson. You need not worry toomuch about deciding between them, - get both - aseach has its own perspective and they complementeach other well. In closing maybe you should considerall of this as enlightened self interest. Good trainingand preparation is a good way to improve safety andreduce the risk to that precious taildragger of yours.

Don HammerCFI-ASE, CFI-I, CFI-G503-627-4666 (day)503-692-3471 (night)[email protected]


http://www.calendar.yahoo.com/fatboyzaviation

http://photos.yahoo.com/fatboyzaviation

http://www2.faa.gov/ATPubs/AIM

http://asrs.arc.nasa.gov/main_nf.htm

http://www2.faa.gov/NTAP

http://adds.aviationweather.noaa.gov

http://www.airnav.com

http://www.duats.com


Young Eagles Day!Don Miller, PP-ASELEAA Chapter 17 Chairman

A great day of aviation at Sky Ranch.108 children had ground school and a flight.

Thanks to all the local pilots that contributed to theeffort. The kids had a great time, the parents werevery appreciative of our efforts!

Don Miller


Aviation Lessons LearnedLessons Learned from DadMark Collins, CP-ASEL

For those in the Fatboyz clanwho don't know, my father taughtme to fly starting in 1991. It was along process, considering the fact that my folks live inKentucky, and I in Tennessee. Every free weekend Ihad was spent driving over Jellico Mountain to AAS tostudy under Dad who had been a CFI since I was 12years old. Did I mention the fact that I waited until Ipassed 30 to let him teach me? Sometimes due to abusy work schedule it would be a month in betweentimes I actually touched the yoke. So we wouldbasically start over reviewing the things we had workedon in the previous lessons, and then go forward fromthere. So almost two years later I passed my privatecheckride, flying out of Island Home Airport.Dad had mentioned that he was a bit harder on methan any other student he'd ever instructed,considering he had a personal interest in making surethat I got it right. Heaven forbid that I go out and crasha plane and injure myself or worse, Mom wouldprobably never forgive him

The following memories are over 10 years old, butmany of his lessons are etched in my brain andsometimes I can still hear his voice in my head, tellingme how to do it the right way.

Dad had many tricks in his bag to try and trip me up,especially when he thought I was getting cocky. One ofmy all time favorites was the airplane that never wouldtrim out for hands off level flight. On any given crosscountry, we would be at our cruising altitude, and I hadworked feverishly at getting the plane trimmed outperfectly so I could relax a second or two." Show mewhere that bridge is on your chart" he'd say and I'dbegin looking on the chart, and then mysteriously thealtitude was off by two or three hundred feet and theVSI would be showing a 100 fpm climb. While I wasoccupied with my new task, Dad would move the seatup or back 1 stop. It was just enough to change the CGand make me get busy re trimming to compensate forthe relocation of the weight. And when I got it trimmedto the new CG, he'd move it back to the originalposition!

I learned to fly in an airplane that would die at anygiven time, usually due to fuel starvation. I would bedoing turns around a point, or steep turns, with myattention outside the cabin and for no reason theengine would just lay down. I'd scan the panel andusually find the mixture control at idle cutoff. After thesecond or third time I'd reach for the mixture controlbefore I troubleshot the condition any further, and look

at Dad and grin.

Once or twice on climb out I thought the muffler hadfallen off the plane and we'd suffered a cabin breach,the noise was deafening, and charts, checklist, etc.were swirling around the cabin. I would find that Dadhad opened the door, or a window, just to see if hecould rattle me. "That's what it sounds like whensomething pops open" he'd say.

Another one of my all time favorites and a veryhumbling experience was the engine out on a crosscountry. We'd be cruising along and the carb heatwould go on and the throttle would go to idle. "We justlost the engine, where you going to land" he'd ask. I'dtrim the plane for a power off glide, and then make ashallow turn right and left and pick my field. " Let mehave the plane" he'd say and roll up in a 45 to 50degree bank. "What about that place down there"? he'dask with a grin, pointing at the 3000 foot paved runwaystraight underneath the plane! "Always know whereyou're at" he'd say.

Many things Dad taught me came back to help me onmy checkride more than once. On my private ride, Ihad been under the hood doing standard rate turnsand the engine died. I suspected fuel starvation, andafter a quick once over the panel discovered theExaminer had turned the fuel selector off.

We practiced stalls and slow flight quite often, evendoing stalls and unusual attitudes under the hood atnight. During my Commercial checkride the Examinerasked if I had a hood. I replied that I did, even thoughinstrument skills are not on the Practical TestStandards for the Commercial ride. I was asked to donmy hood and proceeded to recover from several nosehigh, nose low unusual attitudes.

And one of the most important things Dad taught mewas that no matter what happened, "Always fly the

Aviation Lessons Learned continued on page 10


Aviation Lessons Learned continued from page 9

airplane till the last possible moment". This came intoplay on my second solo cross country, as the O-300 letgo of an exhaust valve about 10 miles from BowlingGreen, Kentucky. It was like flying a paint shaker, andeven running wide open the plane was in a steadydescent. I made it to the field with I-65's median as mysecond choice. "Don't freeze up, if you keep your wits,you still have a chance" he'd said to me once before.And other than making a very poor landing, I put theplane on the ground without a scratch on it.

My father is now retired, and we try to fly togetherwhen my schedule permits. We finally took a longcross country trip together last fall, and we hope totake another one this year. I learned a little nugget onhigh density altitude takeoffs on that trip, and willprobably learn something new on our next. I think thatteaching me the miracle of flight is one of the best giftsmy father could have ever given me. And I'm gratefulfor his patience while handling one of his more difficultstudents, and thankful for all the things he taught me. Ithink he still has some tricks yet to teach me, and Ican't wait to see what I'll learn next.

Aviation Lessons LearnedDeath From AbovePat Edwards, PP-ASEL at HDI

Just wanted to contribute to your Aviation LessonsLearned section concerning a recent fly-in breakfast Iwas attending. Now I’ve read lots of accident reports,particularly concerning uncontrolled airports, andconsider myself a pretty cautious guy when arriving ata field as busy as Dallas Bay Sky Park (1A0) was themorning of the breakfast fly-in a couple weeks ago. ButI got caught in a very serious and almost deadlyscenario that is not uncommon. I knew it was busy. Infact the radio traffic as I was arriving indicated thatairplanes were coming in from everywhere.

There was a break in the action as I entered downwindfor runway 23 and I announced my presence. I was #1for landing and could hear others lining up behind me. Iwas on short final to 23 and had made severaladditional announcements that I was on final. Withonly about 20 feet before touch down, I was overtakenby a C-152 that was so close that I could clearly seeevery rivet and oil streak on his belly as he flew over.Worse yet, I got caught in his wake turbulence! There Iwas, low and slow and suddenly banked at a 45degree angle. The image of the right wing tip catchingthe ground and then cartwheeling into a crumpled ballof flame came immediately to mind.

After the other pilot landed I went over for a “friendly”chat. The first words he uttered was that he said henever saw me until he pushed the nose of his aircraftover toward the runway. Yes he heard the radio, yeshe knew someone was on final, but since he couldn’tsee me he thought it ok to just kept coming. Theoffending pilot got upset that I brought this to hisattention.

Is there a lesson here? You bet. Remember that if youcan’t see the traffic you can’t just keep coming in. I justmight be underneath you. Thankfully, I recovered andlived to recite this incident.

Air Race Classic!Linda Meese and Martha Miller have just completed anexciting aviation adventure, the 27th Annual Air Raceclassic.

http://www.airraceclassic.org/pages/1/index.htm

They started in Pratt Kansas and ended at Kitty Hawkin Manteo North Carolina, covering 3100 nm in 27hours.

The team finished 1st place for the 1st time tema and14th place overall. Linda is busy cleaning the bugs offher plane, but promises to provide a detailed trip reportfor next months newsletter.

Lind

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http://www.airraceclassic.org/pages/1/index.htm


Trip Report – PDKBuddy Farmer , PP-ASEL

It was a very nice Sundayafternoon. I was planning onflying to Athens TN. and wasabout to preflight my Skyhawkwhen Travis Witherington askedXen Portwood and I if we wouldlike to fly down to Atlanta at Peach Tree (PDK) to pickup his wife. He has very nice airplane, a Baron. I hadno doubts that this was going to be a very nice ride.

As we were taxing out to the run up area at DKX, I hadtime to review the avionics. This plane has got it all.

After departing DKX, it didn’t take long to recognizethat Travis is at one with his plane. He doeseverything by the numbers. After we were airborne, hetold Xen “It’s your plane, take me to PDK.” This wasgoing to get interesting now. We climbed to 8,500 feet.Just above the cloud tops, when you are going 190knots, you can really see how fast you are going whenthe clouds go by. The flight time was only 50 minutesone way. Now I really could get used to that.

After we landed, I heard Travis tell Xen that we’ll seewhat Buddy can do on the way back. I was thinkingthat this is going to be a very interesting return trip.

At the airport while we were waiting on his wife, I washaving second thoughts about trying to fly this thingback home. This certainly was going to be a newexperience for me as I have never flown anything butSkyhawks. When we were taxing out for take off, I wasthinking that we had two passengers in the back and Ididn’t want to scare the crap out of them, plus myself.After we were about 10 miles from the airport, Travissaid to me, “It’s your airplane.” I said “Well, OK then.”He told me to climb at 130 knots and climb to 9,500.

Since we were flying alone, he was showing me how touse the HSI. The flight director is what I’m talkingabout. That’s the most interesting thing I have everseen. I learned a lot from Travis that day. Flying theairplane was just as easy as the Skyhawk after I gotused to it. But I didn’t land or take off. That’s anotherstory within itself. I want to thank Dr TravisWitherington for inviting me to tag along. I hope someday he can ride with me and show me some of hissecrets in a Skyhawk.

Trip Report – JZI, MQI, FFA, BUY, DKX

Don Miller, PP-ASEL

We just returned from our weekendflights to Charleston and the OuterBanks. The weather was excellentand the activities exceptional. The172 performed perfectly, almost.Our first day out on this trip was a non-stop flight toCharleston Executive (2.4 hours). This busy littleairport has a good FBO and reasonable gas prices.Our son and daughter-in-law met us at the airport, andprovided B&B services. They had arranged to havetickets to see the Hunley Submarine and its currentvisitor area. Although temporary, the exhibits werewell done. A group of volunteer actors simulatedguarding a casket containing a Confederate sailor fromthe Hunley. Also on display were the Medals of Honorpresented to the lost Hunley submariners in 2000 bythe Confederate History Commission. A smalldisappointment was the no camera rule in theSubmarine room itself. The Hunley is in a large pool ofwater and tourist cameras, etc. are not wanted in thewater from accidental drops.

Trip Report continued on page 12

Don "manning" one of the sailor positions to turn thesubmarine propeller on the Hunley. The equipmentshown is a model of the actual submarine midsection.


Our non-stop flight to Dare County was over somerestricted areas and thus was at 5500 feet with flightfollowing (3 hours). After passing the last restrictedarea, we dropped down to 3000 feet to better see thelandscape along our east coast. This leg wasmemorable for its views of the coast and variety ofvessels seen under way. We found the Dare Countyairport FBO to be professional and well equipped.Also, they have their own car rental with vehicles on-site (B&R).

We checked all local hotels for the week of December17. No vacancies were found. The flight across the bayto First Flight is 6 minutes. In preparation for the hugecrowds expected on December 17, the park servicehas begun to clear the pine trees on both sides of therunway at First Flight to permit parking many morethan the current 15 or so spaces. The photo shows thelarge brown patches on each side of the runway whereadditional parking will be available this fall.

A temporary building has been set up at the monumenthousing exhibits from several sponsors. The gift shophas limited offerings, however the Dare County FBOhas a small but better choice.

Visitors literature picked up at Dare County and FirstFlight contained some useful data. First the "FlyWright to Dare" visitor information: A parkingregistration form is available for those planning to flyinto MQI for the December event. Singles qualify forgrass parking only. Runway 17-35 will be closed andused to park twins. The apron will be reserved for jets.They believe they can park 1,200 aircraft, primarily inthe grass. They strongly recommend that a rental carbe previously contracted or local taxi. The NorthCarolina DOT will provide bus shuttle from the airport

Trip Report continued from page 11

Kill Devil Hills

Wright Brothers Monument




to the Wright Brothers national Memorial only. If youchoose to drive to NC, the buses will pick you up atone of the satellite parking areas. We heard about twosatellite areas, one at the mainland near the bridge tothe Outer Banks. Although not likely in December,camping under your wing can be arranged.

"The Flyer", a quarterly publication of the First FlightSociety lists the week's schedule of events:• December 12 - For children; interacting with NASA,

interviews with the Wright Family children, CandyBomber demonstrations and Young Eagle flights.

• December 13-14 - A festival to celebrate aviation'simpact over the last century and will featureappearances by historic aviators, exhibits, aircraftdemonstrations and entertainment.

• December 15 - Protecting the Home of the Brave;Military aircraft dating back to World War I andparticipation from the U.S. Military stationedaround the world.

• December 16 - In History's Footsteps, Celebrating100 Aviation Pioneers; The N. C. CentennialCommission will hold a ceremony to honor 100aviation heroes.

• December 17 - 12 Seconds that Changed theWorld; Re-creation of the single most significantmoment of the last century.

On our last in route stop at Burlington, NC the rightbrake failed (2.2 hours). Fortunately it was while taxiingto the ramp and did not impact our travel. Almostexactly half way to Dare County from DKX, theBurlington FBO is friendly and helpful. The 70'ssomething Chrysler sedan we borrowed took us to theCutting Board restaurant near by. Several otheroptions exist within two miles.

We found the ATC service excellent overall, on the trip,except Greenville, NC. Their class C tower seemed tothink they were ATL class B. And finally, BUY to DKX(2.1 hours)

Owning a 1974 Cessna 172 with low time engine hasbeen a blast. Our previous owned airplane, a 1975Cessna 150, was satisfactory for learning and sometravel. I actually took a company business trip toPhiladelphia, in the 1980's, flying the 150. Now intoour fourth year of ownership with the 172, we find it tobe more than adequate for east coast travel. My newinstrument rating certainly made the aircraft morepractical for planned travel. This family/pleasure trip toCharleston and the Outer Banks was a perfectexample of the trip best suited for it. The aircraft hasan auxiliary fuel tank giving it at 7 hour range, but wechoose to make legs about two hours when possible.Our longest non-stop trip was to St. Mary's, Georgia,

with a non-stop leg of five hours. We had a significanthead wind on that trip. We usually fly over themountain at 8500 West and 9500 East and neverexperience turbulence. In terms of unusual events inroute, this trip was uneventful. I guess the mostdramatic thing about this trip was the uniformity ofmoderate winds and clear skies after the outbound legwith tailwind.

Elaborating on the brake failure: The Skyhawk hadrecently made 10 landings at Sky Ranch in the sameday, loaded with Young Eagles, requiring heavybreaking. It is possible that this event set us up for theright brake cylinder failure while taxiing to the ramp atBurlington, NC. This was my first experience withairport operations and the final landing at DKX, havingonly one brake. For the uninitiated, sharp turns arevirtually impossible using only the rudder at taxispeeds.

FFA Dare County


Trip Report – PDKTullahoma Air Show June 21, 2003Ron Turpin

The war birds and a lot of spectators showed up for thetwo day air show. The sky was cloudless, the windsperhaps 5 knots, the temperature in the low 80’s – agreat day for flying or watching.

The drive in to parking was handled well and was theonly charge for the spectators.

There was a good mix of flyers and aircraft. The warbirds in attendance included B-17, B-25, C-47, C-54,C-60, P-47, and a P-51.

With the exception of the C-54 and C-60, they allstarted and flew a number of laps around the fieldtogether.

Between acts the crowd could walk though the C-54and a static C130.

There were a small number of home-built/kit planes tosee as well as a replica of the Wright Flyer. I had comein part to see more experimental and home builts so Iwould have enjoyed seeing more.

Patty Wagstaff was there doing her usual superb runincluding the inverted ribbon cutting. She finished theday in the autograph tent along with the other pilots,meeting the people.

The Golden Knights gave a good show, and there wasa rescue extraction with a Cobra chopper.

One of the show stealers was the jet-powered Wacoowned and flown by Jimmy Franklin. With the 400 HPprop engine wound up on locked brakes, the tail liftedto the take off position at which time he lit the jetengine attached to the centerline, between the wheels.The sound effects had everyone looking at each otherin disbelief. With an incredibly short roll the 2400 HPcombination brought him into the air where heimmediately rolled up on one wing and did a 90 degreesweep around the audience at very low level and thenwent vertical to 3000 or 4000 feet (and he was notslowing down).

Point proved, he pulled off all the power, did ahammer-head , dropped to the show center at, perhaps50 feet, and with the piston engine screaming again,and the jet spooling up, he snapped it up into anothervertical climb. There is something very odd aboutwatching and listening to a biplane accelerate verticalwhile sounding like an F-16. After a full complementof in the box patterns he returned to the ramp to pickup his 20-something son and they repeated the showwith the son wing walking through the sequence.

We also were treated to multiple passes by an activeduty Navy Hornet followed by an Air Force F-16. TheF-16 finished the demonstration by joining up with an



F-86 in a multiple fly by capped with a horizontalscissors as a tribute to the troops serving around theworld.

A significant part of the show was at low levels.

Don’t take my word for it, zoom in on this Stearman asit finishes a reviewing stand pass on his prop, wavingwith his wings. At this point I can’t separate the aircraftfrom the grass but he got the nose down, airflow upand returned to pattern altitude for a grand landing.I’m leaving out many of the aircraft that performed. Thepace was constant from 11:00 until 5:00.

I only had or knew about was (1) I wanted to see moreexperimental and home-builts. There were some butmore would have suited me. (2) Some of my friendsthat I met there, drove in because the field was closeduntil very late so they had to be back home earlySaturday. Had they flown in they would have beenstuck until very late. All in all it was a good gathering.

The Show has a web site that is still open as of 6/26with some good links, listing of the participants, and PRpictures.


Trip Report – First Solo!Trish Arnold, Student Pilot at CHA

First, I just wanted to thank you guys for the FatBoyznewsletters. I have a blast reading the trip reports. Ithink Buzz Witherington is a hoot and Buddy Farmer iscute! Maybe someday I can fly up to Knoxville andmeet everyone.

I am a Student Pilot in Chattanooga and just flew myfirst solo flight. Here's how it went:

The day started out okay. Beautiful morning. Went tothe Cracker Barrel for breakfast and met my instructor,Mike. I asked him if he'd be disappointed with me if Ididn't fly solo today (I was beginning to feel that knottighten in my stomach - oh yes, and I was losing mynerve. But I didn't tell anyone.) As we sit there andenjoy our breakfast, I make a mental note of theweather. Sky is blue in some areas, and we have somehaze, but it should burn off quickly. After all the rainwe’ve been having lately, it’s nice to have a pretty day.After breakfast, Mike and I head over to his hangar andwe review the written pre-solo test in the shadow of hispristine yellow Stearman. This thing looks just like theone Harmon Rabb flies on TV.

Okay, written test out of the way, and I'm still thinking Ihave time to refuse to solo – so I'm not too nervous.We arrive at the aircraft and perform the pre-flightinspection together. Weather is still nice. We have alight crosswind, but it doesn't appear to be too much tocontend with. Mike and I fly the pattern a few times,and then the fun begins. Apparently, Mike thinks it'sokay to let me go up by myself. I don’t encourage himbecause I'm not so sure I have the nerve to go throughwith it. But, he gives me no time to plead with him ashe steps out of the aircraft. So I think he abandons meas I watch him walk away. Even if he did warn me, Istill felt abandoned. As soon as Mike leaves me to myown devices the darn crosswind picks up, in fact itdoubles. “Okay”, I tell myself, “so this crosswind is a bitstronger than expected. I’ll just have to deal with it”.Besides, that’s not so bad, what’s really bad is that mybrain is quickly ‘turning to mush’ as Mike likes to say –no, wait, it’s actually melting, losing all trace ofintelligence and knowledge. Oh no! I forgot the runwaynumber I just landed and departed from! It’s thenumber Mike repeated to me 5 times before exiting theplane. I contact the tower and identify myself as astudent pilot because I'm told they're a little moreforgiving when you screw up communications, andthey might even help you while you're in their airspace.I request permission to taxi and pray they start that“forgiving” bit right away because I realize I shouldhave asked for permission to taxi to “Runway Two”

Quit ProcrastinatingGet that IFR Ticket!



instead (but, as I said before, I forgot the runwaynumber.) The ATC was forgiving, and helpful.

Speaking of communications, I find that talking to atower while flying alone for the first time is like trying tojuggle chainsaws, answer the phone, eat a peanut-butter sandwich, and recite poetry you've only justmemorized. Oh sure, anyone can do it with practice -but it's frightening and very challenging.

In the pattern, I do my best to set up and manipulatethe aircraft for crosswind landings. Which is a majorchore in a small Cessna 152 two-place plane with nopassenger. You see, now that Mike is no longer in theplane with me, the plane is getting blown all over therunway. I’m not sure what more I can do to keep itsteady because my brain won’t cooperate. It refuses toretrieve the information required for a safe crosswindlanding. I’m certain it’s filed in there somewhere, butlike a floppy disk gone bad, it refuses to let me searchfor it. Not recalling information when you need it is ahelpless feeling. I have this urge to just give in to themercy of the wind and land the darn plane whereverthe wind wants it to land. But then I would not be thePilot In Command my CFI worked so hard to convinceme that I am. Rats! Mike keeps telling me that “nomatter what”, I am the Pilot In Command. I guess thatmeans I can't let the wind take over. Why is it my braincan’t recall what I’m supposed to DO, but it has noproblem recalling what I’m supposed to BE? Now I’mpraying that my newly learned motor skills kick in soonbecause I can’t depend on my brain right now.

I'm flying the pattern and setting up for a landing (oranything that resembles a landing) when the towerdecides to switch Air Traffic controllers. Don't theyknow student pilots on a first time solo flight can't dealwith change? It's difficult enough to concentrate, now Ihave to concentrate AND communicate with a new airtraffic controller! Aagghh! At least the first ATC knowsI’m a Student Pilot on a first solo flight mission. I couldalmost ignore him and concentrate on flying - youknow, just say "Roger!” and “Six Niner Hotel"periodically and continue my flying. Now I have to domore talking and thinking at the same time! What morecan they throw in to this mix.

All this time I hope for a nice, tight, left, closed trafficpattern so I can land and get this over with. Somethingsimple - like, I choose when to turn crosswind,downwind, base, and final. But no such luck today.Traffic in the pattern just has to be busy. I have to solowhen the entire aviation community wants to share myrunway. Too bad there’s only one runway.

While I'm in the pattern, two large jets decide they wantto take off and land on the runway that I’m on. Noproblem, except my brain reminds me that they create


turbulence for light planes like mine. My brain decidesto share information about my situation, but has yet tooffer solutions to making a crosswind landing. So, I getthe wonderful experience of turbulence on thedownwind, while being alone in the aircraft. To makematters worse the ATC tells me to extend on thedownwind. Fine. Easy for the ATC to request that I, astudent pilot, extend on the downwind, but do they askthe aircraft in front to hurry up and land because I’mbehind them? No. Next, the ATC tells me to make S-Turns on final approach to avoid landing too close toan aircraft in front. Do they realize that I haven’tperfected my “S-Turns” beyond two little “C-Turns”closely knit together? Okay, Think! Think! Think!, Ihave to watch my altitude, continue my descent,perform “S-Turns” and concentrate on final approachwhile the aircraft in front of me gets to take his sweettime landing. Well, I’m not that proficient. CFI Mike cando it. In fact he graciously executed that verymaneuver about a week ago, while on final, just to becourteous and give the guy ahead a little more time toland. But I’m a Student Pilot. So when my little “C-Turns” don’t create enough space between my planeand the one in front, the ATC tells me to go-around.Finally! Something I can do. So I set up and begin togo around the pattern again. The ATC frantically tellsme again to "GO AROUND!” I guess I should tell himthat I'm already doing that. See, I can't fly ANDcommunicate yet.

I finally land and am frazzled. Mike, on the other hand,seems smug and pleased with himself. I'm about to fallapart from all the unexpected challenges and he'ssaying my successful performance was due to hisverbal messages replaying over and over in my mind.Well, okay, in all honesty, he’s right. I'm certain thateven though I didn't show it, those little messages ofhis may have kept me alive today, no thanks to mybrain which turned to mush when I needed it most.

In retrospect, I was never so relieved as when Itouched down and departed the active runway for thefinal time after my solo. Now I know what it’s like to flysolo and to depend on the training, skills, andconfidence drilled into my shallow brain by myinstructor.

So, what did I accomplish?

• I succeeded at a few landings (or maybe betteridentified as a hop-skip-and a touch down)

• I performed a touch and go (I think it was more likea hop-skip-leap into the air before I hop and skipagain)

• I mastered the ATC-assisted go-around (no stop,no touchdown) so I wouldn’t have landed on theaircraft ahead of me



E V E N T C A L E N D A RTN20 Seymour Airpark Seymour TN, Fly-in breakfast8AM – whenever each Sunday

1ST WEEKEND

BGF Winchester TN. Saturday fly-in breakfast.931-967-3148

LZU Lawrenceville, GA. Saturday fly-In breakfast.770-394-5466

2ND WEEKEND

Saturday, MBT Murfreesboro, TN, Fly-in Breakfast.David Swindler, 615-890-2439, [email protected]

RMG Rome, GA. Saturday fly-in breakfast706-235-06443RD WEEKEND

3M3 Collegedale,TN Saturday fly-in breakfast423-236-4340

OWB Owensboro, KY. Saturday monthly breakfastWayne Gibson 502-684-2859

3M5 Huntsville, AL. Saturday fly-in breakfast256-880-8136. [email protected]

16J Dawson, GA. Saturday fly-in breakfast.Ron Acker 912-888-2828

4TH WEEKEND

2AO Dayton, TN. Saturday monthly breakfastWanda Fulmer 615-775-8407

5TH WEEKEND

4A9 Fort Payne-Isbell, AL. Saturday fly-in breakfast205-845-9129

SPECIAL EVENTS

LAL Lakeland, Fl Sun-n-Fun April 2nd – 8th

863-644-2431

• And, I was instrumental in forcing the go-aroundissue with my S-Turns (they didn’t accomplish thespacing the ATC wanted between aircraft)

During all this, was I stressed? Nervous? Falling apartat the seams? Nah! (I was all that and more.) YES! IDID IT! And to celebrate, my CFI and I went out to thepractice area and did some highwork practice andspins. Maybe he wanted to be certain I wasn’t scaredaway from ever flying again – who can blame him.

Phase I is completed and it’s on to Phase II in which Iwill refine my techniques and will begin cross-countryflights!. Truth is, I’m actually looking forward to it!. I'mreally jazzed about this accomplishment in my life.

Thank you “CFI – Mike” for being patient with me.


• When one engine fails on a twin engine airplaneyou always have enough power left to get you tothe scene of the crash.

• Airspeed, altitude or brains: two are always neededto successfully complete the flight.

• I remember when sex was safe and flying wasdangerous.

• When a flight is proceeding incredibly well,something was forgotten.

• Just remember, if you crash because of weather,your funeral will be held on a sunny day.

• A pilot who doesn't have any fear probably isn'tflying his plane to its maximum.

• What is the similarity between air traffic controllersand pilots? If a pilot screws up, the pilot dies. If anair traffic controller screws up, the pilot dies.

• Basic Flying Rules: 1. Try to stay in the middle ofthe air. 2. Do not go near the edges of it. 3.Theedges of the air can be recognized by theappearance of ground, buildings, sea, trees andinterstellar space. It is much more difficult to flythere.

• You know that your landing gear is up and lockedwhen it takes full power to taxi to the terminal.

• The three best things in life are a good landing, agood orgasm, and a good bowel movement. Thenight carrier landing is one of the few opportunitiesin life where you get to experience all three at thesame time.

An airliner was having engine trouble, and the pilotinstructed the cabin crew to have the passengers taketheir seats and get prepared for an emergencylanding.

A few minutes later, the pilot asked the flightattendants if everyone was buckled in and ready.

"All set back here, Captain," came the reply, "exceptthe lawyers are still going around passing out business

Documents

FatBoyz Aviation Newsletter · Spotlight DKX continued from page 2 Spotlight DKX continued on page 4 and the programs could easily be given on any week day. “We desire the public