RED ALERT Winter 2012

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WINTER 2012

THE MAGAZINE OF THE REDSTAR PILOTS ASSOCIATION

Red ALERT

Red Alert Winter 20122

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CONTENTSRed ALERT

Winter 2012

4 President’s Message Looking Back, Looking Forward

12 FAST Lane Professionalism

13 Say Again... Did You Know?

20 KONG’S Korner Mitigating Risk

22 Maintenance Hangar Mods for Radial Engines

31 Pits A Trio of Yak-50s

32 Law Line So You Want to Work On Your Airplane

39 Flight Lead Corner A Man’s Got to Know His Limitations

39 Gadgets LED Bulbs

40 Contrails FAR 61.58, the Turbo Jet Checkride

43 And There I Was... What Just Happened?

6 George Myers Remembering A Friend

8 Desert Thunder VIII Bogies In All Quadrants

14 Honoring A P-40 Pilot Ceremonial Nanchang Flight

16 Donor Report Contributors to the Cause

17 Honoring Volunteers Thanking Those Who Served

18 Cross Country Planning Departing the Local Patch

21 Don Andrews Handing Off the Baton

24 Easton, MD Photo Essay

26 AOA It’s All In the Angle

34 Bird Strike Part Deux Crying Fowl

35 Kingman Clinic Route 66 Rendezvous

36 The Big Gaggle Santa Barbara Veterans Day

42 Poster Art Chinese Propaganda

Features Columns


PRESIDENT’S MESSAGE

Merry Christmas, Happy Holidays, and Happy New Year to you all!

What a trip around the sun this year has been! In this last issue of Red Alert for 2012, I would like to give you a year end snap shot of your RPA, thank some very hard working volunteers and tell you what we are working on for 2013.

We are ending the year with 479 mem-bers. Included in that number are 28 foreign members from Canada, Ger-many, Belgium, Australia, New Zealand, France and the Netherlands. We have 182 formation pilots and added 7 new Flight Leads and 17 new Wingmen this year. Since we became the RPA, about 10 years ago, we have produced a total of 365 FAST qualified formation pilots. Our regional organizers put together and hosted 18 three-to-four day clinics, including participation in AirVenture, Sun-N-Fun, the Rocky Mountain Air Show and Wings over Flagler. Addition-ally, there were numerous memorial f ly-bys, special event f lybys and informal formation get-togethers. We also had representatives at the National Warbird Operators Conference.

We participated in some new and unique adventures. Keith Harbour added new meaning to our carrier landing compe-titions by designing a PVC tail hook that bolts onto the tail skids of CJs and nose dragger Yak-52s. Jim Goolsby put to-gether a 6-ship of CJs to f ly a formation mission with the last and only f lying B-24 in the world. Ron Lee and Robert Genat organized two 4-ships to welcome the World War II battleship, USS Iowa, to the LA area. At AirVenture, the RPA scored two “first time” events. Warbirds of America opened its new alternate dis-play area and asked us to inaugurate the event on opening day by displaying Dave Jester’s beautiful Yak-52TD. Our second “first” was to display and present three Red Star Warbirds in the Warbirds in Review venue.

All of this happened because of our en-ergetic Members, our tireless associa-tion, regional, and event volunteers, and our maintenance and support experts. I personally thank you and offer a hearty “Well Done” to all of you for filling 2012 with outstanding f lying, quality aircraft and unique opportunities to do some-thing different. I want to specifically

thank the following volunteers:

Ron Lee, Harry Dutson, Chuck Daley, By-ron Fox, Kurt Howerton, and Mark Wei-dhaas for all the hours they devote to the paperwork and record keeping war that keeps our association’s treasury, tax and 501(c)3 filing, administration, store, web site and membership/FAST data bases run-ning efficiently.

Mike Filucci, Robert Genat, and Alan

Cockrell for all the time they devote to producing Red Alert, the BEST Signatory magazine in the world! I also thank our publisher, Best Printing and all our prolific writers and photographers for giving our editors so much quality material to work with and producing such a beautiful maga-zine to enjoy and share with all our f lying buddies.

On page 17, you will find the names of some 75 volunteers. In addition to the four major air shows already mentioned, these folks also brought us ARS, Desert Thunder, Falcon Field, Aurora, Huntington, Lamar, Easton, Gaston, and Waycross, just to name a few. They did the leg work to provide fuel discounts, food and entertainment, lodg-ing, admin support, sponsors, ground schools, instruction, check rides and many other support functions. All of this out-standing work attracts not only our RPA members, but members from other signa-tories, as well.

On page 45, you will find the names of our generous patrons. These folks have made a charitable contribution to our Associa-

tion because they believe in the purpose and performance of the RPA and want to enhance our desire to grow and continue to improve the quality of RPA membership.

2012 also dealt us some tragedy. One mem-ber was hurt on the ground and three members and three guests lost their lives in aircraft mishaps. They are gone but will not be forgotten. We are producing a safety seminar I think you will enjoy. It will cap-ture lessons learned from past mishaps as well as pro-actively giving you some tools to enhance your mental and physical skill sets.

For 2013, we are working on several proj-ects we hope will enhance the value of your RPA membership. In January, we will send you an on-line poll. We will be asking your opinion about Red Alert, the RPA store, our web site, our FAST cards, our dues and some other topics.

The revision of our basic formation manu-al is progressing. Our goal is to get the re-vised manual into your hands by the end of the first Quarter, 2013. We will then begin on the advanced training manuals. These will include tactical formation and bomb dropping.

Our membership committee is working on a recognition program. As I said earlier, the RPA is 10 years old. We have had, and con-tinue to have, outstanding volunteers do great things for the RPA and its members. Some have faded into history. Many are still with us today. I have always felt that tangible, sincere recognition from your f ly-ing buddies helps prevent burn out and cre-ates cherished rocking chair memories.

We will be looking for ways to continue to enhance our presence at all the major air shows. We will be looking at some verti-cal graphics and our tri-fold brochure to attract new members and sponsors to the RPA.

Finally, we will also be revising our check pilot selection process and examine our by-laws for possible improvement.

Thank you for your 2012 membership. I hope you are as excited about your 2013 trip around sun as I am. Please enjoy your holidays and I hope Santa brings us all 3000 gallons of 100LL for Christmas!

Terry “Mags” Slawinski

[email protected]

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RedSTAR PILOTS ASSOCIATIONVOLUNTEERS OFFICERSPresident Terry Slawinski [email protected] Vice President Scott McMillan [email protected] David Jester [email protected] Ron Lee [email protected] OF DIRECTORSSouthwest Scott Andrews [email protected] Joe Griffith [email protected] Dave Jester [email protected] Rob Mortera [email protected] John Shuttleworth [email protected] Joe Wilkens [email protected] Mike Carter [email protected] Scott Glaser [email protected] Rich Hess [email protected] Relations John Graham [email protected] Standardization Skip Slyfield [email protected] Jill Gernetzke [email protected] Physiology Roger Kemp, MD [email protected] Store Byron Fox [email protected] Kurt Howerton [email protected]/FAST Records Mark Weidhaas [email protected] ALERTEditor Mike Filucci [email protected] Editor Alan Cockrell [email protected] Editor Robert Genat [email protected] Director Robert Genat [email protected] PhotographersDebi Curtis [email protected] Genat [email protected] Jill Gernetzke [email protected] Mathis [email protected] Kent Misegades [email protected] Shelton [email protected] Slawinski [email protected] Spering [email protected] Toombs [email protected] Trammell [email protected] Trammell [email protected] Van Gilder [email protected] Williams [email protected] GraphicsCraig Barnett [email protected] Genat [email protected]

Editor’s NotesThis issue marks one year since we implemented the new format for Red Alert. Typically, 25 to 30 RPA members are responsible for helping to bring each issue to press. These volunteers bring their creativity to the writing, photogra-phy, graphics and all the other details that go into produc-ing your magazine. All are committed to and work hard at producing a quality, professional publication.

In January we will be emailing a survey to all of you seek-ing feedback on your perspective of the magazine. As with all things RedStar, we are always looking for ways to im-prove and Red Alert is no exception. We look forward to your input.

MikeRed Alert is your magazine and would not exist without your input-your stories and experiences are what bring the magazine alive.

ISSUE DEADLINESSpring: 25 FebruarySummer: 25 May

SUBMIT MATERIAL TO:Mike Filucci [email protected]

Errata: Fall IssueElectronic Ignition Systems: System Features For Flat Engines section, second paragraph:• ...240 to 280 before top dead center should read 24° to 28°• ...390 to 430, depending on the system should read 39° to

43°• ...110 after top dead center should read 11°

WINTER 2012

THE MAGAZINE OF THE REDSTAR PILOTS ASSOCIATION

Red ALERTCoverScott “Gomez” Glaser skirts up the Santa Barbara coast during the Santa Barbara Veterans Day celebra-tion. His was one of 15 warbirds that participated in what was called, “The Big Gaggle.”

Photo by Speedo

Material contained herein is published for examination and evaluation of the reader. The RedStar Pilots Associa-tion has made no attempt to verify any of the contents and accepts no responsibility for any items printed in this publication. Articles written and published in this maga-zine are for entertainment only and are the opinion of the author(s). They are not intended to be instructional in nature nor promote deviation from a published f light procedure in any aircraft or technical f light manual, FAR, law or other regulation. The contents are not in-tended to be construed as offering legal advice or counsel.


Not too long ago, while we were working on our plane, George asked me, “How about f lying in the back with me? I want

you to help me polish my barrel rolls. I have a tendency to dish out.”

“Sure,” I said. “I know how to remedy that. We’ll do it some day.”

Those words, “some day,” will haunt me the rest of my life. I didn’t follow through.

George and I began our friendship one day back in 1997 when I walked up to a group of guys at the local airfield where I had a spam can. I didn’t know any of them very well. One guy was telling the others he had just returned from a business trip to Russia and while there was offered as many Yaks-in-the-box as we wanted for $18 grand a peace. “Who wants one?” he asked. Hands shot up.

The guy I distantly knew as George Myers hesitated, then said, “I’ve al-ready got two airplanes. I’ll go half with somebody.”

I blurted, “Sure, why not? I’ll go in with you.”

The promise of $18K yaks never materialized, but George pressed ahead. I had almost forgotten my impulsive decision to throw in with him, when he called me from Sun-in-Fun. He had met an importer who said he had two Yak-52s coming on a ship. We could have one for $35K, but the guy needed 10% down now. George wrote the check on the spot and I reimbursed him later. We both figured we’d see neither a plane nor our $1,750 again.

Anticipation rose and fell as the months went by with nothing but promises. Then the day came when we watched the import-er bring the plane in and make a low pass over the grass run-way. Yaks were rare in the late 90s, and a crowd had gathered to watch it come in. We were as giddy as kids on Christmas morn-ing, watching that Yak f ly, drinking in the rumble of the MP-14. George and I were finally co-owners. No contract, no lawyer, no agreement. We never considered or discussed any of that stuff. Just a hand-shake. We broke every rule in the book on fractional ownership.

I quickly polished up on the aerobatics the USAF had drilled into me. George strained at the bit until I felt proficient enough to teach them to him. Other guys at our field, and in the area, took one ride with us and ordered Yaks and Nanchangs. Gordy Seuell, Rich Hess and I taught George and the others formation and, within a year, we were regularly putting up weekend 4-ships. We had given birth to a new culture.

The second winter George and I stood down for major refurbish-ments including f light control recovering—which we did our-

selves—and a paint job. We added some nose art and christened our Yak, Stack Doll, a translation of “matrushka,” which is a tra-ditional wooden nesting doll with an old woman painted on it. But our matrushka featured a voluptuous blonde with an AK-47.

We spent many long hours in his hangar where the Yak slept with his other two aircraft, a Mooney and an L-16. He had bought the Mooney new in 1966. The vintage L-16 was the same plane he had f lown in as a young Civil Air Patrol cadet. Decades later, he had tracked it down, bought it and completely refurbished it. That L-16 was the plane of his birth—the one that inspired him to

go into an aviation career, and he cod-dled and cherished it. On occasions of his choosing, I was invited to f ly it.

George grew up in West Virginia be-ing called “Bud” by his family and friends, but the nickname somehow got dropped when he moved down South. Taking inspiration from an uncle who f lew for Capitol Airlines, he became interested in aviation and joined the CAP cadet corps. I too, got my start in the CAP and so discov-ered he and I had much in common.

Those late nights, working on the stitching and covering, I got to know

my new partner as no one did, other than his wife of 52 years, Shirley. George was an intensely focused aerospace engineer who had helped Neil Armstrong make it to the Moon. He lamented that his eyes had kept him out of military cockpits, but now felt that dream was finally coming true in a way he never imagined. He relished opportunities to learn more about this new kind of challenging f lying and reveled in the experiences that I, Gordy, Rich and others related to him from our days in the fast-movers. He became totally absorbed in the new culture of f lying the birds with the red stars.

And that culture f lourished at our field. Typically, a half dozen Yaks and Nanchangs could be seen tearing up the skies over the field on summer Saturdays. One evening after the f lying was done, a grill was lit and a cooler opened. A crowd had joined, representing a lot of people who owned other types of planes, or none at all—just folks who wanted to be a part of the new culture. Impulsively, we declared ourselves the Flint River Pilots Association. By the time a glass fruit jar that had originated from somewhere in the surrounding hills made its second pass, we had reduced our moniker to “River Rats.” After the third pass it came down to “Rat Squadron.” We elected a Rat Boss and a Rat Exec and granted them no powers, save figure-head status, which they executed with commitment and enthusiasm.

Within weeks the Rat Squadron got invited to the Columbus AFB (Mississippi) airshow. We showed up en masse, even with an Antonov AN-2 to bring in parts and tools. The USAF airshow coordinator called us the “Communist Air Armada,” but when

Remembering George Myers and the Culture He LovedBy Alan Cockrell [email protected]

7www.flyredstar.org

we saw professionally prepared signs on our rental cars that read “Rat Squadron,” we knew we had achieved the ultimate recogni-tion. The Rats entered two teams in the airshow crud tournament and were soundly routed by pilots half our age, but no egos were bruised. The Columbus AFB occasion was one of the happiest of George’s life, he later told me.

George logged more Yak time than any of the rest of us and was the only local guy who regularly attended far off Red Star events. He always came home from Air Venture vowing to add an extra fuel tank to Stack Doll. He had the shortest legs in the mass for-mations and sometimes had to declare bingo and break out early. We never did put in that fuel tank, though.

The biggest event of the year at our field was the annual Old Fashioned Grass Field Fly-in, put on by the local EAA chapter, led by George. It was a two-day event with a Saturday-night ban-quet and a guest speaker in George’s hangar. George was always the emcee, which he carried out with relish and with only the subtle humor a nerdy engineer like himself could do. I helped him arrange for guest speakers and over the years we brought in, among others, Burt Rutan, Hoot Gibson, Ed Yeilding, Michael Durant, Leo Thorsness and Homer Hickam. These moments, too, were George’s happiest. He lived for Oshkosh and the Old Fash-ioned Grass Field Fly-in.

On the sunny, blue, Sunday afternoon of September 16, 2012, the f ly-in was ending. Most transient planes had left, as well as the local crowds that had come for the weekend events. I was walk-ing my dog, feeling very contented after a weekend of great f lying and hanging out with many friends. George and two others were overhead in extended trail. He was number three. In his back seat was 17 year-old Chris Schmitt, who was as crazy about f lying as George and I were, at that age.

I wasn’t paying much attention, but I looked out to the south of the field just in time to see Stack Doll descending steeply out of a barrel roll, entering what appeared to be an accelerated stall, rapidly reversing course, then plunging below a distant tree line.

My brain knew the truth, but my heart wouldn’t listen. It couldn’t have happened. I heard the formation overhead and looked up hoping to see three. There were only two, and they were dropping low over the place where George disappeared.

Then I saw the smoke column. Other people ran toward it. I slid down against hangar wall and sobbed till I was out of tears. I re-member saying over and over, “It’s not supposed to end this way.”

George’s memorial service was held in his hangar. Hundreds came. We scattered his ashes over his beloved Moontown Airfield from his L-16. I watched the ash cloud descend knowing I had lost a brother and we probably lost a culture.

Looking back, the questions begs: how can you go 14 years own-ing a plane with another guy and never have a cross word? Not one argument? Not even a minor disagreement? I attest that you can. I never saw George get mad, never heard him swear. My life is enriched from being his friend.

George taught me a vital lesson about our lives as pilots, im-mersed in a rare and unique culture—this band of brothers we call the Red Star Pilots Association. That lesson is that friends are far more important than airplanes. The planes may give us cause to band together, but people are our reason to revel, to take joy.

Look into your f lying friend’s eyes. The time to value him or her as a person, to help him with his needs and passions, and to help him f ly safer is not “some day.” It’s now.

photo byDon Spering/A.I.R.


On the night of arrival, there was a two and a half hour brief on the objectives of the event. Here “Mo” Allie is going over the scope of a close air support mission.

Everyone had the opportunity to f ly a practice mission on Friday.

Darrell “Condor” Gary is the organizer and spiritual leader of Desert Thunder. Here, he’s welcoming the troops to a what will be a chal-lenging and fun weekend. Gary continues to improve the event each year—last year he ar-ranged for historic warbirds to participate as Red Air aggressors and this year he added a SAR helicopter scenario.

They came from Phoenix, from the San Francisco Bay Area, from the Califor-

nia high desert, from the Los Angeles ba-sin, from San Diego and from as far away as the U.S. Virgin Islands. They came to be trained by the best. They came to hone their skills and to be tested against some of the best pilots anywhere. And they came for the camaraderie and the fun.

Annually, in October, the RPA hosts one of its marquis events in the desert play-ground of the rich and famous. Jacqueline Cochran Regional airport, in Thermal, CA, offers large runways, ample ramp space, excellent facilities and direct access to unrestricted airspace. The weather at this uncontrolled airfield is always CAVU. The event structure, human assets and

Red Air assets make Desert Thunder a truly unique aviation experience.

We are fortunate to have an extraordi-nary group of dedicated volunteers that are the heart of Desert Thunder. Doug “Smooth” Matthews who has been in lead-ership roles in NATA, Classic Fighters and CJAA, provides iconic aircraft and highly qualified pilots, which makes for a truly unique Red Air mix of aircraft. His pre-sentations at the Friday BBQ are always riveting and remind us all why we are at this event. The Air Boss for this event, Scott “Gomez” Glaser is a lead engineer in the civilian space program. Our Ops Officer, RPA check Pilot Duke “MAD-DAWG” Molter keeps us grounded in the basics and focuses us on safety. LTCOL

John “MO” Allee, USMC, is an F-18 pilot, graduate of the U.S. Navy Fighter Weap-ons School and Test Pilot School. In ad-dition, he’s trained forward air controllers in Iraq and Afghanistan. His real-world experience brings unique challenges and

text by Darrell “Condor” Gary with photos by Robert “Speedo” Genat, Duane “Boogr” Trammell & Jeff “Mud” Trammell

9www.flyredstar.org

Some people have a hard time remembering directions with the use of the hands of a clock. As a helpful reminder, Ron “Little Wood” Lee prepared this crib sheet for the backseaters in his f light.

Mike “Beav” Carter once again led the Red Air Aggressors at Desert Thun-der. While not having the speed of the Corsair or Wildcat, his smaller CJ was

much more difficult to spot as he rolled in on an intercept.

Duke “MADDAWG” Molter does a little low-level over the des-ert during Friday’s practice day.

realism to this scenario based competition and the CAS presentation. Key volunteers like Rachelle “Grins” Gary, Dave McNary, Robert “Speedo” Genat, Jeff “Mud” Tram-mell and Duane “Boogr” Trammell, pro-vide logistic support and record the event through video and still photography as seen on these pages. To experience some of video visit, http://www.rpadt.com.

On Thursday, the arrivals were met at the ramp and assisted with transportation and the necessary admin functions. That night, all participants assembled in the San Jacinto room of the hotel at 1800 for the first of three required briefings. Dar-rell “Condor” Gary provided an overview of the event, its goals, objectives and ba-sic rules of conduct. Mike “Beav” Carter provided the tacform/defensive maneu-vering briefing. Following “Beav,” was the close air support procedures brief given by LTCOL “MO” Allee. As well organized and comprehensive as this briefing was, the CAS mission is very complex and for some, overwhelming.

Friday was a day of practice to perfect skills and to level the playing field. Ele-ments were assigned working airspace blocks and discreet frequencies to conduct their practice. The morning consisted of tacform and defensive maneuvering prac-tice. After lunch, elements launched in se-quence to work the CAS box at assigned TOTs. Everyone returned better prepared and with a greater appreciation of the complexities they would face the follow-ing day.

The Red Air Mustang and Wildcat an-nounced their arrival that afternoon with a mini air show. Seeing the “enemy” for

the first time got everyone’s blood pump-ing. All participants gathered on the ramp for “Happy Hour” and the evening BBQ. Craig “Crash” Ekberg, Jeffrey “Cat” Ying

and the Tiger Squadron are the generous sponsors of the ramp BBQ. As is tradition, there is a presentation after the meal. This year the focus was the evolution of close air support. Doug “Smooth” Matthews discussed CAS in association with special operations in the Mekong Delta regions of South Viet Nam. Darrell “Condor” Gary reviewed the air-to-ground campaign in North Viet Nam, the DMZ and in neigh-boring countries “which we never oper-ated in.” Rich Martindell discussed USAF operation into the North from bases in Thailand and finally “MO” reminded us of the role of CAS in WWI, WWII and how technology has changed how we conduct today’s air war in the “sand box.”

Everyone adjourned to prepare for the challenges that Saturday would bring. Suf-fice to say, some prepared differently.


Many in the group reassembled at the Sandbar, to rekindle old friendships and to get to know new friends. It would also appear that some were trying to impair the competition. Others hit the rack early, to prepare for the upcoming day’s events.

Most were at breakfast early on Satur-day. The room was buzzing like a room full of bookies during a title fight, with small groups discussing what might be in store for them. At 0730, all participants assembled in the San Jacinto room. Full

briefing packets were distributed with tar-get photos and route guides. “Condor” and “MADDAWG” conducted the admin portion, including safety and general ROE. “Beav” briefed the ROE for Red Air encounters and grad-ing guidelines. “MO” briefed the scenario, the route objectives and CAS procedures/comm/OE. All of the participants are high-ly qualified aviators, with FAST wing cards as the minimum re-quirement. Many are former military avia-

tors and some have acquired most of their skills since joining the RPA. This year we also had five T-34s participate—this brought an added element of competition to the event.

Route planning, timing, fuel consump-tion, contact navigation, ground recon-naissance, tacform, lookout, mutual support, defensive maneuvering, commu-nication, target identification, nine-line comm, FAC procedures and bomb im-pact accuracy were the factors on which the participants would be graded. All of the participants are experienced enough to be proficient in all of these skills, but when you pack them all into a timed event with unknown opposition, the task can be overwhelming. This year Jeffrey Ying brought his French Gazelle helicop-ter that added another facet to the event. Some of the more experienced pilots who won at Desert Thunder in the past were re-moved from the competition and assigned RESCAP and RESCORT missions with the helicopter. This provided a unique op-portunity to even the playing field and to evaluate this new variable.

Darrell “Condor” Gary and Duke “MADDAWG” Molter escort Jeffery “Cat” Ying in his French Gazelle helicopter on a low level f light over the Salton Sea. The Gazelle added another element to the weekend’s event with RESCAP and RESCORT f lights.

With live ordinance sitting on the table, John “Lost” Long briefs his f light members on their upcoming mission. This is an event where the GIB is not just along for the ride, but must participate, for the mission

to be successful.

11www.flyredstar.org

Tom “Gurl” Mitchell came in from Arizona for his 3rd Desert Thunder. He and his GIB, Betsy Britenham, used their sharp eyes to foil three of the Red Air’s intercepts of his f light during Saturday’s competition.

On Saturday, six elements went through the course in the morning and six in the afternoon. All returned knowing that they had been pushed to the limits and each wore a huge smile. Some were more pleased with their performance than oth-ers, with the final outcome revealed at the banquet that evening.

As has become tradition, the banquet was held under the stars on a perfect moonlit evening on the back patio of the Sandbar. The Bay Bombers provided private label wine and Bob Mackey provided his highly regarded domestic Cognac. “Condor” act-ed as master of ceremonies with our Ops Officer “MADDAWG” and our Air Boss “Gomez” providing their observations. “Beav” provided a detailed debrief of the responses to Red Air threats. In the end,

it was determined that Dan “Dawg” Del-ane and Pete “Eeyore” Fowler had initiated the best responses and were awarded the Air-to-Air Superiority plaque and brag-ging rights. “MO” awarded “Condor” (one of the RESCORT aircraft) a piece of the target as a souvenir for the only direct hit of the day. In the end, the element that displayed the best ability to work with the FAC and to the best CEP (average of im-pacts) was Dan “Dawg” Delane and John “Chevy” Ford. Congratulations to all of the participants for a job well done.

The banquet concluded with a call sign

USMC Col “Mo” Aliee is camped out in the des-ert, next to the target bridge. He’s on the radio to the teams as they make their way through the gauntlet of Red Air fighters to the target area. He radios the teams the target, time they are to arrive on target and heading from the holding area. Once cleared hot, the fighters are allowed to drop their ordinance. Following each drop, he radios the aircraft to give distance to or from the target. Mo’s real world experience adds im-measurably to the event.

review and special awards. The “Bone” went to Bob Mackey (formerly “Ballistic” and formerly “Forrest”) who will now be known as “Thong” for being so oblivious as to get a massage in the bar area during happy hour while his buddies took pho-tos of a large burly man with a s**t eatin’ grin standing behind him and rubbing him. Rachelle “Grins” Gary was awarded the not-so-prestigious “Night Crawler” award for sustained performance at Des-ert Thunder and several other RPA events. The 12-step counseling shouldn’t cost too much? Jeff Trammell will now be known as “Mud.” John Warwick will be known

as “Loo” and Todd McCutchen, formerly “Tonto,” will now be known as “Judy.” Someone someday will have to write a book on how call signs were derived. There is a great personal story behind each.

On a personal note, the atmosphere, ca-maraderie and interpersonal chemistry at this event were extraordinary. I had the opportunity to address the group at the end of Saturday evening and ex-pressed to them that in my youth I had seen much tragedy and the death of many young men. In the f ighter squad-rons, we daily faced a formidable air order of battle over North Viet Nam. We routinely did things that few could imagine, which we did not know we were capable of and in the process, we formed strong bonds and life-long friendships. When I left the U.S. Navy it was with the knowledge that life would never be the same. Sharing the experience of Desert Thunder with such extraordinary air-men is as close as it gets to life in a f ight-er squadron. One day when they pry my fingers off the stick, these are the memo-ries I will treasure and the friendships I will cherish. “Check Six”


FAST LANE

I have been a certified f light instructor since 1959. One of the things I learned back then was, professionals never stop prac-

ticing. This was proven to me time and again as a pilot with the airlines. Every six months the airline would have us prac-tice all the emergency procedures. In the early years, before the sophisticated simulators became available, we would practice in the actual aircraft we f lew on the line. Some of these maneuvers were quite dangerous. I look back now and shudder in memory of demonstrating Dutch roll recovery in a B-707 (with the yaw damper CB pulled) or an approach with two engines out on the same side. Because of the aircraft and technologies of the time, those were necessary maneuvers. With the advancement of so-phisticated f light simulators, that training became a lot safer. The aircraft had also become more reliable and benign in f light characteristics.

It was a big advantage having the structured training that the air-lines and FAA mandated. It is often said that the extraordinary safety record of the airlines is built on the burnt wreckage of air-planes. For the most part, general aviation does not have, nor can it afford, that kind of controlled environment. When I’m asked to do Biannual Flight Reviews (BFR), I see the results of that lack of structure. It is easy to point out why a private pilot cannot per-form a coordinated 360° turn, with a constant 45° angle of bank and maintain his altitude within ±100 feet—this is a maneuver the pilot had to do to receive his private pilot’s license in the first place. The “why” is because he hasn’t been practicing to keep his skill level up.

The same neglect of practice (very common in general aviation and in the RPA) is evident in maneuvers such as slow f light, stalls and takeoffs and landings. But not practicing just doesn’t lead to a botched BFR—it can lead to the horror and heartbreak of a crash. During the last three BFRs that I conducted, I had to, in essence, retrain the pilots on most of the basic maneuvers. They may have felt frustrated with me when they thought I’d just sit through a couple of takeoffs and landings and sign them off.

Imagine the frustration I felt when, after doing a series of steep turns and slow f light, I asked the pilot to take me back to the airport for takeoffs and landings, but he was lost and had no idea where the airport was. Or, in another case, simulating an engine failure at 50 feet (I guarantee it can happen) and the pilot main-tains the same nose-high attitude. Or, the pilot forgets to retract the landing gear after takeoff, even after several hints from me. In each of these cases, specific causes can be pointed to but they all boil down to one basic fact—lack of practice.

The FAA publishes FAA-S-8081-14B Private Pilot—Airplane Practical Test (effective June 1, 2012). You can pull it off the in-ternet or find them at most pilot shops. The Commercial and ATP versions are also available. These are the standards that you are expected to demonstrate during your f light check for your rating. You are responsible for maintaining those standards. Most of the biannual f light review deals with different safety matters—runway incursions, the airspace differences, pref light, but, to me, item number VIII is the most important.

Note that all of the above maneuvers are at the low speed end of the f light envelope. And where does the low speed portion of the f light envelope usually occur—during takeoffs, approaches and landings? This is where sloppiness and inattention will get the pilot killed. There is no way to describe the helpless feeling one has when watching an accident develop—when there’s nothing you can do about it.

A number of years ago I was giving a f light check to a Civil Air Patrol pilot. The pilot had all the ratings—ATP, instrument, multi-engine and was an accomplished aviation lawyer. During the f light check I gave her a simulated engine failure (Cessna 182). I purposely planned it to occur some 2000 feet above a local,

Discipline x Practice = ProfessionalismBy Jim “Pappy” Goolsby [email protected]

VIII. Slow Flight and Stalls (Private Pilot)

Task A: Maneuvering During Slow Flight (ASEL and ASES)

References: FAA-H-8083-3; POH/AFM.

Objective: To determine that the applicant:

1. Exhibits satisfactory knowledge of the elements related to maneuvering during slow flight.

2. Selects an entry altitude that will allow the task to be com-pleted no lower than 1,500 feet AGL.

3. Establishes and maintains an airspeed at which any fur-ther increase in angle of attack, increase in load factor, or reduction in power, would result in an immediate stall.

4. Accomplishes coordinated straight-and-level flight, turns, climbs, and descents with landing gear and flap configura-tions specified by the examiner.

5. Divides attention between airplane control and orienta-tion.

6. Maintains the specified altitude, ±100 feet; specified heading, ±10°; airspeed, +10/−0 knots; and specified angle of bank, ±10°.

Task B: Power-Off Stalls (ASEL and ASES)

References: FAA-H-8083-3; AC 61-67; POH/AFM.

Objective: To determine that the applicant:

1. Exhibits satisfactory knowledge of the elements related to power-off stalls.

2. Selects an entry altitude that allows the task to becompleted no lower than 1,500 feet AGL.

3. Establishes a stabilized descent in the approach or land-ing configuration, as specified by the examiner.

4. Transitions smoothly from the approach or landing atti-tude to a pitch attitude that will induce a stall.

5. Maintains a specified heading, ±10°, if in straight flight; maintains a specified angle of bank not to exceed 20°, ±10°; if in turning flight, while inducing the stall.

6. Recognizes and recovers promptly after a fully developed stall occurs.


2000 foot long, grass airstrip. My intent, and what could easily be accomplished, was a power-off glide to touchdown. Imagine my chagrin when this pilot, after troubleshooting what might have caused the engine problem, proceeded to dive at the airport! See-ing what was about to happen, I put my hand on the throttle and announced that I would tell her when to use power to go around. At 200 feet, seeing that she “had the airport made” she reached for the throttle to push it up for the go around. At this point her airspeed was just 10 knots slower than normal cruise and, of course, the f laps were still up. I said, “No, proceed with the land-ing.” Of course, you can see where this was going. We had used up two thirds of the runway and still were nowhere near slow enough to land and keep from going off the end into the trees and a stonewall fence.

Cause and effect—this pilot had not been practicing power off landings. In a real engine failure, cause and effect would still apply, but the results would’ve been a disaster. If you train and practice, you will f ly like you train and practice. If you train and practice properly, you will f ly properly. If you do neither you are going to get sloppy and that can lead to all kinds of nasty things.

Oftentimes, when I am giving f light checks in the RPA for a wingman or f light leader qualification, I find a number of pilots are sloppy in their coordination. This usually shows up as they sit on the wing of Lead. Invariably on the outside of the turn the pilot will slip into the turn, sometimes with the ball against the stop. I point out that f lying a coordinated airplane makes the aircraft more efficient, in or out of formation—general rules of airmanship apply at all times.

Before I finish, I want to cover one more pet peeve I have. Notice in Task B, item 6, it says “Recognizes and recovers promptly after a fully developed stall occurs.”

It does not say how to recover. We all know that you’re supposed to reduce the angle of attack to get the wing out of a stalled con-dition (See “Unload for Control,” Red Alert, Fall 2012). Unfortu-nately, many pilots believe this means dumping the nose with the stick or yoke. Yes, this does reduce the angle of attack, but do you want to dump the nose at a low altitude? You can effectively, very effectively, reduce the angle of attack by pushing the throttle full forward. The new thrust vector will reduce your angle of attack and, when combined with easing off some of the back pressure, will enable you to f ly the airplane out of the stall. This works on a Cub or a B-747. It will also work on a Yak or Nanchang. Try it both ways to see how much altitude you’ll lose. Then, ask your-self, “What if this occurs at 100’ agl approaching the runway?” After answering that question, then ask yourself, “Which proce-dure do I want to practice?”

We general aviation pilots do not have the deep pockets of the airline or military, nor do we have the standardized structure that each of these institutions use to keep their operations safe. The BFR, which occurs every 24 months, is an attempt by the FAA to keep general aviation pilot skills current, to a certain point. When you consider that the airline pilot climbs into a simulator for his practices every six months, you know that the general aviation pilot is sorely behind the power curve when the BFR comes around. General aviation safety record shows this. And the RPA’s safety record is not so hot, either. I truly believe that in two of our accidents, lack of practice was a causal fac-tor. “Practice makes perfect” is an old adage that is true in any endeavor, whether it’s everyday, general aviation f lying or keep-ing your formation skills sharp. It’s also cheap insurance—plus it will save you time when an instructor is trying to bring your skills back up to the standard. Having the discipline to practice is the sign of a real professional.

say again, you’re coming in broken...1. For an overhead, 360° pattern, is the perch point for the

wingmen the same as that of Lead?

2. In extended trail, why is it important for the flight leader to continuously monitor his wingmen?

3. The flight leader has signaled for a two-second break for the 360° overhead approach. Will the wingmen need to make any adjustment to their pattern and, if so, what ad-justment would they make?

4. How many AC inverters are installed in an originally equipped L-39?

5. Are the L-39 inverters solid state?

6. What is the power output of each L-39 inverter?

7. Do L-39 inverters back each other up automatically?

8. What components are powered by each L-39 inverter?

9. Of the components considered in question six, which are the minimum needed for VMC conditions?

10. Of the components considered in question six, which are the minimum needed for IMC flight?

Answers on page 15

...neglect of practice is evident in maneuvers such as slow f light,

stalls and takeoffs and landings


Who would ever believe that there would be an opportunity to f ly a

missing man f light for a fallen WW II, P-40 pilot in a Chinese airplane? Well, strange things do happen and this tale of coincidence is hard to imagine. The tale involves a WW II fighter pilot from North Carolina, a man who made a nearly, full-scale P-40 replica out of junk in his back yard, a private/public use airport, a delegation from China in the little town of Carthage, NC and the only Nanchang CJ-6 in North Carolina executing a missing man pull during a ceremony to honor the fallen P-40 pilot.

The PilotBack during WW II, Second Lt. Robert Hoyle Upchurch, from High Falls, NC fought against the Japanese in the skies over China. His P-40 was last seen in cloud-shrouded mountains over Hunan Province and Upchurch remained missing in action, presumed dead, by the Americans.

But in the mountains of Guidong County, China, a team had hiked for four days to reach the crash site, in hopes of rescuing the doomed plane’s pilot. It was not to be. They returned with bits of the wreckage and what they could recover of his body, which was washed, wrapped in red silk and placed in the tradi-tional seven inch thick coffin reserved for heroes.

Hundreds in Guidong gathered to mourn their unknown Ameri-can pilot and they buried him down the slope from a Ming Dy-nasty tower on Santai Mountain, overlooking the city. For over 60 years, Guidong people brought f lowers and said prayers. No-body knew his name. He was only regarded as the brave young man who helped China fighting against the Japanese.

Eventually, DNA testing identified the remains as those of Up-church. In 2007, members of his family and other North Carolin-ians f lew to Guidong with state Senator Harris Blake to dedicate

a memorial park on Santai Mountain, the site of his China grave for so many decades, and to recover the remains. Upchurch now rests in the family plot at High Falls United Methodist Church, in High Falls, NC.

The AirportGilliam-McConnell Airfield bears the name of the owner Roland Gilliam and that of James McConnell, a pioneer fighter pilot and founding member of the Lafayette Escadrille. McConnell lost his life in combat during World War I. On the airport, there is a monument to McConnell that was dedicated in 2011.

After the dedication, North Carolina Senator Harris Blake had an idea. He suggested expanding the airfield’s homage to include another heroic fighter pilot from Moore County—Lt. Robert Hoyle Upchurch.

The PlaneIt is all realistic, but none of it is real. Instead, it’s all bits of junk and spare parts crafted into what is almost certainly the biggest model plane of its scale ever built—a nearly full-sized replica of the kind of fighter Flying Tiger Robert Hoyle Upchurch f lew in China the afternoon he was shot down during World War II. The replica was built by Zeb Harrington, in Carthage, NC.

Harrington built his model over a three-year period from junk, so he called it “Junkyard Dog” and painted that name on the fu-selage.

Wooden frame parts were covered with riveted metal in patterns matching a real P-40. From inches away, every bit of this imi-tation P-40 looks completely real, even the cockpit instruments made out of jar lids and toothpicks for needles.

The CeremonyIn April 2012, ceremonies on opposite sides of the world honored a Moore County pilot shot down in World War II.

April 5 was “tomb sweeping” day in China where a ceremony

Honoring a P-40 Pilot with a Nanchang CJ-6By Craig Winkelmann [email protected]


honoring Upchurch was held in Guidong, China.

On Saturday, April 7, a high-level delegation from China arrived in Carthage to dedicate the Flying Tiger memorial here that hon-ors Upchurch.

The Missing Man FlyoverIn March 2012, Roland contacted the local EAA chapter, looking for planes to make a missing man f lyover of the dedication. When he found out I owned a Chinese, Nanchang CJ-6, he was elated and asked me to bring it over even if we could not get enough planes to do the missing man. Not to miss an opportunity to f ly a missing man honoring a WW II fighter pi-

lot, I sent word out to my formation f lying friends. We managed to get a T-6 to f ly lead, my CJ and two RV-8s, to do the f light.

Hundreds attended the dedication and I was truly honored to put the smoke on and execute the missing man pull from the forma-tion. While we f lew, a Boy Scout played taps.

After the f light, I landed and parked the plane near where the ceremony had taken place. I was introduced to the delegation from China. They spoke no English but immediately recognized the PLAAF Wings I wear on my f light suit. I pointed to my plane and they all went “Chu Jiao, Chu Jiao.” They were excited to see one of their planes here in Carthage.

It is interesting to see how a collection of independent events came together to make a very remarkable story.

Photos by Kent Misegades (except grave site in China)

1. Not necessarily. The wingmen’s ultimate objective in the pattern is to establish safe spacing for landing behind the aircraft ahead. Typically, for aircraft with approach speeds in the 90 knot range, that will equate to a 10 to 12 second in-terval across the threshold. If Lead signals for a five-second break, the downwind interval will be 10 seconds and the perch point for Lead and the wingmen can be collocated. If Lead signals for anything less than a five-second break, the wingmen will have to compensate by moving their perch positions progressively farther down the downwind leg.

2. There is a crack-the-whip effect in extended trail—airspeed variations, altitude variations and G load variations are pro-gressively magnified through the flight, with the greatest excursions experienced by #4. The flight leader must moni-tor the wingmen to ensure that they are operating with-in safe parameters. As soon as a flight leader sees that a wingman may be exceeding performance boundaries or if the wingman falls out of position, he must reduce the ag-gressiveness of maneuvering or, if safety is threatened, call “knock it off.”

3. With a two-second break, the in-trail interval between the aircraft on downwind will only be four seconds—not enough of an interval to allow for safe spacing between the aircraft as each one crosses the threshold for landing. In this case, each wingman would have to extend his perch position by a minimum of three seconds beyond the air-craft directly ahead on downwind to assure minimum safe spacing for landing.

4. Four inverters.

5. Inverters I, II and III are solid state. Inverter IV is a rotary inverter.

6. Inverters I and II are 400 hertz, 115V, single phase. Inverters III and IV are 3 X 36V.

7. Inverters I and II back each other up automatically. Inverter IV can power items normally powered by inverter III by flip-ping the Emergency Instrument Switch to the forward posi-tion.

8. Inverters I and II: air conditioning automatic temperature control, engine vibration system, radar altimeter and ice detection probe. Inverter III: triple engine gage, fuel quan-tity gage, turn and bank gyro, and pitch trim indicator (after 1983). Inverter IV: attitude gyro and heading gyro.

9. VMC Flight: You need none of these components. RPM and EGT are self generating. Fuel quantity can be guessed at by noting engine start time and original fuel load.

10. IMC Flight: Icing condition can be seen by watching wing leading edges. Would be nice to have the HSI, but wet com-pass and a GPS can be used for heading. You need the ADI or the turn & bank indicator so either Inverter III or IV, un-less you have a US, DC-powered back-up attitude indicator installed.

Say Again Answers


RPA DONOR REPORTA wise man once said that it only takes two things to put a passionate aviator and his aircraft into the air—TIME and

MONEY!

Both are precious commodities. Both are greatly appreciated. The beauty of the RPA is its ability to transform our individual passion for Red Star Warbirds into an organization of like minded pilots under the framework of a 501(c)3 charitable orga-nization. We all invest a lot of personal time and money enjoying all levels of Red Star Aviation. Through personal philan-thropy, our donors have taken their passion to the next level. They have a vision of what the RPA is and what it can be, what it does and what it can do. They like what they see and have generously donated money to help make their vision a reality. We have not done enough to recognize and thank our donors. With this Winter issue, this will change.

There are two Donor Reports. The first is the 2012 Report. It lists levels of annual donation using a $500 increment to define each level. One to four Red Stars symbolically represent these levels.

The second report is the Life Time Report. This list consists of five levels of donation and is cumulative over the life of the donor. These levels use a $1000 increment to define each level. One to five Red Stars, with Wings, represents these levels.

Personally, and on behalf of the RPA, I thank each of our donors for their vision and generous contributions to our organiza-tion.

Terry “Mags” Slawinski

2012 Honorable donors

500Scott GlaserRich Hess Ron LeeAndrew WebbMark WeidhassBay Bombers SquadronRed Eagle SquadronTiger Squadron

1000Terry SlawinskiKim Slawinski

2000Darrell Gary

lifetime Honorable donors

1000Bay Bombers SquadronScott GlaserRich HessRon LeeRed Eagles SquadronDoug SappTerry SlawinskiKim SlawinskiTiger SquadronAndrew WebbMark Weidhaas

3000Doug Matthews

5000Bob CannonDarrell GaryRon LeeJeffrey Ying


RedSTARPILOTS

ASSOCIATION

Zoe AlbrechtJohn C. AlleeDon AndrewsScott AndrewsRich ArtwohlCraig BarnettDrew BlahnickMike CarterJohn CasperAlan CockrellChuck DaleyKibby DaltonSteve DaltonDonna DavisGreg DavisMark DavisRandy DeVereChris DilleyStu EberhardtCraig EkbergMike FilucciDan FortinByron FoxDarrell GaryRachelle GaryBill GeipelRobert GenatReade GenzlingerJill GernetzkePat GieryDoug Gilliss

Scott GlaserAmy GloverShane GoldenScarlet GoldenJim GoolsbyJohn GrahamJoe GriffithDee GrimmJanace HarbourKeith HarbourRich HessKurt HowertonDavid JesterRoger KempB. J. KennemorePaul KeppelerDave KingPaul KirikSteve KirikOlivier LangeardRon LeeVlado LenochJeff LinebaughGil LipazJohn LongCharlie LynchDoug MatthewsTina MatuskaJim MeadowsSue Ella MeadowsScott McMillan

“Individual commitment to a group effort—that is what makes a team work, a company work, a society work, a civilization work.”

—Vince Lombardi

This Winter issue marks the end of the year for our association so it is fitting to recognize and thank all the volunteers who collectively,

throughout 2012, dedicated countless hours to help make the RPA an out-standing, professional organization.

Zac McNeillKimberly Grillo-MillsDuke MolterHal MorelyRob MorteraJulie NunesCraig PayneRyan PastrinoHartley PostlethwaiteTyson RiningerLysandra SappRobyn SarvisDan SchifferJohn ShuttleworthTerry SlawinskiSkip SlyfieldDon SperingGeri StewartAllison SuperAl TinnesJamie ToombsDuane TrammellJeff TrammellMike VossGreg VougaAmanda WalthourBob WattsAndrew WebbMark WeidhaasJoe WilkensVladimir Yastremski


Most formation activity is characterized by local training or proficiency f lights—some of our pilots have never even

been on a cross country f light, in formation. Flight planning takes on a whole new dimension when you are going to depart the local patch and head out, across the country.

Just as in local f lying, f light planning plays a critical role. So, what are the responsibilities of a mission commander for a long, cross country, group f light made up of aircraft with varied limi-tations?

Here are some of the considerations that will have to be dealt with in the planning phase.

• Number of aircraft

• Type of aircraft

• Characteristics of aircraft

• Capability of pilots

• Detailed weather forecasts

• Enroute airports that meet the needs of the entire f light: fuel, ramp space, services, hotels and transportation

• Alternate airports

Just as in a local sortie, the mission commander’s planning will be driven by the most restrictive pilot or aircraft. A formation f light from Falcon Field and Deer Valley in Arizona to the All RedStar gathering in Porterville, California this year provides a case study for us.

This f light consisted of one T-34 and three CJ-6s based out of Falcon Field (KFZZ) and three T-34s and four CJ-6s based at Deer Valley (KDVT).

Evaluating the 11 aircraft that make up this f light, the T-34s have fuel endurance of approximately 4:00. Six of the CJ-6s have a fuel endurance of approximately 4:00. One CJ-6 is limited to approximately 2:40 and the pilot of this CJ-6 is a new owner on his first cross-country trip. One of the four T-34s is certified for instrument f light and of the Nanchang group, two of the pilots are instrument qualified and current. One further consideration is that one of the Nanchangs has a new engine/prop combination, with only three hours since installation.

The route of f light would take the formation over the Mojave Desert to the Sierra Mountains, then through the Tehachapi Val-ley into the San Joaquin Valley, east of Bakersfield, to Porterville. The no-wind f light time would be 3:30.

Forecast weather for the time of the departure predicted ceilings to be broken along the Mojave Desert, overcast over the Sierra mountains with tops at 14,000 feet. Winds aloft were forecast to be from the northwest at 40 knots—a head wind. The surface winds through the Mojave Desert were predicted to be 25 knots gusting to 35 knots.

Factoring in the weather forecast and aircraft limitations, a non-stop f light was definitely out of the picture. The next step in plan-

ning was the need to evaluate all the airports along the planned route. With a group of this size, considerations included a look at the facilities at each airport—was there adequate ramp space for fueling 11 aircraft? Also, is there a hotel within close proximity, with transportation available for a possible, overnight stay?

In the final analysis, the plan was to make the f light in two hops, using Big Bear City (L-35), as the enroute fuel stop.

Three alternate airports were designated:

Twenty Nine Palms (KTNP) 1:30 minutes, forecast to be clear, winds 15 knots gusting 25 knots. Hotels are 20 miles from the airport.

Hesperia (L-26) 2:00, forecast winds 15 knots gust 25 knots. The runway is 50 feet wide, with very little ramp space, and hotels are 10 miles from the airport.

Apple Valley (KAPV) 2:20 minutes, forecast winds 25 knots gust 35 knots. The airport has good ramp space, however, the hotels are 10 miles away.

The morning of the f light, the 4-ship from Falcon Field landed at Deer Valley to refuel and rendezvous with the other seven air-craft in the group.

The mission commander conducted a briefing, including des-tination weather, enroute weather, fuel required, alternate air-ports, emergency procedures and radio frequencies. Each f light leader was responsible for their individual f light brief. The mis-sion commander would handle all radio transmissions and tran-sponder codes, with the deputy lead (#3), backing up the mission commander with his radio.

After waiting for some local weather to pass, the group departed on the leg to Big Bear City, a 1:50 minute f light. The first f light consisted of four CJ-6s, a second f light of four T-34s, followed by a f light of three CJ-6’s.

There were element takeoffs, using six-second separation and straight-ahead rejoins into fingertip. As briefed, the f light lead-ers moved their individual f lights into a diamond configuration for better maneuverability.

The mission commander contacted Luke approach, on depar-ture, to climb through R-25015 to 6,500 feet. Albuquerque Cen-ter was contacted for f light following through the Gladden 1 and Quail MOAs.

Operational checks were conducted over the Colorado river and Twenty Nine Palms, the first alternate airport, as briefed.

Approaching Big Bear City, AWOS was reporting winds 270° at 15 knots gusting 20 knots, 10 miles visibility, ceilings scattered at 2,300 feet. The f light leaders moved their f lights into right echelon for runway 26 and executed a left overhead pattern with a six-second brake. After landing, all rolled to the end of runway and exited.

After refueling, the mission commander briefed the options

PLANNING A CROSS COUNTRY FORMATION FLIGHTThe Mission Commander’s Responsibility By Don “Stormy” Andrews [email protected]


for the next leg, including current weather reports for Porter-ville. From Big Bear City, the group would cross over the Mojave desert to Palmdale then to General Fox and Tehachapi. Enoute weather showed scattered and broken to overcast clouds, with tops reported at 14,500 feet, and head winds. Surface winds were reported at 25 knots gusting 35 knots. Moderate turbulence was reported in the vicinity of the Sierra Mountains. Tehachapi Val-ley AWOS was reporting a 200 foot overcast, ½ mile visibility, with winds at 20 knots gusting 35 knots. In the San Joaquin Val-ley, Bakersfield and Porterville ceilings were reported at 2,300 feet overcast, with winds out of the northwest, gusting 20 knots.

After looking at this weather picture, the mission commander looked at an alternate plan that would take the f light to the west, over the Palmdale VOR to the Hughes VOR, on top of the clouds at 12,500 feet, with moderate turbulence and strong, 40-knot headwinds. From there, the f light would proceed over the moun-tains to the Bakersfield VOR. This would have meant the f light would have had to f ly up the San Joaquin Valley to the Visalia VOR, hoping to find breaks in the overcast to get under the cloud deck and then turn southeast back to Porterville. In addition to betting on finding an opening to descend through, this would put the one CJ-6 at the limit of its fuel endurance. After consider-ing all these factors, the mission commander advised waiting out the weather and standing down to await improved conditions. At 15:30 hours, the weather was forecast to improve somewhat over in the San Joaquin Valley by 18:00. If the f light could not continue that day, Big Bear would be suitable to meet the group’s overnight needs.

During the stand down, the recently patched T-34 f light Lead received several text messages from a T-34 pilot at the Apple Valley Airport, encouraging him to continue on with his f light over to Apple Valley and then on to Porterville. At that time, Big Bear City weather was changing, with temperatures dropping, clouds becoming overcast at the far, west end of the runway, over the lake. There was a mist forming, and the visibility at the west end of runway 26 was lowering. Winds were reported at 270°, 20 knots gusting 25 knots. The opposite end of the runway, the east end, had scattered clouds with visibility at 20 miles.

After receiving more text massages, the T-34 Lead decided to continue on with his f light and not to wait for the weather to improve. The mission commander advised that he didn’t think this was a wise decision. The T-34 Lead felt he could take off, climb and turn before reaching the clouds over the lake. His plan was to use 15° of f laps to enable a shorter turn circle. One T-34 pilot did not agree with this decision and elected to continue his stand-down at Big Bear.

Three T-34s taxied out for takeoff on runway 26. The plan was for the IFR certified lead T-34 pilot to takeoff, assess the weather and report back to the other two T-34 pilots waiting in the run-up block. The lead T-34 was close to max takeoff weight, with full fuel and two souls on board. The T-34 accelerated slowly, climbed out and disappeared into the mist. The pilots on the

ground watched anxiously for the T-34 to reappear. The T-34 emerged from the mist, returned low over the airport and headed east toward where the ceilings were now reported at 2,300 feet, with ten miles of visibility.

The T-34 weather-ship pilot reported that once he entered the clouds, his windscreen had misted over and he had the stall warning bleating in his headset during the 180° turn back toward the airport. He advised the T-34s not to take off and informed them he would not return to land, but would continue on to join up with his friend at Apple Valley.

The two T-34s taxied back to the ramp and all 10 pilots agreed to stand down and spend the night at Big Bear. The airport manger made reservations and took everyone down the block to the hotel.

At dinner that night, the T-34 Lead texted that they had turned west over the Palmdale VOR to the Hughes VOR and climbed to 12,500 feet to get on top of the clouds and had experienced moderate turbulence. They had entered the San Joaquin Valley north of the Bakersfield VOR in search of a hole in the over-cast so they could let down under the clouds. After descending through a break in the overcast, they continued on to Porterville in the 2-ship f light.

At the following morning’s briefing, the mission commander briefed the weather for the 1:10 leg to Porterville. The route was over KPMD, KWJF, KTSP and into Porterville. Big Bear City was clear with light winds out of the east. Enroute weather was clear, with light winds out of the south. The f light departed on runway 8, using element takeoffs and a straight-ahead rejoin. Enoute, the individual f lights moved into diamond and performed an ops check over KTSP.

The 10-ship performed a f ly-by over the Porterville airport and circled out to the west to detach the individual f lights and set up in echelon for a three-mile initial to runway 30.

The first lesson to learn from this f light is that a group cross-county f light involves extra, comprehensive f light planning. There are numerous factors that must be considered in executing a safe cross-country f light, including pilot limitations, aircraft limitations, weather and airport accommodations.

The second lesson to learn is that even when you are in forma-tion, each of us is still the PIC of our aircraft. As such, we are each, individually, responsible for our go, no-go decisions.

The third lesson is that a mission commander has a tremendous responsibility on a cross country mission of this magnitude. The mission commander’s decisions must be made with the safety of all f light members in mind.

The mission commander’s decisions must be made with the safety of all f light members in mind.


KONG’S KORNER By Scott “KONG” McMillan [email protected]

Season’s greetings from Colorado and welcome to Kong’s Ko-rner for the Winter edition of Red Alert. This year we had

some great successes and some unfortunate accidents that took the lives of friends and f lying comrades. 2013 will become a year of focus for all of us, including yours truly. For the next four is-sues I will be introducing some human factors concepts that will illustrate how we can harness the power we have within ourselves to mitigate and, hopefully, prevent more fatalities within our or-ganization.

Many of these concepts are not new to us but have either been forgotten or are under-emphasized in our training program. The RPA Board is committed to making safety a priority for 2013 and I will attempt to impart my understanding of aviation related hu-man factors to all of you. Topics will include risk management, fatigue management, communications and effective leadership skills. There are many sources I will draw from for these dis-cussions and must acknowledge that I am not the developer of most of these concepts, but merely the lucky benefactor of their research and hard work.

Risk Management

“Human beings, who are almost unique in having the ability to learn from the experience of others, are also remarkable for their apparent disinclination to do so.” —Douglas Adams

“Yeah, yeah, but your scientists were so preoccupied with wheth-er or not they could, they didn’t stop to think if they should.” —Dr. Ian Malcolm (Jeff Goldblum), Jurassic Park

I use the second quote all the time when I’m training new Air-bus pilots. Translated it means; are you taking a risk because you know the possible outcomes or are you so focused and willing to take the risk blindly that you haven’t thought about the outcome. How many times have we climbed aboard the wing of our air-planes and had second thoughts about the mission we are about to f ly. Risk management is not something we do without prepa-ration and forethought. Many famous risk takers were by far the most prepared ones. Think Evil Knievel or more recently Felix Baumgartner. Did they realize that success was just as likely of an outcome as failure? Of course they did. They had plans for all contingencies, not just their success. How many men (and women) failed before Lindbergh landed successfully in France? Many, and they all had a risk management plan. Unfortunately, there are times when even the best plans won’t protect us from the magnitude of the risk we are about to undertake.

When does the risk of something outweigh the benefit? Risk management can be boiled down to this simple phrase and when applied properly can lead to a much higher chance of success, be-cause the hazards of failure are properly addressed and mitigated beforehand. How do we mitigate risk within our ranks? First and foremost we brief, brief and brief some more until the plan is well understood. Briefings are the surest way to avoid and plan for risk. Briefings are fine, but what about the risks that are inherent in f lying? Do we have a plan for those too? Of course we do—we all manage those risks, but some do it better because they use tools to help manage those risks.

Taken from the FAA’s own Aeronautical Decision Making (ADM) presentation, online at http://www.faa.gov/library/manuals/avia-tion/pilot_handbook/media/phak%20-%20chapter%2017.pdf, here are a couple of tools that will help you to manage risk.

IMSAFE

Illness—Am I sick? Illness is an obvious pilot risk.

Medication—Am I taking any medicines that might affect my judgment or make me drowsy?

Stress—Am I under psychological pressure from the job? Do I have money, health, or family problems? Stress causes concentra-tion and performance problems. While the regulations list medi-cal conditions that require grounding, stress is not among them. The pilot should consider the effects of stress on performance.

Alcohol—Have I been drinking within eight hours? Within 24 hours? As little as one ounce of liquor, one bottle of beer, or four ounces of wine can impair f lying skills. Alcohol also renders a pilot more susceptible to disorientation and hypoxia.

Fatigue—Am I not adequately rested? Fatigue continues to be one of the most insidious hazards to f light safety, as it may not be apparent to a pilot until serious errors are made.

Eating—Have I eaten enough of the proper foods to keep ade-quately nourished during the entire f light?

Using the acronyms above and below, ask yourself some ques-tions about today’s f light.

PAVE

Pilot in command (PIC): Am I ready for this f light? Am I prop-erly prepared and current in my aircraft? Have I addressed the IMSAFE checklist?

Aircraft: Is the airplane I am about to f ly in good mechanical condition? Is there enough fuel and oil to safely complete the mission? Are my parachutes current?

enVironment: Is the weather adequate for the type of f lying I’m about to do? Is there terrain or any obstacles in the area that I am not aware of? Are there any TFR’s that might impact my f light?

External pressures: Am I ready to solo as #4? Did I remember to pay the electric bill before I left home? These guys are so much better than I—can I really do this? I really have to get home right after this f light; I sure hope we finish early.

A more detailed explanation of these terms can be found in the FAA’s publication.

When you think about risk management, you must weigh the re-wards associated with taking a risk. Humans, especially pilots, are risk takers. We are born with an inherent desire to see what’s on the other side of the tunnel. Just remember that the light at the end may be a train!


Donald “Stormy” Andrews, one of the longest-serving Red-Star check pilots, retired on September 28th.

Don came to the RedStar organization following a long career that started before Bonanza Airlines and ended with Don serving as a DC-10 check airman for Northwest Airlines (not to mention an early stint, crop dusting in California, f lying a Stearman bi-plane—at night).

In September of 1995, Don bought a CJ-6A, sight unseen, from an agent named Ron Bailey. In January of 1996, his new airplane arrived from China at the Port of Long Beach and was trans-ported to Ramona, California. By April of that year, the new CJ was assembled and had passed its FAA inspection. Dick Hass did the check-out that June and then the CJ was f lown from Ramona to Mesa, Arizona (KFFZ), a few days later. By April of 1997, Don had passed his wingman check ride at the Lakeland Linder Re-gional Airport (KLAL), Sun-N-Fun, with TRARON check pilot Sid Snedecker. A few months later Don exchanged the original Chinese Housai-6 for a Russian M-14P and N23YK was moved to KDVT, where it has been ever since.

By 1998, Don became the Regional Coordinator for the South-west region of the Yak Pilots Club. He took his f light leader check ride at the Riverside Airport in California with TRARON check pilot Mike O’Hearn.

The following year, at the OSH FAST Board meeting, Bud Har-rell, then president of the Yak Club, requested that the Yak Club have its own check pilots. Later that year, the FAST Board sent TRARON check Pilot Sid Snedeker to KDVT to examine two check pilot candidates—Don Andrews and Jim Goolsby. Both qualified on May 16, 1998 but Don took his checkride first, then let Jim borrow his airplane for the check ride, making Donald Andrews the very first check pilot for the Yak Club. The Yak Club later evolved into the Yak Pilots Association (YPA) and then our current organization, the RedStar Pilots Association (RPA).

Donald AndrewsHanding Off the Baton

In his career as a Check Pilot, Don Andrews has given a total of 70 check rides for the Yak Club/YPA/RPA, the EAA/WOA, T-34 Association, NATA and CAF-TRARON. On September 28, 2012, Don passed the baton to his son, Scott, who was recently selected by the RPA BOD to assume check pilot responsibilities in the Southwest region.

So many of us who received training or check rides from Don will never forget his ability to accomplish the ultimate goal of a safe, as well as a fun, formation f light. A debt of gratitude is owed Don for self lessly volunteering his time and expertise and helping the Yak Club develop into the RedStar Pilots Association with over 475 members. A grateful aviation community wishes Don Andrews success and continued happy f lying, having given so very much of himself to make the warbird community both safe and fun. Thanks Don!

Don leads a 3-ship with George Welin on his left wing, f lying his T-34 and Craig McCulley f lying his Nanchang, on Don’s right wing.Photos by Terry Shelton


maintenance hangarMods for Radial Engines

By Vladimir Yastremski [email protected]

Over the period of many years of working on small, radial-powered airplanes such as the entire series of Housai, AI-

14, M-14P and PF engines, as well as the larger radials, such as the Ash- 62 and Ash-82, I have seen improvements and modi-fications done by Vedeneev Design Bureau—step by step, each of these mods has made sense. Of course, once modified, these engines provided more power, better reliability, greater longevity and, most importantly, they were still safe.

In order to bring all these mods to fruition, many engineers spent thousand of hours producing supporting calculations. I’m sure hundreds of ideas have been delved into—some survived scru-tiny and went on to testing and some died on the drawing board. Unfortunately, these mods and improvements have been ham-pered by a strict regulatory process, creating difficulties and de-lays, to the point that some were obsolete by the time they were approved.

In recent years, here in the United States, we have started seeing similar interest in improving these engines, in order to extract more power. High compression pistons and rings, separate ex-haust stacks and automotive ignition systems are a few examples. There’s nothing wrong with that—and nothing new in that, ei-ther. So far, everything I have seen has already been bench tested, or ended its existence in the calculation stage, at the Design Bu-reau (DB) and Voronezh Mechanical Plant (VMP).

Throughout the years, we have been in contact with the DB and VMP, to discuss various matters. It always helped to have first-hand information on issues that were popping up here and there. After sharing the information with them and getting feedback on some of the mods being attempted here, we cooled down a bit. In July of 2005, at our request, we received a detailed list from one of the lead engineers on what the DB & VMP had been working on, along with the results. Even though this letter is seven years old, and may be somewhat dated, we thought the Yak/Nanchang community might be interested in seeing what they had to say.

Gentlemen,

As I promised to you before, here is more detailed information regarding our work on reciprocating, radial engines. I’m sure there is similar literature, available in the US, for comparison.

The question of developing more power from the stock M-14P engine has always been under consideration and several differ-ent approaches have been studied. Here is a list of a few ways we have examined this issue. There is no secret to it.

Increasing Compression RatioThis was accomplished by changing the shape of the top of the piston to a domed configuration. To allow for valve clearance, the cuts for intake and exhaust were deepened on top of the dome. By modeling, the maximum compression ratio (with ex-isting piston stroke) could reach as high as 8.5, but that was in the theory only. In practice, the magnitude of the compression ration is much less. As you know, the M-9F and M-14B models

have a compression ratio of 6.5, verses 6.3 for the M-14P. The increased ratio on the M-14B was accomplished by a slightly longer stroke.

Advantages: Simplicity and it decreases fuel consumption. The increase in power could be as much as 15%.

Disadvantages: Significant increase in the temperature cycle and stress in the complete cylinder/piston assemble group, es-pecially at the cylinder base studs—this would, no doubt, lead to a shortened TBO and lifespan of the affected parts, as well as reduce the safety margin. Another disadvantage is the neces-sity of increasing the counterweight mass to compensate for the, unavoidable, piston weight increase—otherwise strength might be compromised. This configuration also necessitates using higher octane gas, to avoid detonation. You would also need to replace the spark plugs with new, colder plugs. Obvi-ously, there are enough disadvantages.

Even though these disadvantages are obvious, several different pistons were built for test, with calculations indicating that en-gines could potentially achieve up to a 7.0 compression ratio—but the pistons were not installed in a test engine and never materialized in a production engine.

Water-Cooled HeadIts is possible to decrease head temperature by designing a wa-ter-cooled head as on the Teledyne TSIO-550, called the “Voy-ager” series— but that is complicated and increases the weight.

Increasing Crankshaft RPMThis can be accomplished by adjusting the prop governor.

Advantages: Does not require any modifications and increases power by 3-5%.

Disadvantages: Not to much, but does increase temperatures, decreases lifespan and TBO and increases wear and tear. At 3200 rpm, the engine gets into resonance with the magneto and the fuel pump, unacceptably magnifying the vibration lev-els of those components.

The max RPM could be increased up to 3100 rpm but above this, the magneto has to be modified or the gear ratio to the magnetos has to be changed—requiring a modification to the accessory case.

Changing the SuperchargerChanging the gear ratio of the supercharger impeller would in-crease power.

Advantages: up to some density altitude it has an effect, be-cause of the denser air/fuel mixture. No requirement to accom-plish a major modification of cylinder/piston group. This devel-ops approximately an 8-10% power increase.

Disadvantages: Theoretical calculations and actual tests have demonstrated that an increase of the gear ratio to more than 10.5 is not efficient because the power gained is almost equal


to the power required to drive the blower. The CHT is higher, al-though the temperature rise is slower. In any case, this method could be used without a big risk. Modifying the blower section for adequate oil sealing will require a redesign of the case, the impeller and the vanes. If that is done, the power ratio in gener-al could be increased significantly. In theory, the current impel-ler and vanes of the M-14P blower are not ideal for delivering even 400 hp.

This problem has been partially addressed on the M-9F engine, where the blower was completely redesigned, but that blower is still far from being ideal—especially at the blower exhaust outlets, which still have some design inefficiencies.

Installing a Single-Point Throttle BodyThis is accomplished by replacing the carburetor with single-throttle body injector.

Advantages: Could be done easily, without any changes to the motor. Increases power up to 2-3% and decreases, somewhat, fuel consumption. Also drops the temperature a few degrees. This mod, in combination with increasing crankshaft RPM, works well because the increase in temperature caused by the higher RPM is offset by this drop in temperature, resulting in a decrease in stress on the cylinder/piston group.

Disadvantages: Power increase is minimal, and it is necessary to design a new throttle body unit. The single-throttle body used in the US is not very adaptable—it requires an alternative fuel pump that will develop up to 20 psi. Also, there is a prob-lem with acceleration and a potential fire hazard. In general, though, this method could be used without creating signifi-cant, increased stress forces on the engine.

Installing Individual Fuel InjectorsLow-pressure, individual fuel injectors, similar to modern au-tomotive injectors, can be mounted in close proximity to the intake ports.

Advantages: Delivers a significant increase in power along with a decrease in fuel consumption. Fuel injectors also decrease the temperature cycle without increasing the stress on the cylin-der/piston group. Individual fuel injectors will lower the tem-perature by approximately 40 to 60 degrees Celsius. The theo-retical increase in power is approximately 10-12%.

Disadvantages: This is an expensive method, requiring the re-design of several engine components. In Russia these systems exist only in test cells, not on flying aircraft. However, these tests do show good results. The weight of the system is 4.4 pounds more than the carburetor weight. Overall, this method, combined with a redesigned blower, would potentially yield the best results. In theory, this combination could produce up to 450-460hp.

Increasing the Efficiency of the Induction SystemThis could be accomplished by using piston rings with mini-mal friction, installing electronic ignition and reducing oil con-sumption by using improved blower seals.

Advantages: All these methods do not required major changes to any engine components, potentially increase TBO, increase stability and reliability and reduce oil consumption.

Disadvantages: Requires custom intake and exhaust port work, similar to “hot rod” techniques, on the cylinders and the blower

impeller. Requires the manufacture of custom, low-friction pis-ton rings and special coatings for the cylinder walls and pis-tons. There are difficulties in acquiring and setting up a proper electronic ignition system. Each one of these would require expert attention, but the owner, following commonly known techniques, could attempt intake and exhaust ports modifica-tions. This alone is not going to yield a significant increase—maybe 3-5 hp, but better than nothing.

Redesign the Exhaust SystemAdvantages: If properly designed and installed, a potential in-crease about 3-5 hp.

Disadvantages: Difficulties in routing and securing nine indi-vidual pipes under the existing cowl.

Redesign the Blower and Intake Pipes for Max Power At a Specific RPM (Resonance Boost)Advantages: Does not require any changes to cylinder/piston group. There is no increase in the temperature cycle.

Disadvantages: Decrease in performance in any other, but the specific RPM. Difficulties in routing redesigned intake tubes in existing space. A total redesign of the blower will be required. Engine mounts have to be redesigned. These actual experi-ments have not been done, but the calculations show a poten-tial increase in power of up to 10-12 hp.

There are other of methods of increasing power, but they are mostly fine-tuning.

As a finale precaution please note the following:

• At present, the weakest point of the engine is the cylinder base studs, which have a safety factor of less than 1.5.

• Connecting rod cross-section safety factor is less than 1.85.• Intake and exhaust valves max temperature is only 30° Cel-

sius above maximum allowable CHT.• Cylinder head safety factor for long duration flight is only

10-15° C above the maximum allowable.• Blower shaft double-gear teeth could develop cracks after

as few as 100 hours at these increased power levels.• One has to be extremely careful when setting ring gaps,

which should be no less than 0.3 mm at the top of cylinder bore, where the choke is located.

• If the engine is modified by any method which will in-crease the CHT and oil temperature automatically, then us-ing heavier weight oil and more heat resistant material for valves and pistons would be required.

Personally, I would recommend NOT going overboard with compression ratio—this is a dangerous approach, because of safety issues.

I hope that information provided, above, will help you.

Good luck,

Michael Kovalev


Easton A Photo Essay By Don “Hawkeye” Spering/A.I.R.



A O A

Eight years ago, I installed the Proprietary Software System, Inc angle of attack (AOA) Pro system in my two year old Yak-

52TW. I did it because I grew up in the Air Force f lying F-4s for eight years and F-16s for 13 years. A religious understanding and management of AOA separated the Masters from the Grasshop-pers and governed everything we did to max perform these air-craft, in all phases of f light.

Before describing my system, let’s review AOA principles.

• AOA is the angle measured between the wing’s cord line and the relative wind.

• Increasing AOA increases the coefficient of lift (CL).

• At optimum AOA, the wing is producing maximum lift and minimum drag. To make your tightest, highest rate turn at any airspeed, you must pull G until you reach this optimum AOA. In an engine-out situation, you adjust your pitch atti-tude to achieve optimum AOA. This will yield L/D max, the most distance covered for minimum altitude lost. POH’s call this “best glide speed.” However, this speed is usually deter-mined at max gross weight, at one G and on an optimum day.

• Critical AOA is the angle at which the wing stalls. It is just slightly greater than optimum AOA.

• The wing will stall at any airspeed, in any configuration, in any attitude if you pull enough G to exceed the Critical AOA.

• When max performing the aircraft in extended trail, acro, gliding, takeoff, landing, or going cross country, we want to work up to optimum AOA to achieve desired perfor-mance. We do not want to exceed optimum AOA because that will degrade performance. We do not want to exceed critical AOA because that can kill us.

• Airspeed is the most unreliable gage of AOA because gross weight, density altitude, bank angle and G all have signifi-cant effects on stall speeds. The wing will stall at many air-speeds. The wing will only stall at one AOA. If we can install both a visual and aural indication of AOA in our aircraft, it will forever free us from the airspeed indicator and truly enable us to max perform, while avoiding stalled conditions.

My Yak is my little fighter. AOA is every bit as important when max performing Furball II as it was in my Rhino or Viper.

The first thing I did when I began my search was to establish my requirements. They were mostly based on what I had in my USAF fighters:

1. A heads up display

2. An aural-alerting component

3. No modifications to the current pitot/static system and no additional probes or vanes

4. Ease of do-it-yourself installation

I consulted Aviation Consumer magazine for their test, compari-son and best buy recommendations. Then, I went shopping at AirVenture 2003 and bought the AOA Pro system from Propri-etary Software Systems, Inc. Cliff Coy help me install it at my next condition inspection.

INSTALLATIONThe kit included everything except a heads up display mounting bracket and some additional length of electrical wire.

The system uses differential air pressure to determine AOA. We removed the right wing tip to locate the specific location for the pressure sensor. Then, we drilled three holes through the wing skin—one wing pressure port hole on the top and bottom and

By Terry “Mags” Slawinski [email protected]

Pressure port hole located on top of right wingtip.Photos by Terry Slawinski

Pressure port and drain holes located on underside of right wingtip.


one water drain hole on the bot-tom. The .040 inch pressure port holes are impervious to insects and resistant to water contamina-tion. On the inside of the wing, we glued and screwed the air pres-sure sensor to the corresponding top and bottom holes. The bottom water drain hole is used to insert a metal probe to depress the water

drain button during pref lights. Never has any water drained out.

Through the lightening holes in the leading edge of the ribs, we fished two, very thin plastic tubes and connected them to cor-responding barbs on the wing-mounted pressure sensor and the electronics unit (EU). The EU is about the size of a half-inch thick 4x6 card. We inserted a “T” fitting in the Yak’s pitot and static lines and connected the EU pitot and static ports to the ap-propriate “T.”

We mounted the two, push-button mode control and brightness switches in the upper left corner of the front cockpit (FCP) in-strument panel. We wired the EU to the Yak’s 28v power bus through a circuit breaker (CB) installed in a spare hole in the FCP right desk CB panel. The EU’s audio output was wired into the Yak’s intercom. Cliff fashioned a rectangular aluminum housing to protect the EU and mounted it behind the FCP seat, on the bottom of a cockpit cross-brace, so I could easily get to it.

To mount the heads up display right of center on the FCP’s curved glare shield, Cliff fashioned an aluminum bracket that would al-low the display to be mounted vertically. It was then wired to the electronics unit.

The last thing we mounted and wired was the f laps up/down switch. This was installed on the inboard trailing edge of the right f lap well. Total time for installation was about eight hours.

CALIBRATIONCalibration instructions were concise and easy to follow. There were two parts, a ground and f light phase. You can also run the calibrations as many times as you want.

GroundGround calibration required absolutely calm winds. The recom-mended method was to hangar the aircraft, close all doors, and eliminate any airf low. After powering up the EU, a couple button pushes inserted the pressure data from the top and bottom wing mounted pressure sensors into the EU’s memory. This took about five minutes to accomplish.

FlightIn-f light calibration took about 20 minutes during one sortie. The most precise calibration was accomplished with two pilots on board. The rear cockpit (RCP) pilot concentrated on f lying the profile and the FCP pilot concentrated on button pushing to insert the data into the EU. It was imperative to thoroughly brief the airborne profiles and required crew coordination. Once airborne, it was also imperative to practice the profiles and crew coordination a few times before doing the calibration.

There are two calibration maneuvers, f lown in the clean and then the landing configuration.

1. A zero G push-over, f lown at an airspeed in the middle of the green arc clean and inside the white arc, when configured for landing.

2. A wings level descent, using approach RPM at 1.15 times the, just determined, stall speed. This sets the high angle warn-ing AOA at which you will hear the aural warning. What you will hear is a girl’s insistent voice command “angle, angle, push.” She repeats this warning as long as you are at or above this AOA. When you hear it the first time, it WILL strike a familiar cord in your male psyche and you WILL comply!

The f lap sensor sends an up or down signal to the EU

Above: PTT and DIM buttons are used during the calibration and then the DIM button reverts to a dimmer that steps through varying brightness levels on the heads up display.Left: Heads up display mounted on the right side of the glare shield.


There are a number of vendors producing angle of attack systems that offer a variety of features and displays.

B. J. Kennamore has a Dynon EFIS installed in his Nanchang, so he opted for the Dynon angle of attack system, an optional feature that can be added to the display.

During calibration, the stall warning threshold can be set by the user. B.J. set his system at 10 knots below the stall. He also hooked up the audio portion of the system, so he can hear the system warnings. He says that it sounds somewhat like the buzz of a conventional stall warning, with increasing intensity as it approaches the critical angle of attack.

B.J. said, “I like the audio feature because I can keep my head outside the cockpit at all times, whether I’m f lying aerobatics, formation, or an approach to landing—I just f ly the tone.”

OPERATIONAL FLYINGOnce calibrated and verified, you are now freed from the air-speed indicator and protected from stalls at any airspeed, any attitude, any bank angle, any configuration, any G, any gross weight and any density altitude.

On the heads up display, four reference AOAs are easily recog-nized:

1. At Zero lift/zero G, all red, yellow, and green chevrons/bars are illuminated and you are light in your seat.

Electronics unit (gray box) is mounted between the front and back cock-pits for relatively easy access

2. At L/D max (best glide speed), the red and yellow chevrons/bars and the notched, green bar are illuminated.

3. At best approach speed, the red and yellow chevrons/bars are all illuminated.

4. At the high angle warning AOA, all red chevrons are illumi-nated and the girl is saying “angle, angle, push.”

To climb at max angle (Vx), pitch the nose up to set and maintain L/D max.

To cruise at best economy, adjust pitch and power to set L/D max. This will be around 100 mph at 10.3 gph. Nice fuel f low, but way too slow!

To set max range glide, adjust pitch to set L/D max.

To set best approach speed, adjust pitch to set best approach AOA and use power to control rate of descent.

To max-perform the aircraft, pull G as required to move the air-craft. To get the tightest/fastest turn, pull G until the high angle warning sounds, then reduce G slightly to silence the warning and confirm L/D max on the heads-up display.

To keep control of the aircraft no matter what you are doing with it, ALWAYS respond to “angle, angle, push!” It might just be a slight unload to L/D max or a complete unload to light-in-the-seat, if a stall/spin occurs.

There is only one optimum and one critical AOA. There are multiple airspeeds and conditions where these two AOAs oc-cur. Adding an AOA system with heads up and audio indications to your warbird will allow you to take off, land, cruise, and max perform with much more confidence and safety.

“Hey, dude, watch this” tempered with the girl saying “angle, angle, push,” will most definitely prevent a trip to the ER!

A O A


B.J.’s Dynon system photographed by Shannon Williams

The Dynon AOA system requires its own, separate pitot tube, seen here on B.J.’s Nanchang, outboard of the original. This location was chosen because there is an access hatch near-by and the tubing could be run along-side the tubing for the existing pitot system. The Dynon pitot tube has two ports, one to sense airspeed and the other to sense AOA.

The Dynon AOA system displays AOA in the lower left corner of the electronic f light information system (EFIS). In this photo, the aircraft is at rest and the display is not active. The threshold airspeed at which the AOA comes alive can be set by the user during system calibration. B.J. has set his threshold at 50 knots.


Congratulations to our pilots who have aChieved formation qualifiCation this quarter

Wingman Ortestes Lorenzo 8/11/2012 Mark Grant 8/24/2012 John Harte 8/24/2012 Flight Leader James Wilson 8/15/2012 Richard Martindell 10/19/2012

Certificate of Formation Qualification

Presented By The RedStar Pilots Association To:

____________________________

In recognition of the successful completion of the prescribed course of

formation training as required by the RedStar Pilots Association and the

Formation And Safety Team (FAST)

Aircraft Make, Model and Registration Number:

______________________________________________________

Recorded on this ______ day of __________ in the year __________

__________________________________ __________________________________

Qualifying Pilot

Check Pilot

The citizens of Porterville, having heard that All RedStar is coming back in late April, have already sent their daughters out of town. They have boarded up their windows and have a volunteer patrol out in the fields on guard for the mayhem that the RPA members will rain down upon their fair city.


Certificate of Formation Qualification

Presented By The RedStar Pilots Association To:

____________________________

In recognition of the successful completion of the prescribed course of

formation training as required by the RedStar Pilots Association and the

Formation And Safety Team (FAST)

Aircraft Make, Model and Registration Number:

______________________________________________________

Recorded on this ______ day of __________ in the year __________

__________________________________ __________________________________

Qualifying Pilot

Check Pilot

A trio of Yak-50 cockpitsFrom top to bottom:Keith “Frosty” Frost’s NX613BMJeffrey “Cat” Ying’s N5203VPat “Kato” Giery’s N50MY

pits


LAW LINE By Dave “Goatboy” Jester [email protected]

So You Want to Work on Your Airplane—FAR 43 and Experimental Aircraft

Okay, so you are looking at your airplane in the hanger and notice that something isn’t quite right, grease oozing from

a nut that holds a tire on, a strut that has depressed and will not extend because the nitrogen has bled down, tires that have gone bald, leaks coming from crush washers near the top of the cylin-ders…the list goes on and on. I can’t speak for each of you, but I have learned more about my Yak than I have ever learned about my Standard Category Aircraft (my last was an O-1E Birddog). The problem was, the FARs prevented me from working on her. I was limited to going to my A&P, saying the airplane was broken and that he needed to fix it. Of course, it always involved opening up my wallet and pulling out the dollars to pay for stuff I could have done had the FAA not been so picky. So, what is different about the Yak-52 or the CJ-6A (and for Dave Tan, the Marchetti SF260) that sits in my or your hanger, awaiting your loving touch (assuming you have the talent and desire)? We get to work on them—sort of. How is that so, you ask, leaning forward in your easy chair in anticipation? That is, because the rules relating to maintenance of aircraft don’t completely apply to experimental aircraft. This allows us to do lots of stuff to help keep our birds tweaked and airworthy.

FAR Part 43 controls maintenance, preventative maintenance, rebuilding and alteration of aircraft. As everyone likely knows, pilots who do not hold an A&P rating can perform preventative maintenance on General Aviation aircraft as defined by FAR Part 43, Appendix A, Paragraph C. Generally, that includes:

...removal, installation, and repair of landing gear tires; servic-ing landing gear shock struts by adding oil, air, or both; servic-ing landing gear wheel bearings, such as cleaning and greas-ing; replacing defective safety wiring or cotter keys; lubrication not requiring disassembly other than removal of non-structural items such as cover plates, cowlings, and fairings; making sim-ple fabric patches not requiring rib stitching or the removal of structural parts or control surfaces and the like.

So, you are thinking you are hosed. Do you prepare to open your wallet and pay the nice A&P for the privilege of repairing your bird? Maybe not. Being the intrepid air warrior that you are, you do some research and the FARs come to the rescue. You smugly place your wallet back in your pocket and pick up your tools, quivering in anticipation. “Eureka!,” you exclaim, FAR Part 43.1(b) specifically excludes experimental aircraft, allowing you to work on your bird. You excitedly read:

This part does not apply to any aircraft for which an experimen-tal airworthiness certificate has been issued, unless a different kind of airworthiness certificate had previously been issued for that aircraft.

So what does this mean? What can you do? To begin, we must understand the difference between a repair and an alteration of an aircraft. The FARs define a repair as maintenance that takes place to restore an aircraft to “condition for safe operation.” An alteration, however, is a change that adds to and/or removes from the aircraft’s configuration. So, in a nutshell, maintenance, ma-jor or minor, can be done by anyone (remember Part 43.1(b)).

But, be aware, your aircraft’s operating limitations may have a statement such as the following with regard to major changes:

The FAA cognizant Flight Standards Office must be notified, and their response received in writing, prior to flying this aircraft af-ter incorporating a major change as defined by FAR 21.93.

If you do not have such a statement on your operating limita-tions, then you can claim you do not have to notify the FAA. You may consider letting them know, to avoid any potential dispute regarding the reporting requirement. Once notification is re-ceived, an FAA inspector from the FSDO will determine whether he/she needs to come out and inspect the change and/or assign a new test-f light period. At my FSDO, the inspector may give you an OK by letter (which is often done). Should that occur it is important to save the letter and note the date, time, name, and change in your aircraft log book. If the inspector wants to inspect the aircraft, it is the same as when you first received your air-worthiness certificate. You may have to start all over because the major change may make the airplane “NEW” in the eyes of the FAA. Further information on this is covered in the FAA Order 8130.2C, paragraph 142, “Issuance of Experimental Operating Limitations.”

What about alterations? They are, understandably, treated differ-ently. If you alter the aircraft with a different propeller or engine, or change pistons or magnetos, as examples, then it is not the airplane for which you received an airworthiness certificate. It has become a new and untested airplane. If you alter your bird, you arguably must notify the FAA of your change.

So now you are getting confused. Look at it this way—you may use any combination of parts you wish as you assemble your air-craft for the first time. However, once you receive your airwor-thiness certificate you cannot alter it without getting the FAA to reinspect the “new” aircraft. For example, if your CJ-6A aircraft received its original airworthiness certificate based on the fact that the engine was a Housai H6A and you alter it by slinging on an M-14P—you have rendered it no longer within certification requirements. You must then notify the FAA of your change and receive approval for the change.


So where does that leave us? Anyone can normally work on an ex-perimental aircraft and sign off the work, including your fifteen year old son (I know that is a scary thought for some). That said, some FAA field inspectors do not believe this. So you need to gently remind them about FAR Part 43.1(b). “Remember kind sir, this part does not apply to any aircraft for which an experimental airworthiness certificate has been issued.” Also, remind him that the operating limitations, held by each experimental aircraft, re-place FAR Part 43. Look at your operating limitations closely, as each set can be different. They are also, typically, established by the local FSDO. Frighteningly, nothing prevents an FAA inspec-tor from placing a requirement in the operating limitations that

all work must be done by an FAA certified A&P.

Finally, most operating limitations contain a statement that says an annual “condition” inspection must be performed per the scope and detail of FAR Part 43 Appendix D. It also states that an FAA certificated A&P or repairman must perform this inspec-tion. Note, it says “A&P or Repairman.” It does not require an IA.

So, my aviator friends, if you feel comfortable working on your airplane, do so within the limitations set forth above. If you are not sure, call your A&P and break out your wallet.

Allison says, “I won’t fly with you unless you’re wearing a helmet.”


It will never happen to me—have you ever heard those words before?

On Thursday, Oct 25th, I was leading a f light of two into the Thermal, CA, air-port for the start of Desert Thunder VIII. I was f lying my T-34 with Michael Lipaz on my wing in his CJ-6. We were lined up for a pass over runway 35 at 500 feet, at about 150 knots. Then, suddenly, a large black bird came through my prop and struck my windscreen, continuing up, over the can-opy. I didn’t see the bird until an instant before it came through my prop. All I had time to do was bend my head forward so that if it came through the windscreen—at the very least, I would take the impact on top of my helmet. I was very lucky, the windscreen survived the impact, but the bird left some nasty scratches on both the windscreen and the top of the front cock-pit canopy.

It only takes one of these events to make you see the light. The question is, had I been wearing a baseball cap and a head-set and had that bird come through the canopy, would I be here today to write this article?

For years, people have heard me preach about wearing a f light suit and a f light hel-met. Our government has spent millions of dollars designing and manufactur-ing the proper attire for aviators to wear, while f lying our types of aircraft. I know, I’ve heard it many times before, “This is America and I don’t have to wear a helmet if I don’t want to.” But ask yourself—does wearing a helmet just protect you? What if you were Lead, or number three, in a 4-ship and you take a bird strike through

the windscreen while wearing a baseball cap? Would you survive? Would you lose control and possibly take out one or more of the other members of your f light? Is your baseball cap that much more com-fortable? Maybe, but it doesn’t provide you with any impact protection.

Christmas, is coming, you might want to think about this as a gift suggestion to a family member. Or simply something good for yourself, your family and your fellow f light members.

Only a feather and a stain remain on the pro-peller from the bird Maloco hit with his T-34. The propeller’s slicing the bird into smaller

parts may have saved him.

It happens in an instant and, as a pilot, you can only take the sucker punch for which the bird is willing to give its life. Luckily, this bird did not penetrate the windscreen, but it left scratches deep

enough to require a new windscreen.

By Michael “Viper” Maloco [email protected]


The 2012 Kingman Formation Clinic could hardly have been better, with perfect weather and spectacular hosts. Carl and

Jill of M14P Inc., really know how to put on a good time! Also, many thanks to Debi, who took care of everything for us—thanks girl, for a job well done!

Kingman is a unique location, located in northwest Arizona along the famous “Route 66.” The United Sates Army Air Corps developed it as a bomber training base during WW II. Once the hostilities ended, Kingman was identified as an ideal storage lo-cation and ultimately chosen as a disposal base for thousands of military aircraft. One can still scavenge the odd piece of a WW II bomber out of the dirt, where many of our most desired “war-birds” of today were simply chopped up. In more modern times, the Kingman airport still serves as a storage/scrapping facility for both airliners and freight carriers.

Thursday began with arrivals and a couple of training missions, followed that evening by a meet-and-greet at the Wine Cellar along old Route 66. Good wine and soft jazz music, played by lo-cal talent, provided the background for us to kindle new relation-ships and strengthen old ones.

Friday morning, as with all clinics, started out a with pilot briefing, followed by training f lights. As the f lying intensified, a request was for-warded for a Lead check ride. Rich Martindell performed f lawlessly and is now a new lead within the ranks of the RPA. Congratulations Rich!

M14P Inc., hosted Friday night’s dinner at its facility. Excellent food and, of course, adult beverages, helped to further strengthen rela-tionships for all in attendance. An abundance of laughter accompanied by several “There I Was” stories (with accompanying hand gestures) ensured everyone had a good time.

Saturday turned out to be another sensational, Arizona day. Seri-ously sunny skies meant that mission after mission were com-pleted, without the weather becoming a factor. By late afternoon, it was time to get ready for the banquet dinner in old town King-man. The restaurant was closed to the public for our event that evening—talk about having the place to ourselves! Once again, good food and camaraderie were the order of the day. With slide shows of our formation f lights playing in the background, speeches were given and awards handed out, including an origi-nal pair of Kingman Flight Wings from WWII!

Sunday morning arrived with a farewell to new and old friends alike. Upon departure, several “smoke on” 6-ship passes let ev-eryone know that the Kingman Formation Clinic had come to an end, as everyone headed home to reality. With the birds safely tucked away in the hangers, it was time to start planning for next year’s Kingman Formation Clinic.

The big smile on his face and the thumb’s up gesture confirms that War-ren “Floater” Hill enjoyed this year’s Kingman Formation Clinic.

Kingman Formation Clinic

Don “Stormy” Andrews leads a f light across the Arizona desert. The for-mation clinics in Arizona offer excellent training by experienced RPA

pilots such as Don.

by Scott “Munchie” Andrews, photos by Jill Gernetzke and Debi Curtis

Dick Stich, in his T-34, leads Larry Pine and Scott Andrews, both in CJs, with George Wilen in the #4 position in his T-34.


This beautiful city north of Los Ange-les, on California’s central coast, has

often been called the American Riviera. Normally, Santa Barbara is a sleepy beach town, with visitors coming from all over the world to enjoy the pristine beaches, walk State Street to enjoy the many stores and dine in the excellent, local restau-rants. But for a few hours on Veterans’ Day, everyone along the beach front area and State Street was treated to, not only the Veterans Day Parade with its old jeeps, half tracks, tanks, and military bands but, also, one of the best f ly-overs this area has ever seen.

The Veterans’ Day parade started at 12:30, sharp, and received an early wake-up call, by way of one of Santa Barbara County

Sheriff ’s Bell Huey 205 helicopters. It made two passes along State Street, draw-ing everyone’s attention to the sky above. At 12:40, two of the greatest WW II pro-peller driven American fighters, an F-6F Hellcat and a P-51 Mustang, sent a chill up the spine of the crowd with their throaty roar as they f lew up State street at 1,200 feet. At 1300 hours, the crowd looking south down State Street saw the Big Gaggle approaching. There were three f lights—

The Big GaggleOver Santa Barbara, CA

the first was a f light of three T-34s with a Nanchang, followed by a B-25 bomber being escorted with a f light of five Yaks and, finally, a C-47 with two Nanchangs on each wing. This big gaggle made two passes north up State Street and then two passes along the beach front, before Yaks and CJs broke away from the B-25 and C-47 respectively. The final pass of the day was made by the T-34 f light in a miss-ing man formation.

This photo was shot from one of the T-34s, look-ing back on the B-25 and C-47 f lights, as they were rolling in for their pass on State Street. For those in the air, the sights of the other f lights

was inspiring.

One of the best seats for the Veterans’ Day f light over Santa Barbara had to be in Scott “Gomez” Glaser’s Yak. Not only was he in the B-25 f light, but he could look ahead to see the T-34s and turn around to see the C-47 and Nanchangs. The weather was Chamber of Commerce perfect.


Sunday morning started out early with a 0930 briefing at Camarillo, CA airport. We were fortunate to have the Red

Eagles from San Diego as well as Tiger Squadron from Tor-rance, along with pilots from Tehachapi and Paso Robles.

At 1230 the Tiger Squadron took off to rendezvous with the C-47 Skywagon, which came in to Santa Barbara from another f ly-over. The join up was set for 4500’ at a distinct rally point, which went off without a hitch. Next to go was the B-25 with the Red Eagle Yaks in chase. They were to hold at the rally point at 3500’. Last f light was the T-34s and the Nanchang, the f light I led. We were to would hold at 2500’.With each f light joined up, and having a visual on the other f lights, it was time to head for the parade. Giving a quick glance over my shoulder, it was truly a sight to behold. It gave me a small appreciation of what one saw over Europe with planes heading for their targets inside Germany.

In talking with one of the pilots, I lamented the fact that I was sorry I was leading this whole Gaggle, as I’m sure this was going to be something to see. That night when I returned home, my wife Ginny said that she and one of her girlfriends watched the f ly-over on State Street and said of all the air shows she’s been to with me, this was, by far, the best thing she’s ever seen.

Darrell “Condor” Gary and Duke “MADDAWG” Molter, of the Red Eagles, held their positions on the right wing of the B-25.

Scott “Gomez” Glaser f lew stinger, tucked in smartly behind the B-25.

The smiles on the participant’s faces is a good indication of how much they enjoyed the f light.

By Michael “Viper” Maloco [email protected]


Partcipitating Planes and Pilots

Huey: Gregg Weitzman F-6F: Steve McCartney P-51D: Darren Moore

The Big Gaggle Lead in T-34s:

#1: Michael “Viper” Maloco # 2: Ron Alldredge. # 3: Marc “Big Daddy” Russell. # 4: Ron “Little Wood” Lee (in CJ) # 5: Terry “No/Go” Norbraten (Didn’t fly, because of mechanical)

Flight #2 B-25: Pilot - Dana Dorset, CoPilot - John Garlinger

Escort Yaks:

# 1: Andrew “Limey” Webb # 2: Mark “Weeds” Weidhaas # 3: Darrell “Condor” Gary # 4: Duke “Maddawg” Molter # 5: Scott “Gomez” Glaser

Flight #3 C-47: Pilot - Sherman “Rugdance” Smoot Escort Nanchangs:

# 1: Doug Zeissner # 2: James “Bear” Bu # 3: Pete “Eeyore” Fowler # 4: Gil “NAFOD” Lipaz

Tiger Squadron forms up on the C-47. From left to right: James “Bear” Bu, Doug “Doug” Zeisner, Pete “Eeyore” Fowler and Gil “NAFOD” Lipaz.

With smoke on, Marc “Big Daddy” Russell does a missing man pull away from the T-34 f light, in its last pass over the parade.

Photos by Robert “Speedo” Genat, Eric “Shooter” Van Gilder & Jamie Toombs


Flight Lead Corner By Steve Dalton [email protected]

“A man’s got to know his limitations.”—“Dirty” Harry Callahan, (Clint Eastwood), Dirty Harry

A classic Clint Eastwood line that we all need to keep in mind whenever we go f lying. In this issue of Flight Lead Corner

I’d like to discuss how it applies to all of us and, in particular, to f light leaders.

Obviously, each pilot in a formation f light needs to know his own personal limitations. We all have them—and they will vary from day to day, even from f light to f light. Your recency of formation f lying, your physical condition (You are rested and hydrated...right?) and your previous formation and aerobatic experience are just some examples of what each of us must keep in mind before we take off. If you are tired, dehydrated, or haven’t f lown forma-tion/acro in several months, do not allow yourself to be part of a demanding and complex formation f light. Know your personal limitations!

Keep in mind that no matter how high you set your personal limitations, it is possible to find yourself in a situation where you realize you are in over your head. You must recognize when this happens and acknowledge it to yourself. Do not allow self-denial to cause you to bust your butt. Speak up in the briefing, if the planned f light exceeds your limitations. Break out of the forma-tion and/or call a “Knock it off,” if your limits are pushed too far. Do NOT allow yourself to end up in a position which exceeds your abilities.

Ok, so how does a Flight Lead apply all this while leading a f light?

It starts before the briefing. You cannot plan a f light without knowing the abilities and limitations of everyone in your f light. Sometimes, this information is easy to gather—like when you often f ly with the same bunch of guys. But sometimes you may have to seek out and talk with your wingmen to get a feel for their abilities and limitations. If you have never f lown with someone, you’ll want to ask about their experience levels, recency of for-mation f lying, their personal limitations and their comfort level with the planned f light.

For example, if your #4 wingman has very little acro experience you would not want to plan to f ly 4-ship, extended trail with over-the-top or rolling maneuvers. Or, if he is a very low time formation pilot, a planned four G pitch-up break to downwind with two-second spacing would not be a good idea.

During the briefing, listen carefully to questions or comments from your wingmen. They may be trying to express their con-cerns about their ability to f ly the briefed plan. Never, repeat, never walk out of a briefing knowing you have a wingman who is uncomfortable with the plan. You must either replace the wing-man with someone capable of comfortably f lying the plan, or change to the plan.

Once airborne, keep an eye on your wingmen for signs that they are approaching their limits. Don’t immediately take your wing-work to 90° of bank. Gradually work in steeper bank angles, G loads and pitch angles while observing your wingmen. If one of

them is struggling to remain in position, do not challenge him further until he can hack the current maneuvers.

Make sure you monitor your wingmen during rejoins and ex-tended trail. If #2 is too aggressive, gets very acute of the rejoin line and goes belly up to you in a attempt to salvage his rejoin—don’t wait for him to realize he has exceeded his limitations—di-rect him to break out and follow up with directive communica-tions if necessary to keep him out of danger...”Bigdog 4, roll wings level and then pull out to level f light.” If, during extended trail, you see #4 in a steep vertical dive as he approaches the briefed hard deck altitude—call an immediate “Knock it off ” and, if nec-essary, direct him to recover to level f light.

To sum it all up, never expect your wingman to recognize that he has exceeded his abilities or limitations. Act immediately to prevent an unsafe situation from developing and then never hesi-tate to give him precise, directive communication to ensure his safety. After landing be sure to cover it all during the debrief.

I f you’re like me, constantly replacing bulbs in your Yak or CJ is not something you look forward to. The heat radiated

by bulbs like the GE1864, combined with the vibration in our planes, makes them limited to just a few hours of life, espe-cially in confined spaces, like our gear indicators. Some have previously found LED replacements, but the cost has been pro-hibitive—until now.

I recently found 24V 9mm (BA9) miniature, bayonet base, LED bulbs on eBay for $2 each (sold in pairs), with free ship-ping. They are made by Alpentech and are functional/form fit replacements for our incandescent 24/28V bulbs. I was able to replace all the indicators in both cockpits of my CJ for just over $50. Order red and green LEDs to work in concert with your red/green lenses in the warning and gear indicators. They are brighter than incandescent bulbs, daylight visible, produce no heat, and use less power. Best of all, these are a permanent replacement.

The only incandescent bulbs I still have in the cockpit are for my Grimes lights, because some LEDs cannot use traditional rheostat dimming controls. Do an eBay search for Alpentech bulbs and order a few sets. You won’t be sorry.

LED Bulbs

by Mike “Beav” Carter [email protected]

gadgets


FAR 61.58—Answers to the Common QuestionsBy Zach “Z” McNeill [email protected]

As of October 31st, 2012 all turbo jet powered aircraft owners are required to complete an annual check ride with an FAA

Examiner, if they desire to carry a passenger in their aircraft.

As I travel around the country to conduct aircraft and rotor craft initial and 61.58 check rides, I have run across many theories on the genesis of this regulation and who is actually required to take a check ride. The modification of this regulation had nothing to do with the jet warbird community.

The actual intent of the modification to FAR 61.58 was to ensure that the thousands of new single-pilot small business jets that, hypothetically, were going to f lood the market in the early part of this century, had the necessary level of training and standardiza-tion to operate safely. This “massive” group, at the time, did not have any substantial, annual check ride requirement. The speed and complexity of these jet aircraft demanded a higher level of skill and proficiency. FAA historical trends indicated an increase in mishap rates among pilots who migrated to higher perfor-mance aircraft. These indicators led the FAA, aviation business and legal counsels to modify the regulation in an attempt to miti-gate these risks. The addition of turbo jet terminology to chapter 61.58 was the negotiated solution.

The jet warbird community was an unintentional addition to the requirement. Organizations like the EAA and CJAA aggressively and effectively worked with the FAA to ensure the modified reg-ulation considered the unique requirements of this group.

Let’s break the regulation down into the five “Ws.”

1. Who is required to take the check ride?

If you own or operate a turbo jet aircraft as PIC and would like to take a passenger for a f light, you must perform one 61.58 check ride or equivalent per year. If you closely read paragraph (d)(5)(i), you will see that it clearly states that you are only required to take a check ride in one of the experimental turbo jet aircraft that you hold an authorization to f ly.

The regulation identifies several alternate means of compliance. These may be referred to as equivalency rides. If you currently do an annual check ride in a turbo jet powered aircraft, you are not required to do one in your jet warbird (see parts (d)(5)(ii)(iii)(iv)(v)). For example, if you accomplish one of the following you will not be required to complete a 61.58 check ride in your aircraft:

• Airline check ride

• Military (fixed wing turbo jet) annual check ride

• Corporate, type rating check ride

• Own your own private corporate turbo jet and accomplish an annual check ride

• Complete an initial check ride in an experimental turbo jet warbird

If you are not eligible for an alternate, you will need to complete a 61.58 check ride in order to carry passengers.

2. What is required for the ride?

A candidate will need any turbo jet aircraft and an examiner. Unlike a biannual f light review (61.56), the 61.58 is a check ride. It, therefore, requires a unique FAA examiner. In the case of ex-perimental warbird jets there are two types of examiners—Ex-perimental Aircraft Examiner (EAE) and a Pilot Proficiency Ex-aminer (PPE). An additional requirement is that the EAE or PPE must be rated or approved to complete the 61.58 in the aircraft in which you propose to take the check ride.

Ensure the aircraft that you are using for the check ride has all the required paperwork. At a minimum, you should have:

• Letter of operating limitations

• Airworthiness (posted properly in aircraft)

• Registration (posted properly in aircraft)

• Weight and balance

• Operators handbook (aircraft manual)

• Program letter

• Parachutes installed and inspection cards current

• Current periodic inspection documentation

If you are in doubt, call your examiner and clarify the issue be-fore he gets there. It would be horrible not to f ly, just because of an avoidable paperwork issue!

3. Where can I take the check ride?

Check ride locations are as f lexible as you are. They are gener-ally completed at the owner’s local airport, but may be conducted anywhere the examiner and the candidate agree to meet. There are a couple of examiners that own and operate their own air-craft, so, if an owner/operator desires, they can complete their check ride at the examiner’s location.

4. When should I schedule a check ride?

If you are in need of a check ride now, find an examiner that you can work with and schedule a f light. Take your time, talk to friends in the industry and make sure you be will be happy with your examiner.

The goal is to find an individual who knows your type of aircraft well and has the ability to challenge you in the briefing and the f light. Look at the check ride as an opportunity to demonstrate your knowledge.

Once you talk to the examiner, identify a time of year that is beneficial to both of you. If you live in the northern part of the US, consider leaving January and February out of your proposed schedule.

The goal is to establish a long-term mentor type relationship that results in an annual review of your piloting skills from someone you can call upon during the entire year.


FAR 61.581Pilot-in-command proficiency check: Operation of an aircraft that requires more than one pilot flight crewmember, or is turbojet-powered.

(a) Except as otherwise provided in this section, to serve as pilot in command of an aircraft that is type certificated for more than one required pilot flight crewmem-ber or is turbojet-powered, a person must—

(b) (c) (d) Do not apply (DNA) to Experimental turbojet aircraft…………………..

(d) The pilot-in-command proficiency check required by paragraph (a) of this section may be accomplished by satisfactory completion of one of the following:

(1) (2)(3)(4) Are not relevant to this article……………………….

(5) For a pilot authorized by the Administrator to operate an experimental turbo-jet-powered aircraft that possesses, by original design or through modification, more than a single seat, the required proficiency check for all of the experimental turbojet-powered aircraft for which the pilot holds an authorization may be accom-plished by completing any one of the following:

(i) A single proficiency check, conducted by an examiner authorized by the Administra-tor, in any one of the experimental turbojet-powered aircraft for which the airman holds an authorization to operate if conducted within the prior 12 months;

(ii) A single proficiency check, conducted by an examiner authorized by the Administra-tor, in any experimental turbojet-powered aircraft ( e.g. , if a pilot acquires a new autho-rization to operate an additional experimental turbojet-powered aircraft, the check for that new authorization will meet the intent), if conducted within the prior 12 months;

(iii) Current qualification under an Advanced Qualification Program (AQP) under subpart Y of part 121 of this chapter;

(iv) Any proficiency check conducted under subpart K of part 91, part 121, or part 135 of this chapter within the prior 12 months if conducted in a turbojet-powered aircraft; or

(v) Any other § 61.58 proficiency check conducted within the prior 12 months if con-ducted in a turbojet-powered aircraft.

(e) The pilot of a multi-seat experimental turbojet-powered aircraft who has not received a proficiency check within the prior 12 months in accordance with this section may continue to operate such aircraft in accordance with the pilot’s au-thorizations. However, the pilot is prohibited from carriage of any persons in any experimental turbojet-powered aircraft with the exception of those individuals authorized by the Administrator to conduct training, conduct flight checks, or per-form pilot certification functions in such aircraft, and only during flights specifi-cally related to training, flight checks, or certification in such aircraft.

(f) This section will not apply to a pilot authorized by the Administrator to serve as pilot in command in experimental turbojet-powered aircraft that possesses, by original de-sign, a single seat, when operating such single-seat aircraft.

(k) Unless required by the aircraft’s operating limitations, a pilot-in-command of an ex-perimental turbojet-powered aircraft does not have to comply with the pilot-in-com-mand proficiency check requirements in paragraphs (a)(1) and (a)(2) of this section until October 31, 2012.

5. Why should I want to take this check ride?

This is a question that I receive daily and generally it is worded as follows, “Zach why the %$&@ does the FAA require me to take this extra check ride?” Initially I had the same sentiments—why is the FAA throwing another requirement at our group?

This rule, initially, was perceived as an-other tool for the FAA to curb and/or eliminate the operation of these types of aircraft. I can’t tell you, unequivocally, if this was true or not, but I can tell you that everyone that I have worked with on both the FAA side and the operators’ side has one primary focus—we all want to reduce the mishap rate associated with our air-craft.

A requirement for one check ride a year is a good idea! It allows each of us to refresh our skills under the skillful eye of an FAA examiner. Careful planning and prepara-tion for the check ride will result in a posi-tive event for each pilot, individually, and benefit the community as a whole.

The requirement for an annual check ride is not, necessarily, the ultimate solution to reducing our mishap rate, but a communi-ty that embraces the need for standardiza-tion and individuals that pride themselves in the successful completion of each f light will go a long way toward that end.

The Way Forward

Good regulations provide a framework in which professionals operate. The require-ment for an annual check ride is a positive requirement for our community.

Take the time to prepare for your check ride, develop a lasting relationship with an examiner and demonstrate leadership through the professional operation of your jet warbird every time you strap it on!

Zach McNeill is a warbird enthusiast with hundreds of hours logged in 11 types of warbird aircraft including the MI-24 attack helicopter and the Mig-17. He currently op-erates his L-29C out of Blair Municipal Air-port, near Omaha, NE. He is the first new Experimental Aircraft Examiner selected in years. If you are need of his services or have further questions, please visit www.Warbirdseast.com or call 619-227-3327.

See J. McClellan’s article on the history of this regulation’s evolution:

http://www.eaa.org/news/2011/2011-10-20_recurrent_training.asp

A detailed list of EAE’s and PPE’s can be found here:

http://www.warbirddepot.com/links_sae.asp


Posters, especially political posters, have been around for hundreds of years. They jumped to an art form during the WWII with each side using them to promote its war effort. During the Maoist period of communist China, propaganda posters were extensively used to motivate its citizens and sway international opinion of its policies.

China’s modern military propaganda posters feature the latest in digital graphics and style. The poster above features four SU-27 Flankers in what can best be described as a sloppy gaggle. On the right, China’s PLA has been integrating more women into f light status but certainly not f lying front line jets as this

poster suggests.

Both of the posters above depict Chinese pilots from the 1950s. The text on the poster on the left says, “Get ready for enemy attack.” The poster on the right simply features the handsome young pilot, in a masculine pose, with several Migs f lying in the background.

More recently, especially during the 2008 Olympics, posters were used underscore China’s pride and prominence in the world. China still uses posters today to emphasize its people and military. Today’s Chinese posters use high quality photos and digitized images whereas in the past it used hand painted art.

Chinese Military Poster Art


ANd there I was...What Just Happened?

By Reade Genzlinger [email protected]

You know the guy thing about asking for directions when you’re lost? Well, read this. It’s about that moment we all

dread—when something happens and we have that “what do I do now” experience followed (or maybe preceded) by the thought “this isn’t happening to me…” which comes just after the “Oh, sh*t” part. At this point, you abandon the guy thing and ask.

So there I was, ready for the pitch out to line up for the target. It was a big mission—20 planes in five, 4-ship f lights. I was Lead for the second f light. The target, a truck parked in the grass be-tween the runway and taxiway, had no chance (although it had never been hit in the last three years). Strategic bombing at the Easton Airport, (KESN) has yet to be perfected, but the enter-tainment value is pretty high. Ordinance was a rubber chicken with a large, red ribbon tied around its neck. The crowd loves it and it’s a good fund-raiser. But it helps a lot to remember the mis-sion brief to make it work.

Ah yes, remember the briefing? Pretty basic stuff. Fly down ini-tial in echelon for a left break. After the break, your f light is in trail on the left downwind. You come off the perch and descend in the base to final turn to line up for the chicken drop. After the drop, you pull up and off the target to the right, so you are turning away from the f lights behind you that are still streaming down the left downwind.

But, what happens if you make the turn in the wrong direction? Yup—a monumental, complete and total brain fade of epic pro-portions hit me, which means that I just took my fight in the wrong direction. It only takes a few nano-seconds to realize the mistake, but it takes your mind a few more seconds to process the fact that you just screwed up in a major way. Did I really just do that? What happens next is key. It is critically important and totally vital to the safety and ultimate success of the f light.

What are you thinking at this point? Have you come up with your action plan? What do you do next? You don’t have a lot of time to analyze things—you’re not sitting at a desk taking a test. You’re in the thick of it with three wingmen formed up on you, going 125 knots, surrounded by 16 other guys who are assum-ing everyone is on the same page. At one level, it’s pretty basic and simple: lost sight—call it. Human nature is an interesting thing, however. Most people don’t like to admit that they’ve made a mistake. Most people want to fix things they mess up. Pilots are creatures of habit—they have checklists and follow procedures and expect things to happen in a certain order. When the normal order of things is interrupted, they know there is a problem. We, as pilots, are trained to then address the problem. And this is ex-actly what happened. The training kicked in and I made the call, “Redstar Lead, Splinter Lead is lost sight, climbing through 2300’ over the airport.” The climb positioned my f light above everyone

else and allowed me to reacquire a visual on the other players. I admit that it was hard to make that call admitting failure? Let-ting 19 other guys know you messed up? So what? It happened. Deal with it. Safety of f light. I lost sight, so I made the call. No questions asked. It is interesting that as soon as I made the call and Redstar Lead responded, all the stress and trepidation I was experiencing went away immediately. The third f light called vi-sual, Lead issued instructions and we joined up rather quickly and resumed the f light.

I’ve thought about this a lot. What the heck was I thinking—or not thinking. Did I REALLY do that? I’ve done the chicken drop a bunch of times—not that difficult. What I’ve come to realize is that it doesn’t make any sense to obsess over these things. The important thing is to be prepared, because you know that these things happen. Doesn’t matter why (that’s for the debrief). What matters is recognizing the situation and then making decisions and taking action to address it. Immediately. That is the training.

Many of the Northeast Raiders are former Navy, Air Force and Marine Corps pilots who are beneficiaries of the best training in the world. Through the FAST program and the Raider’s collec-tion of IP’s, I too have been a beneficiary of that training and it is superb. There is nothing like learning from real life situations. Every f light, every brief and debrief is a learning experience. I hope that the process is never open to short cuts or compromised. It is clear that there is no one in the group that isn’t continuing to learn.

I am most appreciative of the time given to all of us by our in-structor pilots. Keep it up and we will continue to have great fun trying to hit the target with those deadly rubber chickens.

Most people don’t like to admit they’ve made a mistake.

Reade with Rob Mortara and Tim Stevens on his wing over the Eastern Shore of Maryland (photo by Don Spering/A.I.R.)


The RedStar Pilots Association is a not-for-profit organization dedicated to the safe operation of all aircraft. For further information or to become a member, please visit: www.flyredstar.org

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Forward all non-deliverable mail to:RedStar Pilots AssociationC/O Byron Fox80 Milland DriveMill Valley, CA 4941

Forward all non-deliverable mail to:RedStar Pilots AssociationC/O Byron Fox80 Milland DriveMill Valley, CA 4941

Andrew “Limey” Web and Mark “Weeds” Wiedhaas hang off the left wing of the B-25, over scenic Santa Barbara harbor and pier, on Veterans Day 2012.

Photo by Jamie Toombs

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