fatboyz aviation newsletter

© 2003 FatBoyz Aviation All Rights Reserved May 2003 Edition of 23

FatBoyz Aviation NewsletterMay 2003

I N S I D E T H I S I S S U E

1 Spotlight DKX, submitted by Bob Davis

6 The Keys Sojourn, Buz Witherington CFII

9 Idaho Backcountry Flying, Brandon Hughett ATP CFII

12 Flying IFR, Daryl Moore CFI

13 Young Eagles Day!, Don Miller PP-ASEL EAA Ch 17 Chairman

16 Why I Fly Young Eagles, Michael Mahoney EAA 620992

17 The Checkride from Hell, Mark Collins CP-ASEL

19 What I learned from that, Buddy Farmer PP-ASEL

20 Localizer Hardware, Thad Phillips PP-ASEL

Welcome to our 5th issue!Thanks to everyone contributing to our newsletter andthe responses received. The Fatboyz are a group oflocal pilots and aviation enthusiasts based at DKX.Our goal is to promote GA activities at the island andprovide pertinent to our community.

Visit the FatBoyz web archives for updated weekendflying schedules for those $100 hamburgers, links toflight planning and weather sites, information for localaviation resources (flight schools, CFI, AME, DE, I.A.A/P, insurance) and information pertinent to our localaviation community.

http://www.geocities.com/fatboyzaviation

SpotlightDKX – HistoryBob Davis, CFI DPE

Knoxville Aero Corporation Bringsfirst Aeroplane to Town

The 1922 Factory Price List that a Curtiss Standardwith either a C-6 or K-6 Motor cost $3600.00 FOBGarden City, L. I. The K-6 Curtiss-Kirkham engine,developed before the C-6, provided only 150horsepower at 1700 rpms using regular gasoline. Theplane flew from a field bordered by Kingston Pike andSutherland Avenue several hundred yards west ofthe first McGhee Tyson airport. It is now a residentialarea west of the University of Tennessee Golf Rangeapartments. The aeroplane was promptly put to useand a fancy christening was well attended. Let’s readseveral articles form the newspapers:

“Expect Airplane Here By Sunday,” KJ&T,August 26, 1921.

“The Knoxville Aero Corporation’s (brand new CurtissStandard) ship “Knoxville” is expected to arrive hereSunday. The plane will be flown from Garden city,N.J. where it was constructed according tospecifications for the Knoxville flyers. It will be pilotedby Capt. Billy Brock, who will be accompanied byGeorge Chambliss, the former associated with JerseyRingel, the daredevil aerial acrobat, is well known inKnoxville. Mr Chambliss is the pilot selected tohandle the ship for the Knoxville Aero corporation.The flight will approximate 1,000 miles.

Spotlight DKX continued on page 2

http://www.geocities.com/fatboyzaviation


Spotlight DKX continued from page 1


“Airship “Knoxville” Made Many Flights Todayfrom Local Field. Aerial Craft Arrived LateYesterday. Its Flying Time From Garden City, 1,000Miles Distant, Being About Eleven Hours –Magnificent Ship, Superior to Any Yet Seen inKnoxville, is Owned and Operated by Knoxvilliansand For Knoxvillians,” KS, September 1, 1921, p. 1.

The airship “Knoxville” arrived yesterday afternoon asstated in the Night Edition of The Sentinel in charge ofPilot Billy Brock of Chattanooga assisted by Geo. E.Chambliss to whom the ship is to be turned over.

In the flight to Knoxville from Garden City, Long Island,a distance of about 1,000 miles Messers. Brock andChambliss relieved each other in flying the ship. Thiswas easily accomplished as the ship has dual controlsand can be flown from either back or front seat.

The ship is by far the prettiest and most gracefulaircraft that has ever visited Knoxville. It is a beautifulbuff color, the wings are forty-four feet across, thelength of the ship about thirty-four feet, on both sides ofthe fuselage, or body of ship, the words “Knoxville” ispainted in black lettering. On both sides of the rudderappears the name of the corporation “Knoxville AeroCorporation.” The motor is the latest type Curtiss C-6,six-cylinder, which turns up 1,750 revolutions perminute and delivers 160 horse power making a speedof ninety miles per hour. But on long trips the cruisingspeed is little less as it is wise to throttle down andsave the motor of strain. The crankcase and manyparts of the motor are aluminum alloy, thus reducingthe weight. This motor has dual valves, exhaust andintake, dual ignition, electric self-starter. Motor is watercooled, having two radiators, one on either side of theship.

One of the pilots stated that they left Garden City, LongIsland at 4:30 Monday afternoon, flying over JamaciaBay and following the Delaware river to Curtiss field atClemmenton, N.J., just eighteen miles out ofPhiladelphia, where they landed a few minutes after 6o’clock. Leaving there Tuesday morning at 8:30,arrived at Bowling field Washington, and about twohours were consumed getting there on account ofdelay in getting gas. After leaving Washington the nextstop was Lynchburg, where they landed in a field aboutsix miles out at 1:15 p.m., and had considerabletrouble in getting a supply of gas and were unable toleave there Tuesday afternoon. An unusual amount ofgas was consumed on account of having a head-windof over twenty miles all the way down from LongIsland. They left Lynchburg at 7:30 Wednesdaymorning, stopped for gas at Rural Retreat for gas, wereoff in a few minutes and landed again at Kingsport forgas and lunch; left Kingsport at 1:45 p.m. and arrived

in Knoxville flying into the new field with perfect safetyat 2:50 p.m.

“First Distribution of Knoxville Newspaper byAerial Navigation; Airship “Knoxville” is Carrier(from field near Cherokee Country Club (onSutherland Ave)), Home Edition Showered toReaders in Mascot, Jefferson City, Morristown,Newport and Dandridge,” KS, September 3, 1921,pp. 1, 22.

Today’s Home Edition of The Knoxville Sentinel will goby aeroplane to readers in Mascot, Jefferson City,Morristown, Newport and Dandridge. This will be thefirst aerial delivery of any Knoxville newspaper. In fact,it is the first in East Tennessee.

The handsome, new aircraft “Knoxville,” property of theKnoxville Aero corporation, which landed in the localaviation field Wednesday afternoon fresh from theCurtiss factory in Garden City, L.I., will make the flightand in record time.

According to the program, the ship will sail from theaviation field near the Cherokee Country Club about 3o’clock this afternoon. Flying directly to Mascot, andwhere a bundle of papers to be circulated amongreaders at that place will be “dropped” from the planefor delivery by the Mascot agent of The Sentinel.Thence the plane will proceed with winged speed toJefferson City, Morristown, Newport and Dandridge.

At Mascot the papers will be delivered at a point in afield near the Southern railway depot. At Jefferson Citythey will fall upon the campus of Carson and NewmanCollege, at Morristown, the scene of the delivery will bethe race track, at Newport they will “shower” near theSouthern railway depot, and at Dandridge the courthouse square will be the objective.

The Sentinel’s agents in each of these towns wereinstructed in advance by telephone this morning, to theeffect that a delivery of today’s papers to them wouldbe made by aeroplane, and to be on the lookout forThe Sentinel “Shower” shortly after 3 o’clock.

It is expected that the entire circuit of these towns,including about ninety-one miles by air line, will bemade within ninety minutes. It is not the purpose of theship to stop enroute, but to keep on the wing until theround trip is completed. However, it will “fly low” overeach of the towns visited.

Local Boy as PilotOn this Sentinel delivering flight the ship will be pilotedby George E. Chambliss and J.G. Ray, the latter of




Chattanooga, and both of whom are licensed andexperienced pilots. Mr. Chambliss has been selectedby the directors of the Knoxville Aero Corporation asthe official pilot of the ship “Knoxville.” He was in thearmy aviation service during the world war, and alsohas had comprehensive training in commercial flying,which is considerably much less hazardous than wasthe world war flying.

The ship “Knoxville” arrived here Wednesday afternoonfresh from Curtiss field and factory, at Garden City, L.I.The flight was made in eleven hours time and thedistance being about 1,000 miles. Stops were mad eatPhiladelphia, Lynchburg and Kingsport, at each ofwhich places gas, oil and water were taken on. Theship uses “high test” gasoline, which is a factor forsafety and speed, increasing the efficiency of the motor(so it generates an extra 10 horsepower). On the “hop”from Garden City to Knoxville the ship was flown by“Billy” Brock of Chattanooga, and George E.Chambliss, of Knoxville. As it is a “dual control”machine, either of the two pilots may direct its course,and Messers. Brock and Chambliss thereforealternated in driving. Mr Chambliss brought the ship inunaided from Kingsport to Knoxville, and made thelanding at the aviation field near the Cherokee Countryclub, which was all prepared to receive the ship.

Christening Next MondayThe formal christening of the “Knoxville” will occur nextMonday afternoon, Labor Day. Ceremonies will beginat 2 o’clock and the festivities and flying will continueuntil 6 o’clock. The field has been prepared for theoccasion. A brass band will be present to discoursemusic preliminary to and during the earlier periods ofthe afternoon. One or more addresses will be made.

At the conclusion of the formalities, the ship will beavailable for commercial flying, a fee being charged.This has been fixed at $10 for one person and $15 fortwo persons, and each flight will be of about ten tofifteen minutes.

Gov. A.A. Taylor was formally invited to be present atthe christening and to deliver an address. However, hefound it would be impossible for him to attend, andtoday he wired President Chambliss to that effect,expressing his regrets at his enforced absence.

Judge H.B. Lindsay will deliver the address for theoccasion, making the formal christening eulogy, and, inhis characteristic way, foretelling the possibilities ofaviation and what it will mean to Knoxville. JudgeLindsay is entertaining always, and his speech will be adistinctive feature of the ceremonial Monday.




Miss Margaret Lockett, daughter of Mr. and Mrs. A.P.Lockett, has been selected to christen the ship. Herparticipation will be in connection with the address byJudge Lindsay. Miss Lockett is a charmingly attractivegirl and her part to the program will add no little to theextreme interest of her friends and the public.

Although it is to be the policy of the corporation to haveno “stunt” flying as a commercial proposition, as hasbeen explained, at the festivity on Monday it isexpected. Several “loops,” “dives,” “nose dives,” andother aerial acrobatic events will be presented, for theentertainment of the big crowd that is expected to beon the field. These “stunts” are promised by J. BenFaulkner and J.G. Ray, two very experienced aviatorsof Chattanooga. They promise to please and entertainthe crowd.

Public is InvitedThe public is cordially invited to attend the christening.There will be no admission fee to the field. It will beopen to everyone, consistent with keeping out of thebounds that are to be reserved for the operation of theship. Police and county officers, assisted by BoyScouts, will handle the crowds, to avoid congestionand hazards and to keep every one well away from any“danger zone.” This work will be directed by the safetycommittee of the Aero Corporation.

The aviation field is located near the Cherokee Countryclub. It may be reached by the Lyon’s View street car,passengers leaving the car at the junction of Kingstonpike and Lowe’s Ferry road at the home of Dr. GeorgeF. Mellen. It is but a short distance from that junction tothe aviation field, which is in plain view from the pike. Across road, connecting Kingston pike and theSutherland avenue pike is the most direct route to thefield. A better road, however, is to drive westward onKingston pike to a junction just beyond the Southernrailway crossing at the golf links, thence along theSutherland avenue pike to the field. This route isindicated by signboards along the road, the signreading “To Aviation Field” and a green arrow pointingin the direction of the field. Thus it will be easilyaccessible to any one. There is ample room in the fieldand also along the adjacent pikes and roads for theparking of automobiles of those who wish to motor tothe field. There is to be no parking charge.

“Safety First” Policy“There is to be no stunt flying,” said Dan M. Chambliss,president of the Knoxville Aero corporation. “We havedefinitely determined upon this policy. Knoxville’s shipwill be for ‘legitimate’ commercial and pleasure flying,at home and abroad. It will be available for local flightsand also for cross-country trips that any one maydesire to make from time to time. Yesterday the ship

made a flight to Pruden and return. Mr. C.A. Griffith,vice-president of the Aero Corporation, was in Prudenand desired a quick trip to Knoxville, a distance ofsixty-five miles, and the round-trip of 130 miles wasmade in less than two hours. He phoned for the ship tocome for him, and in short time thereafter, he washere. Arriving in time to attend to important businessmatters, which had it not been for the availability of theairship, would have been deferred until today, as hecould not have reached the city by railroad until lastnight. Experiences elsewhere already have establishedthe utility of the aircraft as a commercial proposition,and it is likely to be of great value to Knoxvillebusinessmen as well as a great time saver, which ofcourse means money saving also.

The Knoxville Aero Corporation is financed byKnoxville capital, every stockholder being a Knoxvillebusiness man. The officers are: Dan M. Chambliss,president; Charles A. Griffith, vice-president; Robert S.Young, secretary and treasurer. The directors areMessers. Chambliss, Griffith and Young, and CharltonKarns and Fred Manley. As stated, George E.Chambliss is the official pilot and licensed aviator incharge of the manipulation of the ship.

An aerial souvenir will be presented to everypassenger who makes a flight in the “Knoxville.” This isin the form of a handsomely designed and executedcertificate, setting out the fact that the individual namedmade a flight in the Curtiss Standard Aeroplane of theKnoxville Aero corporation. And that flight was upon agiven date, and the ship was flown by the aviatorwhose signature is attached. This certificate isattractively gotten up, and is suitable for framing, if theholder wishes so to preserve it as an evidence of hisaviating experience.

The craft is the first airship to be owned in Knoxville. Itis to be operated by Knoxvillians and for Knoxvillians. Itis anticipated that the ship will become so popular as tomake the purchase of a second ship not only desirablebut also profitable at an early date. A direct resultwhich is anticipated is that the presence of a ship inthis city will arouse great interest in aviation amongpeople of nearby towns, and that within a few monthsaeroplanes will be owned and operated in numerousEast Tennessee communities.

“The aerial navigation spirit is abroad, and Knoxvilleand East Tennessee have it strong,” says Mr.Chambliss.

For more information on the Curtiss Aeroplane AndMotor Corporation see the website:http://glennhcurtiss.com

http://glennhcurtiss.com


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

1ST WEEKEND

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

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

2ND WEEKEND

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

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

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

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

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

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

4TH WEEKEND

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

5TH WEEKEND

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

SPECIAL EVENTS

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

863-644-2431

All event information listed is provided by the general public.FatBoyz Aviation is not responsible for false or inaccurate information.


Aerial Mapping by the Army Air Corps “Army Engineer Arrives By Air To Survey River,” KJ,August 24, 1923.

Soaring over Knoxville yesterday afternoon was a 400horse power De Haviland airplane, driven by MajorHarold Fiske army engineer who came up fromChattanooga leaving there about 2 o’clock and arrivinghere a few minutes before three. Major Fiske willremain in Knoxville several weeks with the plane,which is one of the United States army ships. He willmake surveys of the Tennessee River and surroundingterritory from the air and take pictures for governmentrecords.

Upon the arrival of Major Fiske over Knoxvilleyesterday afternoon he was met by the airplane “Cityof Knoxville,” and piloted to the landing field at theintersection of Ball Camp Pike and Weisgarber Road.The army plane, on account of its 400 horse power,could not land at the regular aviation field near Scott’sbrickyard on Kingston Pike. In landing the DeHavilandplane can not slow down to a speed of less than 60miles an hour, while the City of Knoxville plane usuallylands at a speed of about 30 miles an hour.

“Army Aviators Are Making Photographic Survey of theRiver from High Altitude,” KJ&T, August 27, 1923.

“Army aviators are making a photographic survey ofthe Tennessee river from an altitude of 15,000 feet.The survey is being made under the direction of MajorH. C. Fiske, district engineer of the war department.

“Officers in charge of the survey are Lieut. H. B.Bobzine, pilot, and Lieut. Eward Plank, photographer.The party came to Knoxville in a Haviland plane No.23553 from the aviation field at Dayton, O. The planehas a Liberty engine of 400 horse power. The planehas capacity for greater speed than the local airshipsand it can not be safely landed on ordinary grounds inrestricted districts. It is said a farm site has beenchosen for a landing field several miles from the city.

Lieut. Plank carries with him a service camera, coneshaped. It is equipped with a film 100 feet long and120 exposures are arranged for on the film. The bigarmy plane requires 45 minutes to reach an altitude of15,000 feet. The assignment here will be finished in afew weeks, if the weather continues favorable, it isreported. The work will include the photographing ofthe Tennessee River and tributaries in this section.

(“Photograph River From Great Height,” KnoxvilleNews, August 27, 1923, p. 7.)

“Airmen Renew Rivers’ Survey,” KJ&T, June 18, 1924, p. 1.

“Aviators Busy On River Survey,” KJ&T, July 3, 1924.


The Keys SojournBuz Witherington, CFII

Back in the 1980’s I was into air ina different way. I call it, “Low andslow with majesty.”

Mary and I frequently sailed a blow boat out of Ft.Lauderdale down into the Florida Keys. We spentcountless evenings swinging at anchor with a charcoalgrill of shrimp hanging off the stern of the boat while wesipped Margaritas and watched the sun set. Densityaltitude? Did that have something to do with watereddown drinks?

We cruised up and down the Keys and over to the nearBahamas. We measured altitude in feet then also, butit was the depth under the keel. We needed about fourfeet to clear the coral reefs and sand shoals.

Sailing across the Gulf Stream meant crab angles ofnearly 30 degrees or you might end up in England (andI don’t mean New England). We thought six knots washauling ass.

Sailing was defined as: “Going nowhere slowly atgreat expense.” We loved it. Life was good.

But along came baby boys. And, babies and sailboatsdon’t mix well. So we quit for a while. But salt watercalls to us again.

Once you are there, it will be easy to see why wegravitate to the Keys.

Nowadays, in the Baron, we can be there in less thanfour hours. We can once again mix the odors of saltwater, Mangrove swamps, and sun tan lotion. To us,the Keys are laid back America with great food andreasonable expenses.

We think the upper Keys are beautiful, but they are alittle too easy to drive to from south Florida. TheMiamians tend to fill them up on weekends. Likewise,the lower Keys have the cruise ships pulling into KeyWest with thousands of pink newlyweds. But, right inthe middle of it all is a place somewhat difficult to get toexcept by airplane. It is the city of Marathon, Florida,which has its own airport, KMTH.

The Keys Sojourn continued on page 7

Route and Flight PlanningI am a firm believer in the idea that you can’t goanywhere without an instrument rating added to yourpilot’s license. For the few months that I had a licensewithout one, I made a number of trips flying VFR. Itseemed that every trip was interrupted by some form ofmildly adverse weather such as low visibility from rainshowers or a shallow overcast layer too close to theground for scud running. And just on the other side ofthat low vis was clear sailing to my destination. I will

Deep sea fishing with the boys Hawk’s Cay


never forget the very long day that I spent in the FSSoffice in Jackson, TN, waiting on a band of showers todissipate so I could get home. It never did and I endedup renting a car to drive home that night only to returnthe next weekend to retrieve my airplane. Theinstrument check ride was the next week.

Filing instrument cures all of that and more so that iswhy I recommend filing IFR from KDKX to AHNVORTAC to KTLH, Tallahassee, Florida. This is anearly direct route over the mountains and aroundAtlanta’s Class B airspace. At 9000 feet you will be uptall for terrain clearance initially, but then you will enjoythe cool air up there as you ride down central Georgia.Besides, after Atlanta, there is nothing to see anyway.An alternative lower level route down the TennesseeValley would be direct GQO (Choo Choo VORTAC),RMG (Rome VORTAC) and further on down V97 toKTLH.

Stop at Tallahassee for refueling and weatherplanning. The rest of the trip should be VFR at lowlevel down the Gulf Coast of Florida for sight seeing.

Launching out of KTLH, consider stopping for lunch atCedar Key in the bend of the Florida peninsula. It is aremote place that is difficult to access unless you are inan airplane. The local taxi service listens to CTAF andwill talk to you from the cab as you are in the pattern.America at work.

Continue on down the coast but be aware of thetethered radar blimp that is a restricted airspace abouttwo miles in diameter up to FL150. It is a druginterdiction radar that looks down on low flyingairplanes. There will be others down to the south.

Fly VFR all the way down the Gulf coast of Florida. Ilike to fly about 1000 feet AGL (or would that be 1000feet ASL, above sea level). That level will allow somegood sight seeing but will keep you above any boats orhomes. You will discover that flying over the ocean willbe smooth while flying over the land will be bumpy.Something about that differential heating of the earth’ssurface, I guess.

The wealth that populates the coast will really impressyou.

You will eventually fly under a shelf of Tampa’s ClassB, Sarasota’s Class C, and Ft. Meyer’s Class C. Iusually call each ATC prior to arrival in their airspaceand tell them that I am sightseeing down the coastline.They have all been very friendly and helpful, andsometimes, curious.

It is a good idea to stay alert for traffic in the opposite

direction and to keep your landing light on. Bannertowing operations are common along the more popularbeaches.

As you pass Ft. Meyers, you will need to make adecision about flying directly over the Gulf of Florida toKey West or Marathon, or you may want to fly acrossthe Everglades to Homestead General. If you comeacross the ‘Glades, you will then be able to fly downthe upper Keys. This is the route that I took my firsttrip because I was nervous about flying over the openwater in a single engine airplane. I now know that therisk is quite small to do that. You can fly up high ataround 8000 feet with flight following from MiamiCenter. The Keys are actually in view before you leavethe coastline of Florida. Furthermore, the water of theGulf is warm, shallow, and friendly if you have to go fora swim. The flight following will get the Coast Guarden route to you before you have to jump out of theplane.

If you course your way down the upper Keys, you willpass a private airport on Key Largo called Ocean Reef.The number of private jets is significant as is the valueof the homes on the island.

Go down low as you fly the Keys. Use 500 feet AGLso that you can see the reefs, sand bars, andstingrays. It is legal as long as you avoid the boats.

You will find the experience exhilarating.

The Keys are strung out like a necklace of pearlsconnected by the overseas highway US 1 and therailroad ruins known as Flagler’s Folly. Halfway downis the city of Marathon on Vaca Key (cow key). The

The Keys Sojourn continued from page 6

The Keys Sojourn continued on page 8

Key West


The Keys Sojourn continued from page 7

airport, KMTH, has a nice 5000 foot runway with anNDB approach, which you will not need. It has twoFBO’s that will compete for your attention andpatronage. It is nice to be wanted. I use Marathon JetCenter. They will greet your plane with bottles of iceddrinking water and will help you with your luggage.

Continue on down the Keys and you will encounteranother of those drug interdiction blimps on a tether.Just past it is Key West Naval Air Station that runs theapproach control. You will need to contact Navy KeyWest or swing way the heck out to sea to avoid theirClass D airspace of which they are fiercely possessive.Even if you contact them for a squawk code, they willprobably route you out past the reefs that are aboutseven miles offshore.

At the end of the line is Key West with its Class Dairport that is actually smaller than Marathon. It hasonly one FBO also, Island Aviation. They want alanding fee. It is about two Pina Coladas.

Ready for your pop quiz? What is DVFR?

It is Defense VFR. In order to cross the US coastallimit, you must file a DVFR flight plan with FSS andpick up a special squawk code. This is necessary to flyall the way out to the Dry Tortugas (turtles) andJefferson Monument where the prison is located thatincarcerated the infamous Dr. Mudd. Remember,“Your name is Mud?” He was the doctor that treatedthe Lincoln assassin John Wilkes Booth.

To get to the Tortugas, you will pass the MarquesasIslands and travel about 90 miles of open ocean.There is no airport so bring a life vest and lunch.

My IslandsThe Florida Keys will always remain one of my favoriteplaces in the world for their beauty and lifestyle. Theyare easy to get to. They are U.S. territory. The food iswonderful. The living is easy.

Hurry on down, lose some clothes and some cares.Then take it slow. That’s where you want to go, waydown in Kokomo.

Key Colony

Key West ship channel

Local Designated Pilot Examiners

DAVIS, ROBERT L.1915 PINE RIDGE ROADSEYMOUR TN 37865Phone: (865) 996-3903

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

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

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

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

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


Idaho Backcountry FlyingBrandon Hughett, ATP CFII

In the last issue of Fatboyz Aviation, April 2003, Ibegan a story, titled “Flying the Great Southwest.” Itincluded the events that my friend Todd and Iexperienced while embarking on an 8-day trip toremember forever. This article will continue that storyas we continued our voyage to explore the westernportions of the United States.

Before departing North Las Vegas Airport, I hadobtained a VFR weather briefing for the state ofNevada. I was informed about low clouds and rain overmuch of the area along our route. A pilot report statedthat VFR flying was not possible along our direct routeacross Nevada to Boise, Idaho. Airports were widelyscattered with fuel facilities scattered far apart alongour route. The wheels began to turn inside my head,“Desert flying, mountain flying, bad weather, andairports far apart with limited amounts of fuel.” Thatwas not a good combination, which left no room forerror. The weather briefer stated that weatherconditions were good in Utah. So, I asked Todd, “Haveyou ever seen the Great Salt Lake?” He said no. Ireplied, “Well, you’re gonna see it now.”

Todd and I departed North Las Vegas Airport atapproximately 1:00pm on Monday, May 14, 2001. TheNorth Vegas Tower handed us off to Las VegasDeparture who then vectored us north and aroundNellis Air Force Base. After clearing both the Vegasclass B airspace and the Nellis AFB area, we cancelledcommunications with Vegas Departure. We then begannavigating by IFR, “I Follow Roads.” Our route wouldfollow Interstate 15 all the way to Provo, Utah with afuel stop in Cedar City. The scenery along our routewas spectacular with red-faced cliffs and boulders. Itreminded me of my childhood watching the Coyote andthe Roadrunner on Saturday morning cartoons. Whileapproaching Provo, near Salt Lake City, the red-facedcliffs changed to something I had never seen before,snow-capped Rocky Mountains. During our fuel stop inCedar City, we got a live weather briefing at the on-field Flight Service Station.

After landing in Provo, I proceeded to get the planefueled while Todd convinced the airport manager to letus “borrow” a rental car. We traded the airplane keysfor car keys. What a deal! I just didn’t have the heart totell the manager that I had a second set of airplanekeys.

We drove into town to eat supper, got lost, then afterfinding our way, returned our borrowed rental car to theairport where our tent awaited us in the FBO’s frontyard. I was about to have the worst night of sleepduring our 8-day trip. The bad weather that waspounding Nevada earlier moved eastward to Utah,specifically Provo. The rain began to pelt us while thewind collapsed our tent on top of us at 3am. Todd and Ihad to re-stake our tent numerous times throughout thenight due to the strong winds. The next morning wascalm but there was a strange rain, so I thought, stillpelting our tent. It would pelt our tent and then stop.Then pelt our tent then stop. I realized the sprinklersystem in the FBO’s front yard had activated. That trulywas the worst night of our 8-day trip.

After departing Provo on Tuesday, May 15, 2001, weproceeded northwest toward the Great Salt Lake, still“Tater Country” bound. We crossed the Great SaltLake at Promontory Point, home of the golden spikethat completed the Transcontinental Railroad. We thenintercepted Interstate 84 to Burley, Idaho for our nextfuel stop. We had left warm temperatures in Provo tofind the airport attendant dressed in an Eskimo coat inBurley. As she guided us to our parking spot, I askedTodd why the airport attendant was dressed sowarmly. As soon as I shut the engine down andopened the door, I realized I wasn’t in the desertanymore. It was freezing outside with the strong gustywinds rocking the plane while it sat on the ramp. Withanother full-load of fuel we blasted off toward thenorthwest, passing Shoshone Falls in Twin Falls, Idahoand arriving in Boise, Idaho by the afternoon.

Great Salt Lake

Idaho Backcountry Flying continued on page 10


In Boise, we rented a car and drove north into themountains. Todd had done some kayaking a few yearsbefore so he knew of a good campsite. The Piney FlatsCampsite was adjacent to hot springs. During our walkto the hot springs, a very unhappy Rotweiler greetedus. I heard someone yell, “BEAR!!!!” Then, I saw ahuge black fury thing running toward us. Todd ran;ready to jump into the river while I faced the huge,drooling, growling, angry Rotweiler. I held my groundand the Rotweiler held his. The owners ran to me andgot their dog, named Bear, away from me. I thankedTodd later for running away leaving me all by myself tobe devoured by the hungry animal.

Camping in the Idaho Mountains is very peaceful. Thestars were bright and shiny and the air was clean andcool. It was the best night of sleep for me during thewhole 8-day trip.

The next day, on Wednesday, May 16, 2001, wereturned the rental car to the airport. We had to pay forthis one. With the plane full of fuel, we took off fromBoise northbound toward the Idaho backcountry. As

Idaho Backcountry Flying continued from page 9

Johnson Creek

we followed the valleys of the rugged mountains, wesaw private grass runways scattered along the valleysusually with only one house beside them. Wouldn’t itbe something to have flying as your only form oftransportation to leave home? What would it be like toget the mail delivered to your home by airplane? That’sreally the way things work in the Idaho backcountry.

Next stop, Johnson Creek Airport in Yellow Pine,Idaho. Johnson Creek is a very popular backcountryairport offering a 3,400’ X 200’ grass runway situated inthe bottom of a valley at an altitude of 4,933’ MSL.Mountains surround it. I entered a close left downwindfor runway 17 but realized I was too close to turn baseand loose enough altitude to land. So, I continuedaround the bend and traveled a few miles up thevalley. After completing a 180-degree turn, I proceededback to the airport and began to descend to a lowaltitude just above the river. After rounding the bend Iwas on short final for runway 17. An uneventful landingfollowed. We parked to talk to the locals and visitors,which included a couple from Alaska flying a Cessna185.

It was then time to takeoff from the airport situated inthe middle of the mountains at an altitude of almost5,000’, while flying a 150hp Cessna 172. I completedmy run-up while the airplane was pointed toward thewoods at the end of the runway. I leaned the mixturefor maximum power and began a 180-degree turn onthe 200’ wide grass runway at almost full power. Iwanted every bit of momentum and power I could getfrom the weak little bird. As we slowly accelerateddown the runway, the plane began to bounce on therough grass. I thought it was trying to fly so I pulled theplane off the ground. I immediately heard the stallwarning and the plane settle back to the ground. Icontinued the roll with full power and finally gainedenough airspeed for takeoff while Todd climbed thedoor handles. Slowly climbing at around 250 fpm, weturned south to our next backcountry strip, Stanley,Idaho.

Stanley is a 4,300’X150’ grass strip at an elevation of6,403’ MSL. We met the local cargo pilots who wereflying Cessna 206’s loaded with bags of concrete mix.They were hauling “Quickcrete” to a backcountry stripwhere someone was building a house. It was amazingto see the 206’s hauling so much weight at such a highaltitude from a grass strip. They were barely becomingairborne by the end of the 4,300’ strip. Now, it was myturn to execute another high altitude takeoff. With fullfuel but still less than gross weight, I began the slowtakeoff using approximately 3500’ of runway. Again,the climb was slow at around 250 feet per minute.

Shoshone Falls, Twin Falls Idaho

Idaho Backcountry Flying continued on page 11


Flying in the Idaho Mountain backcountry is one of mybiggest accomplishments in almost 6 years of flying. Ihad studied and researched mountain flying for twomonths prior to the trip. I consulted my Cessna’s pilotoperating handbook long before I attempted a flightinto the mountains. That information helped me todecide on runway lengths required at such highaltitudes. I also ordered a copy of the State of IdahoAirport Facilities Directory published by the IdahoDivision of Aeronautics. This directory publishedinformation about all state owned airports in Idahoincluding airport diagrams. Since most of thebackcountry mountain strips are state owned, this bookwas very useful.

In the next issue of Fat Boyz Aviation, I will continuethis story with information about Todd and I continuingour journey toward Jackson Hole, Wyoming andhomeward bound.

Stanley Idaho

-------------------------------------------------------------------------------From State of Idaho Airport Facilities Directory

Published by: Idaho Division of Aeronautics, September 2000

Prior to flying into the backcountry, consider the following informationon mountain flying. This information is based on years of successfulmountain flying by experienced mountain pilots.

GENERAL1. Do not consider flying the mountain country until you are proficientin slow flight. A check-;out by an experienced mountain flyinginstructor is highly recommended.

2. Before flying into mountainous areas, practice short field landingspower-on, upwind, downwind and crosswind. Be sure you can landon a fifty-foot spot every time.

3. Carry enough fuel to make a complete round trip plus fifty percent.

4. Know your aircraft. Do not take an aircraft intomountain terrain that will not takeoff and land in a minimum distance.Most airports in this area are substandard in length and width andhave an associated high-density altitude. It takes considerableexperience to handle a high performance aircraft in the mountainenvironment.

5. Keep your aircraft weight as light as possible.

6. Know your planned destination airport. Check with experiencedmountain pilots, if possible. Know the altitude, length, condition andapproach/departure procedure at the airport. Many of these fields areone- way, and on some, a go-around is not possible once you havecommitted to land.

7. Check the weather frequently and stay out of doubtful or badweather. Mountain weather changes rapidly and unexpectedly.

8. Plan your flight to arrive in the early morning hours. As a rule, theair begins to deteriorate around 10:00 a.m" grows steadily worseuntil about 4:00 p.m., then gradually improves until dark.

9. Stay out of the mountains if the wind is over 25 knots. 10. Routeyour trip over valleys whenever possible and studyyour charts thoroughly. Watch your compass heading to avoidgetting lost.

10.Route your trip over valleys whenever possible and study yourcharts thoroughly. Watch your compass heading to avoid getting lost.

11. Maintain a minimum of 2000' AGL while over flying thebackcountry. Remember: others are in the mountains to enjoy awilderness experience.

12. Approach all ridges at an angle so that you can turnaway if you encounter a downdraft. After crossing the ridge, headdirectly away from it.

13. Expect the wind to be changing constantly in the mountains. Donot rely on the cloud shadows for wind direction. If you are unable togain altitude on one side of the canyon, try the other side. If there isno improvement there, fly the center. But do not, under anycircumstance fly up a canyon or valley without sufficient altitude androom to turn around. The grade of the canyon may climb faster thanyour aircraft.

14. Maintain flying speed in downdrafts. Do not panic; air does notgo through the ground. A ground cushion of air will always be thereunless below the top of the timber. The stronger the downdraft, thegreater velocity it will have when it changes direction.

15. Remember you will not have a horizon to check your aircraftattitude once you begin a let down in the mountains. Watch yourairspeed and cross check your instruments.

16. Caution: traffic pattern terrain clearance is not standard at manymountain airports.

17. Above all, FLY THE AIRCRAFT EVERY SECOND, DON'T LETIT "FLY YOU." YOU CANNOT MAKE MISTAKES.

Heavy cold air goes downhill, while lighter warm air rises, therefore,under ordinary circumstances you can expect the wind to be blowingupstream in the late morning and afternoon as the air heats up, anddownstream in the evening as it cools. The wind is affected by thetopography. With a little analysis you can tell where the updrafts anddowndrafts are likely to be. As a general rule, air follows the contourof the land it flows over. Use the updrafts to help you gain altitude.But do not fly an aircraft that does not have a ceiling sufficient to getyou above the mountains without help from the updrafts.

Always remember you are flying in a sparsely populated area. If youhave an accident, it may be a long time before anyone knows aboutit. Be sure to leave your itinerary with someone. You may be landingon airports where there is no one to help you in case of trouble, andit is a long walk out. Do not take chances. Equip yourself with properclothing and at least minimum survival equipment on any flight intothe mountainous areas.

Make sure your EL T is in good working condition.


Flying IFRDaryl Moore, CFI

After a student has mastered the VOR approaches Inormally start them on the Localizer approach. TheLocalizer is a lot like using the VOR that the studentshould already be used to but with a twist, it is manytimes more sensitive.

In flying from DKX you may have noticed the row oforange antennas on the approach end of runway 08that transmits the signal to be tracked on the approach.The signal is received with the same navigation radioas is the VOR but on a much lower frequency. Thelocalizers are between 108.10 to 111.95. When tunedto the proper frequency for the airport in question youshould turn up the volume on the navigation radio tohear the Morse code being transmitted to verify thatyou have the correct station. It would not be a goodsituation to be tracking a signal that would turn out notto be the one you are expecting, especially if you are inthe clouds and descending for a landing only to findyou are not where you thought you were. It could easilylead to a complete disaster.

This is your life so take time to do this right.

The reason a localizer is so sensitive is that the beamis so narrow. At the outer marker, 5 miles from therunway, the beam is 3100 feet wide from outside tooutside, or 1550 feet on either side of the centerline.So as you get closer to the runway it gets considerablytighter. When you get to 2 miles from the runway thebeam is only 1420 feet wide, or 710 feet on either sideof the centerline. So as you get closer to the runway itgets progressively tighter, a lot like a funnel leadingyou to the centerline of the runway. The most commonmistake I see people doing is over controlling in aneffort to stay in the center of the beam. This rarelyworks. The best way to do this is to get established onthe centerline early as possible, find a heading thatworks and stay within 10 degrees of it. If you keep acareful eye on the CDI needle and notice it is moving,make small corrections. Use 5-degree banks and 5degree heading changes and give it some time to seeif this corrects the drift. When you make a change toget the CDI needle to move remember you will have tomake a corresponding change of heading in the otherdirection to stop the CDI drift when it reaches thedesired position.

Some people recommend using the rudder to skid theplane sideways enough to keep the CDI centered, butthis might be a little sloppy. Granted this works well forsmall corrections, but what might this make thepassengers in back of a larger plane with six or moreseat feel like. The rear most passengers will be further

from the center of gravity and will feel the side to sideskidding motion much more than you will up front. Sowhy start a habit you will likely need to break later.

So as with any instrument approach you will have toget the approach set up as early as possible, tuningthe stations, identify the stations, get the currentweather, and intercept the inbound course. Ounce youare established on the localizer course you are prettymuch on your own to follow the profile on the approachplate or chart. At this time you may descend if neededto cross the outer marker at the proper altitude. Onceyou hear the marker you need to do the five “T”s.

Time is first, most localizers are timed events and theairplane is in constant motion to remain aloft so startingthe timer is first. When you fly the approach at thespecified speeds, taking the wind aloft into account thetimer will tell when you are nearing the end of therunway. Then Turn is next; some approaches mayrequire a turn to the final course. Then Throttlereduced to start a 500-700 foot per minute decent rate.This works in unison with the timer. When doneproperly your decent will get you to then minimumaltitude just before the timer expires. Hopefully theclouds will be higher than the minimum altitude and thetimer will tell you when you are the proper distancefrom the runway. Next is Tune the radio if you haven’talready gotten the tower or common traffic frequencyup yet. Then the last is Talk announcing your presenceof the approach.

If you notice the order of the 5 “T”s talk is last for animportant reason. It is the least important of them all.Always remember to AVIATE, NAVIGATE, and thenCOMMUNICATE. No matter how well you can use theradio, it will not make a bit of difference if you don’tkeep control of the aircraft. Navigation is the next inimportance because if you keep control, then you needto know where you are at all times. Don’t ever-justfollow headings. Always keep oriented as to where youare in case of a communication failure. What are yougoing to do if you don’t get another heading to follow?Then after these things are done it is safe to talk on theradio as needed.

The localizer is a bit tougher than the VOR approach,but it often has a little lower minimum that just might beenough to get you down from the clouds and home.

Quit ProcrastinatingGet that IFR Ticket!


Young Eagles Day!Don Miller, PP-ASEL

EAA Chapter 17 Chairman

"Let The Dream Begin" - the caption on EAA's YoungEagle brochure. More than 2000 East Tennesseeyouth can thank Chapter 17 members for theiropportunity to experience the thrill of powered flightsince 1993!

On May 3rd chapter members will again host aKIDS FLY FREE day at Island Home Airport. AsDecember 17, 2003 draws near, the goal of introducingpowered flight to one million children is within reach.On January 20th this year, the total was 880,000 worldwide.

Aviation's second century is fast approaching, putting abrighter spotlight on flying than we've seen at almostany other time during the past 25 years. It is a greattime to share the joy and freedom of flight with others.Our pilot community is challenged more than ever toshow our skill, generosity, and good humor to thepublic while having the fun of causing the biggest grinyou can imagine for a child.

While all personal flights for children benefit thecommon goal, it seems especially important to join theEAA effort now. Our strength is in numbers tounderscore the value of general aviation to the publicand members of congress.

As Young Eagle Chairman for Chapter 17, I want theVOLunteer spirit to really shine this year! You can helpby alerting youth groups or families to the opportunity,by joining the event team or soliciting programmaterials.

Event pilots must be EAA members, show yourbiennial and insurance binder currency andcontact Gordon Webster (717-0917) who willcoordinate pilots for this date. To help with groundschool, please call Lee Erickson (977-1242) and tohelp with logistics call Don Miller (482-3167). Wewelcome donated snack food, aviation posters,homebuilt aircraft to be on display, and volunteerswho would enjoy greeting the public and helpingwith registration.

Tentative Schedule:Registration for youth begins at 8:45 AMGround School begins at 9:15 AM SharpFirst flights begin at 10:20 AM

A special staff meeting will be held at 8:30 AM andPilots briefing will be at 10:00 AM.

Additional information:You may help without EAA membership in all tasksexcept piloting. To pilot you must be an EAA member,but may not necessarily be a chapter member. EAAmembers whose residence is a foreign country mayparticipate if identification is presented. Licensedexperimental aircraft may be used to fly children.

An important detail:Our preregistration protocol must be used to avoiddelays upon arrival. Don Miller must have eachchild's e-mail address in order to send an AdobeAcrobat registration form for printing andcompletion prior to arrival at the field! Other dateswill be set later in the year for additional flights.

Don and Gordon on WBIR TV promoting lastyears Young Eagles event

Teaching basics to the kids


Why I Fly Young EaglesMichael Mahoney, EAA 620992

Editor¹s Note: Every once in a while, we hear from a Young EaglesFlight Leader who calls or writes to tell about a wonderful experiencehe or she had during a recent Young Eagles rally. Such is the casehere, as Mike Mahoney describes one October Sunday afternoonwhen he had the opportunity to show the magic of flight to three kidsin a Cessna 152. As things tuned out, Mike learned a lot from themas well.

On Sunday, October 6, at Boire Field Airport (ASH), inNashua, New Hampshire, I had another of thoseexperiences that reminded me why I fly EAA YoungEagles, and just how blessed I am.

Although late for Chapter 336¹s Young Eagles rally, Istill managed to fly three "Eagle missions" in a Cessna152. My first Young Eagle was 10 years old and sharpas a tack. He did the preflight with me and asked tonsof questions, all of them excellent. When we werelistening to the ATIS and he saw me setting thealtimeter, he said, "Oh, so that¹s like a barometer." Anamazing little guy.

The second Eagle was a young lady, 13 years old andquiet. "Do you want to know anything about theplane?" I asked.

"No thanks."

But from the moment we started taxiing, she kept herhands lightly on the yoke, following me. I let her. Whenwe were in the air and trimmed for level flight, I asked ifshe wanted to try controlling the plane.

"Okay."

The kid was a natural, so I gave her some basicdirection, and she was off and running. She basicallyflew the box. I let her stay hands-on until we were overthe fence, and then I had her put her hands in her lap.After we landed and I asked what she thought.

"Great."

Then we walked to her parents and she wastransformed. "Mom! Dad! I flew the plane! Yup! Isteered it and EVERYthing! First I flew by the mall!Then I aimed right at a lake! And then...."

She talked nonstop for about 10 minutes beforeanyone else got a word in. Her mother said, "She¹sbeen talking about taking flying lessons some day; nowshe¹ll really be pushing!"

Mission accomplished.

Doug was my last Young Eagle. As good as the firsttwo flights were, Doug made my day. It was almost 3

p.m. (when the rally was scheduled to end) so it lookedlike I was through for the day, when a woman and hertwo kids came up. "My daughter says she¹s too afraidto go, so I guess it will only be my son," she said.

Doug was a little tiny bit of a thing, all freckles andglasses and carrying a stuffed seal (Andre) that wasalmost as big as him. I was surprised he was flying atall because he looked quite a bit younger than 8. As itturns out he was 10 and a half. I took a closer look andwondered if he¹d been sick. No one said anythingabout illness, but I noted his hair was thin and wispy.

Mom asked if the seal could go too because "He keepshis seal with him everywhere he goes‹it¹s his bestfriend."

"Sure," I said, "Andre can come."

We got Doug and Andre buckled in (the seal rode upfront), and we started up. Doug had questions about allthe instruments, and he particularly liked hearing thetower and all the other planes on the headset thatdwarfed his head. We flew a right-hand box off ofRunway 14, so as we climbed out over the Veteran¹sMemorial Bridge, I started the tour and discovered thatDoug lived in Nashua, right near the Crisp School. So Itold him he might see some things he recognized.

"Ever been to the Pheasant Lane Mall?" I asked.

"No, we don¹t go out much because we don¹t have anymoney," Doug replied. Not a whine, just a simplestatement of fact. Like "The sky is blue." Ten-year-oldkids should not have to understand stuff like that, and itreally hit me.

I flew the downwind leg blinking back tears and the restof the flight Doug just chattered away, having a grandtime. He loved that he could still see cars and trees,which were just beginning to change color, and otherthings on the ground. When we landed, it was pastthree, so I headed back to the plane¹s tie-down. Aftershut down, I told Doug to climb out and wait by thedoor on his side.

As I approached, Doug slipped his hand into mine forthe walk back to Mom. My own two boys are well pastthe age where any kind of physical contact with adultsis "cool," so this took me completely by surprise andpretty much melted away what was left of my usualpilot¹s bravado.

The smile he displayed as we got back to his mom toldhow it went even before we got to her. "I can¹t thankyou enough or tell you how much it means that youpeople do this," Mom said.

"The pleasure is all ours. Honest."


The Checkride from HellMark Collins CP-ASEL

After all the hours sweating underthe hood the day was finally at hand.I was to be tested according to theFAA's standards to see if I shouldbe allowed to fly an airplane in the clouds. Theexaminer was scheduled, the plane was ready (so Ithought) and the time and date were set in stone. Noturning back now, we would find out if my CFII haddone his job, it was time for the "Big Show".

The sun rose on the big day, it would be under VFRconditions, but the southwest winds decided to benasty, airmets for moderate turbulence below 8000were forecast for the day. I awoke before the clockwent off like a little child on Christmas morning, excitedand nervous at the same time. I was to meet the DPEat 10 am, and I arrived at the airport around 8:30, justto make sure that my preflight was complete and theplane was topped off. Everything was in order so Iwalked to the FBO to soak up a cup of coffee andreceive well wishes from the line staff. The examinershowed up about 10 minutes early and told me to headto his office, he'd be along in a few minutes.

I know how a suspect feels when the police lock themin the interrogation room, although the surroundingswere much more comfortable, more like sitting in yourliving room, I knew I was about to be grilled.

Doctor Bob arrived and offered to make us somecoffee, I figured I'd need all the help I could get. We gotstarted on the oral at 10 o'clock. The clock on the wallnow read just past high noon, we had been at it for twohours, I had been humbled at least twice, maybe threetimes and was mentally drained. The good Doctordecided that after a 30-minute lunch break we wouldgo flying. Little did I know that everything was about togo downhill from there.

We met at Cessna 5792 Romeo and I did anabbreviated preflight and answered some questions,and it was time to go. We got strapped in, doorslocked, checklist up on the yoke and it was time for theengine start. The flight plan was already filed, and I askthe Doc if he was ready. He looked at me and said "You going to pull the chocks out"? I mentioned thatwith a little elevator and blast of power I could jumpthem, though it might be considered bad form with himin the plane. "Go ahead and pull them out" he said. Iunstrapped the belt, climbed down, climbed back inand said "OK now we're ready".

The old Skyhawk had other ideas. I engaged thestarter...... Whir..... whir..... click. I tried again.....

Whir..... whir....... click, and once more with the sameresults, a half a blade swing was all she'd do. Dr. Boblooked at me and said "You ever hand prop one ofthese"? I replied I had hand propped a 172, a Champand a Luscombe, Dad's first two planes had noelectrical system. "You hold the brakes and work themag switch, and I'll give it a pull", I replied as Iunstrapped the belt again. I added a stroke of primerand pulled the prop through about 6 blades and ask forthe mags to be made hot. The old girl started on thesecond pull and settled into a 1000 rpm idle. I climbedin, strapped on my kneeboard, readied all my chartsand plates, put my hood within reach and took over thecontrols. He pointed at the voltmeter on the panel andsaid " It's not charging". It was still on zero. I lookeddown, smiled and snapped on the master switch. 13volts and change, all was normal again. The goodDoctor just grinned and said "OK".

I taxied out to the runup pad and went through thenormal procedures, all engine readings were good,radios set and checklist complete. With pencil in handand paper on the kneeboard, I reached for the micbutton.

"Knoxville Clearance Delivery Cessna 5792Romeo".......and I wait........ 10....20...30 seconds, andnot a sound. I looked back behind me and saw a CivilAir Patrol plane with a buddy of mine onboard on thepad. I called for and received a loud and clear on myradio check. Back to the delivery frequency, "KnoxvilleClearance Delivery Cessna 5792 Romeo"......andanother 30 seconds tick by. I try once more with noreply and look at Dr. Bob, "I don't think they want totalk to me today". And in case your wondering at thispoint, I did have the right frequency in the radio. "Goahead and take off, we'll call them in the air" he said. Iwas about to get a quick lesson.

I taxied out on runway 8, lined up, glanced at the DGonce more, and eased the throttle in. The airpseed wasaround 65 to 70 and the bird was wanting to fly andBob looked over at me and said " Is my door locked"? Iquickly reached behind him and pushed the handleforward. "It is now" I reported, and then rotated. As weclimbed out he took the plane while I put my hood onand looked at me and grinned. "Don't ever trust anyoneto lock the doors for you, not even another pilot"!During the distraction of the hand propping, he hadunlocked his door, I had seen him lock it before heplugged his headset in. It was a lesson I'll never forget.

Climbing out through pattern altitude with the hooddown I call approach and tell them I'd like to pick up myIFR clearance, that we couldn't raise them on theradio. "Niner Two Romeo, we've lost your clearance

The Checkride from Hell continued on page 18


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

what did you want to do"? So I go through the fun of airfiling the whole show with holds and all theapproaches, and I then hear " 92 Romeo cleared directto Pence intersection, climb and maintain 4000. I climbup to our assigned altitude and intercept the radial tothe hold and set up my number two Nav radio for thecross fix of the hold. The old Narco decided it was asgood a time as any to lay down and die, so it did. Flagwent to OFF, and the needle wouldn't even flinch. Ilooked at Bob and reported my number two radio haddied, he said " Can you identify the fix with yourhandheld GPS"? ( Garmin Pilot III) and I reported Icould, so he said to proceed to the hold.

I hit the fix, turned 30 degrees to the left, started mystopwatch, and after my minute was up turned tointercept the radial. I crossed the fix and started tomake my right hand turns and play the second hand onthe clock. On my first full turn in the hold my inboundleg was 1 minute 2 seconds. I looked at him andreported " It don't happen like this in the real world". Itusually took me two to three turns on a normal day toget the legs close to a minute. "Give me one more turnand then let's go in for some approaches" was hisreply.

I called approach and they gave me radar vectors to flyfor the ILS. After heading and altitude was nailed downfor the intercept, I went through the housekeeping ofgetting ready to shoot the approach. The plate was inthe yoke clip, plane was set up for approach speed,radios and audio panel were set and the intercept wentOK. At the outer marker it was obvious I was a bit highand proceeded to play with the power all the way downthe rail. As the middle marker went off I finally had bothneedles centered and salvaged the approach. Did Imention it had been bumpy as hell? Declared missedand returned to approach for vectors to the next onewhich was to be a VOR/DME.

After getting my climb out instructions and getting toaltitude we did the normal air work stuff, I can'tremember all the details but guessed I measured up.Good thing I did as I didn't have a spare shirt, minewas almost soaked. We had been getting slappedaround pretty good, and on climb out the VSI wasindicating 500 to 1200fpm (700 fpm updrafts). Iglanced at Bob and remarked it was a bit choppytoday. He just smiled and looked out the window.

After the final turn by ATC for the intercept it was timeto have a vacuum pump failure so the suction cupscame out of his pocket and covered the AI and DG. Iwas pleased to track the VOR within a dot using theturn and bank and trusty compass that was dancinglike a hula girl. Five miles out ATC called me and said

"We need to cancel your IFR clearance, someone hasdamaged the phone lines and we're having to use cellphones to sort out this mess". I asked Bob what hewanted me to do, "Continue the approach and I'll beATC and give you headings and altitudes ". As Icrossed the missed approach DME fix I glanced downand saw I had crossed midfield at the Island, andsilently smiled to myself.

The suction cups came off and I had my full panelback, and Bob vectored me out towards the DME arcto set up the localizer to DKX. He gave me a real nice30 degree cut to the localizer, and I got it nailed uppretty decent 3 miles before the marker. Set my timerand start my descent when the beacon started beepingin my headset. With 20 seconds to go on my timer Bobsaid "Take off you hood and land the plane". As I shedthe hood it was clear that I was a bit high as close as Iwas, so I chop the power, trim for a no flap glide andgive her a good slip down to the numbers. I waspleased to make a decent touchdown and Bob ask"Can you make the second turnoff"? I demonstratedthat I could and did make the second turnoff with theoutcome never in doubt, and no abuse to the old 172.

After all that had happened I think Murphy's Law justgave up on messing with me, although he gave it hisbest shot. I guess I had followed one of my father'spearls of wisdom he taught me when I was bumpingand banging the poor Skyhawk around working on myPrivate ticket. "NO matter what happens, always FLYthe airplane".

I can't clearly recall all the other events that took placeduring that flight as it has been over 18 months ago,but I was grinning from ear to ear when Bob told me totaxi to the tie down, and that my CFII had done a goodjob with me. It would be a couple of months before Ihad the opportunity to use my new rating, but I can tellyou that the sight of that runway at 12 o'clock whenyou break out of the soup for the first time by yourselfmade all the time and sweat invested in the Instrumentticket worth every penny.

If you don't already have it, GO GET THE IFR TICKET!

You won't regret it, and even if you don't use it, Iguarantee it will make you a better pilot. And hopefully,your checkride will go a little smoother than mine did!

The Checkride from Hell continued from page 17


FatBoyz AvGas Tracker as of 04-28-03KTYS Knoxville, TN Mc Ghee Tyson AirportKnoxair $2.98 Cherokee Aviation $2.87

KDKX Knoxville, TN Knox Downtown Island AirportPiedmont Hawthorne Aviation $2.71

2A1 Jamestown, TNJamestown Municipal Airport $1.91

KGKT Sevierville, TN Gatlinburg-Pigeon Forge AirportGatlinburg-Pigeon Forge Airport $2.93

KMNV Madisonville, TN Monroe County AirportTellico Air Services $2.69

KJAU Jacksboro, TN Campbell County AirportCampbell County Aviation, Inc. $2.65

KRKW Rockwood, TN Rockwood Municipal AirportBill Dietz Aero Service $2.19

KMOR Morristown, TN Moore-Murrell AirportMorristown Flying Service $2.66

KMMI Athens, TN McMinn County AirportAthens Air $2.40

3A2 Tazewell, TN New Tazewell Municipal AirportTazewell Aviation $2.40

KSCX Oneida, TN Scott Municipal AirportScott County Airport $1.99

1A6 Middlesboro, KY Middlesboro-Bell County Airport $2.39Middlesboro-Bell County Airport $2.39

2A0 Dayton, TN Mark Anton AirportCity of Dayton (FBO) $2.30

CALLING ALL ANGEL FLIGHT PILOTS!

FatBoyz is very interested in learning about AngelFlight and how your contribution as a pilot hasbenefited our local community. Please email yourtrip reports and other supporting information to

[email protected]

We would like to include your story in ournewsletter and do what we can to promoteinterest and encourage participation in theprogram.

What I learned from that!Short Field TO and LandingsBuddy Farmer, PP-ASEL

I took my first flying lesson ona short grass airstrip. There’s a bigdifference between short and longstrips. The field I first started learning short / soft fieldlanding and takeoffs was an 1800 ft grass strip. Treeswere located on one end and power lines werestrategically located on the other. Approaching fromthe east the pilot encountered trees about 100 yardsfrom the threshold. You had to maintain airspeed asslow as possible. With no cross wind, we typically usedused all the flaps we could get; but if there were to be a10 knot or higher cross wind, I would only use about 20degree’s of flaps. That’s really when the speed isimportant, I learned this short field landing technique in

a Cessna 150 and a 172. I learned a lot from flyingfrom that short grass strip.

The key is to know your airplane’s performance andhow slow you can safely control your airplane. If youwere landing, just after you enter downwind leg, youshould slow down to about 90 mph. After that turnbase leg, then will apply 15 to 20 degrees of flaps andslow to 80 mph. After turning final approach, use fullflaps if there is not a strong cross wind. Then slowdown to about 60 to 65 mph and wait for the runway.As they say, flaps are another way to get a steeperdecent when fully extended.

Taking off is a little bit easier. On short strips, use 10degrees of flaps for better lift. I have tried it both ways;with and without flaps. I think the 10 degrees of flaps isthe best way to go. After you have taken off, don’t justtake the flaps off all at once. Just do a little at a time sothat you won’t sink too fast. It does make a difference ifyou are trying to clear a 50 foot obstacle. I have seentimes when other pilots would just pull the flaps up atonce and the airplane looks like it is going into thetrees.

Another big factor is temperature. Before pushing thethrottle to the firewall, think about how much runwaythe airplane needs to takeoff. Hot days are a hugefactor in short field takeoffs. The thing to know is thedensity altitude. This will tell you if you have enoughrunway or not. Look at the load factor. Know the limitsof your airplane. Some times you can just go on halffuel. That’s equal to 120 pounds lighter. That’s a lot ona hot summer day. A 10 knot head wind would helptoo. But don’t try it if there is a cross wind. That can bedangerous as well. Make sure your tires are properlyinflated so it will roll well.

I hope by reading this, it will help you when you arepracticing your short field work. I have used thesetechniques for 20 years and never had any problemsyet.


Localizer HardwareThad Phillips, PP-ASELA Primer for Technophobes

The Localizer is the primarycomponent of an instrumentlanding system. It provideslateral guidance for approaching aircraft to track theextended centerline of a runway and is considered anon-precision approach because glide slopeinformation is not provided.

Localizer performance requirements:http://www.risingup.com/fars/info/part171-261-FAR.shtml

FAA Monitoring System requirements:http://www.risingup.com/fars/info/part171-263-FAR.shtml

Ground EquipmentThe ground based localizer equipment consists of VHFradio transmitter, highly directional antenna array andmarker beacon(s).

The transmitter operates on one of 40 ILS channelswithin the frequency range of 108.10 to 111.95 mHzwith 50 kHz spacing between each frequency. Itgenerates two different radio signals, carrier plussideband (CSB) and suppressed carrier sideband only(SBO). The CSB signal consists of the RF carrieramplitude modulated (AM) with equal amplitudes of 90

Hz and 150 Hz tones. The SBO signal is similar exceptthat the carrier is suppressed.

Transmitter output is nominally 25 watts RMS (200watts RMS max) into a 50 ohm load.

Current designs incorporate sophisticated computertechnology, battery backup and self-diagnosingsoftware to alert service personnel when performanceparameters are outside of operating specifications.

A multi-element antenna array, sometimes as many asfourteen elements arranged in seven symmetricalpairs, is required to radiate carrier signal in-phaseopposition to produce a maximum lobe coincident withthe runway centerline. Most are equipped with de-icingheaters, thermostats, and fuses to prevent ice build upin winter.

In typical installations, the antenna array is positioned~1000 feet beyond the centerline of the departure endof the runway. A special waver is required for locationswhere terrain prohibits locating the antenna beyond theedge of the runway.

BTW – The localizer antenna system was invented andpatented (Patent Number(s) 2,682,050) by AndrewAlford born in Samara, Russia 1904-1992.

How It WorksThe localizer ‘front course’ signal is transmitted via anarrow path that extends 35º to the right and left of therunway centerline forming lobes that overlap in thecenter and project outward along the runwaycenterline.

The carrier plus sideband (CSB) signal is transmittedin-phase with different modulation frequencies, a rightlobe (blue area) modulated at 150 Hz and a left lobe(yellow area) modulated at 90 Hz. The energy of thein-phase signals sum with the suppressed carriersideband only (SBO) to form a major lobe that isprojected along the centerline of the runway (red area).The localizer signal beam width is adjustable from ~3ºto 6º. The equipment installer adjusts the beam width

Localizer Hardware continued on page 21

http://www.risingup.com/fars/info/part171-261-FAR.shtml

http://www.risingup.com/fars/info/part171-263-FAR.shtml


to be 700 ft wide at the runway threshold and 1nm wide at 10nm range from the antenna. Afull-scale deflection at the approach end of the runway indicates the aircraft is 700 ft of course.A full-scale deflection 10 NM from the approach end of the runway equates to approximately2500 ft off course.

Lateral course guidance throughout the descent path to the runway threshold can be detectedfrom 10º to 35º either side of the runway centerline along a radius of 10 NM and from 10ºeither side of the runway centerline along a radius of 18 NM from the antenna. Verticallimitations are typically 1,000 feet above the highest terrain along the course line and 4,500feet above the elevation of the antenna sight. Depending on local terrain features, localizersignals might be received from distances greater than 18 NM but cannot be relied upon foraccurate lateral guidance.

Because of the radiation pattern of the antenna array, the approach course narrows as theaircraft nears the approach end of the runway.

Aircraft EquipmentThe receiving equipment in the airplane is typically a VHF Nav/Com radio coupled to a panelmount VOR/localizer indicator.

The Nav/Com receiver in the cockpit receives the localizer signal, and after demodulating,provides a right or left drive voltage to the indicator.

Assume the jet shown below is on the LOC 26 approach at DKX. The final approach track isessentially aligned west and east. If the jet veers north of the extended centerline of therunway into the area modulated at 150 Hz, the receiver will detect an increased 150 Hz toneand a decreased 90 Hz tone, and the indicator will show a left deflection. If the jet veers southof the runway centerline into the area modulated at 90 Hz, the receiver will detect anincreased 90 Hz tone and a decreased 150 Hz tone, and the indicator will show a rightdeflection. When the jet is centered on the approach, the 90 Hz and 150 Hz tones are of equalintensity and the indicator will be centered.


Localizer Hardware continued from page 20



Sensitivity of the localizer is approximately 4X greaterthan a VOR. This increased sensitivity means thelateral guidance information is precise. An aircraft thatis slightly right or left of course will result in a slightdeflection on the indicator.In the localizer mode, the indicator does not need theOBS set to the inbound heading. Most pilots I knowset the approach course into the window as a reminderof the heading.

The VOR/Localizer Indicator also includes flags tovisually indicate when the instrument is On andreceiving a signal.

The Nav/Com receiver also receives a 1020 Hz audiosuperimposed on the navigational signal used toidentify the localizer. Each localizer has a uniquethree-letter identifier that is transmitted in Morse Codeon the localizer frequency.

One final comment concerning local interferencesources that will cause your localizer to fail. Prior toleaving the terminal area when on a commercial flight,the gorgeous flight attendant announces that all traytables and seat backs must be stowed in the uprightposition, all loose items must be secured, AND ALL

PORTABLE ELECTRONIC DEVICES MUST BETURNED OFF. There is a valid reason for not usingyour handheld electronic devices. Most electronicdevices, radios of all types, TVs, cell phones, PDAs,and computers emit spurious emissions in the form ofradio waves. Often these spurious emissions areharmonics of a fundamental operating frequency thatfall within the band of frequencies reserved forcommunication, navigation, etc. While the latest andgreatest avionics has been designed and tested toreject external interference, some of the older avionicsin the panel of planes still flying today are susceptibleto these spurious emissions and will fail in flight.

Recently I was safety pilot for a friend wanting to dosome practice IFR approaches. We departed DKX andtracked VXV VOR to an intersection to hold, thenproceeded via radar vectors to TYS for an ILSapproach. Proceeding via radar vectors to interceptthe localizer approach course, we dialed in thelocalizer frequency, noted the flags were good and theneedles centered. This should have been an indicationthat something had gone askew. It wasn’t until wetuned to intercept the localizer that we noticed theneedles were still centered even though we were noton the glide path. How can this be? The radio worked



fine tracking the VOR moments earlier. Didn’t matterwhich direction we turned, the needles remainedcentered. We completed the approach VFR using aGPS for ground track, went missed and proceededVFR back to DKX.

As we approached Downtown, I remembered the cellphone on my belt and proceeded to push the Offbutton. Soon as the phone went dead, the localizercame alive and we successfully tracked the localizerback to DKX. A few afternoons later, we repeated theexercise sans cell phone and everything workedperfectly. An unscientific experiment, but I’m sure thecell phone was the source of the interference andprevented the Nav receiver from capturing thelocalizer.

I have received reports from other GA pilotsexperiencing similar scenarios. Some have eveninstalled a panel GPS only to discover that thespurious emissions interfere with the existing Nav /Com equipment.

As learned from the previous experience, I make aspecial point to ensure that myself and my passengershave properly stowed the device(s) prior to takeoff.


On June 21st our own Linda Meese will embark upona unique aviation adventure. She and longtime friendMartha Miller from Chattanooga will compete in the27th Annual Air Race classic, an all-women’s crosscountry air race. Started in 1929, the race wasknown the First Women’s Air Derby, then became theAll Women’s Transcontinental Air Race (AWTAR)and the Powder Puff Derby. Today the event isknown as the Air Race Classic.

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

This year’s race starts in Pratt Kansas and ends atKitty Hawk in Manteo North Carolina. The coursecovers approximately 2200 statute miles and shouldbe completed within 4 days. Flights are limited toVFR daylight hours. Each plane has a handicapspeed based on horsepower (145 – 570 hp) anddesign. The goal is to utilize altitude, wind, pilotingskills, weather and aircraft performance to fly aperfect cross country. The winners are determined onhow well the planes exceed the handicap.

Please contact Linda and XX to sponsor with your taxdeductible donation (Air Race Classic, Inc is a 501C3organization).

T-shirts will be available May 7th for $10 each.

Good luck ladies!

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

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