View of Whiteplains Plantation

View of Whiteplains Plantation
Over Head View - Taken May 8, 2011 Photo By: Phil Rainwater

Wednesday, July 19, 2017

Received this today on Jack Fastnaught trip to Oshkosh. 7-19-2017

 

First stop Athens, Ga. Had to stay low to avoid clouds but wasn't too bad. Off to an airport close to Chattanooga




Now at Collegedale near Nashville. Manager very helpful and is building a Pietenpol. Made his day. Of course many had to come out and see it. It always draws a crowd. Jack/







Third stop Sumner, TN. As soon as I stopped the crowd assembled. More showers to avoid but not bad. On now to my overnight stop.

Tuesday, July 18, 2017

Post on Jacks flying adventure to Oshkosh, Wi. Left this morning around 10:15 am.


This is Hancock airport where I'm spending the night. People here have gone out of there way to help me. Planning a 7 am departure tomorrow. 
Jack Fastnaught

Tuesday, May 30, 2017

04/26/2017 HOA BOD minutes

Attached is the most recent set of BOD minutes as approved by Ray Ackerman, Secretary.  Please direct any questions to the BOD members.
Bobbi Crimm





Wednesday, May 17, 2017

whiteplainsplantationget together 5 2017final1 movie





Had a nice get together the other day at Whiteplains.  Lots of flybys and landings. A short video from that event.  Thanks to the Ballee's for hosting this event.

Monday, April 24, 2017

Tuesday, April 18, 2017

Friday, April 14, 2017

Pilots meeting 4-18-2017

Gentlemen, The SCBC breakfast fly-in is just around the corner, in fact, may 7th. We need to get our heads together and plan for the event. I have secured Johnny Dickerson’s hanger for the event. But, as you know, many other things have to be figured out and nailed down. So we will have a pilot meeting this coming Tuesday night (4/18) at 7 PM at Ken Plessers hanger to finalize the planning. Please attend so that we can have another nice event here at SC99. Thanks for your usual help and support. Jack

Thursday, April 13, 2017

CALLBACK - NASA Aviation Safety Reporting System

CALLBACK From the NASA Aviation Safety Reporting System
Issue 447
April 2017
This month, CALLBACK again offers the reader a chance to “interact” with the information given in a selection of ASRS reports. In “The First Half of the Story,” you will find report excerpts describing an event up to a decision point. You may then use your own judgment to determine possible courses of action and make a decision regarding the best way to resolve the situation.

The selected ASRS reports may not give all the information you want, and you may not be experienced in the type of aircraft involved, but each incident should give you a chance to exercise your aviation decision-making skills. In “The Rest of the Story…” you will find the actions actually taken by reporters in response to each situation. Bear in mind that their decisions may not necessarily represent the best course of action. Our intent is to stimulate thought, discussion, and training related to the type of incidents that were reported.

The following reports chronicle situations where pilots, once their decisions were made, operated their aircraft into a critical phase of flight. Choices are not always clear-cut, decisions are always second guessed, and no number of rules or checklists can cover the range of decisions that a pilot may be required to make. Our hope is that thoughtful discussion of these incidents might benefit the judgment that a pilot employs while making decisions that may or may not be dictated by a regulation, rule, or checklist.
The First Half of the Story
Situation # 1  Beech 1900 Captain’s Report
 Early during the takeoff roll, the pilot noted a right hand LOW FUEL PRESS annunciator and associated Master Warning.… All [other] aircraft instruments and indications remained normal.
Situation #2 Air Carrier Flight Crew Report
 The marine fog bank had just come in. As we were intercepting the course for the RNAV Y RWY 27 approach, several planes ahead of us all went around. Tower gave us a short delay vector off the course and re-cleared us on the LOC RWY 27 approach. We did a very quick and dirty brief, noting…managed/selected [speeds] and [a potential] missed approach. I loaded the FMC while the Captain flew. I felt we were being rushed with the last minute approach change, and…it was only my third flight [in the last month]. I was slower than normal and a bit rusty as well. I didn’t notice that the Derived Decision Altitude (DDA) I set was above the 500 feet AGL call. As we neared the minimums, I was looking to make the 500 feet call and completely missed the 100 feet above “Approaching Minimums” call and subsequently was late with the “Minimums” call also. The Captain called “Minimums” for me followed by his “Going Around” call. He pushed the thrust levers up to the go around detent, called “Flaps 3,” and began to pitch up. I was still a second or two behind him thinking about the minimums call I just missed and didn’t immediately retract the flaps. Before I could set the flaps to three, the Captain said that the runway was in sight.
Situation #3  ERJ170/175 Captain’s Report
 We departed with good weather forecast for Salt Lake City with no alternate needed. We were planned with 600 pounds of taxi fuel and 1,471 pounds of contingency fuel. The flight was uneventful until we began the descent to SLC. We were being vectored north around the airport to get around a storm that was over the airport. As we broke out north of the airport, I looked down and saw it raining on the east side with more storms east of the airport. We were on downwind vectors for [runway] 16L and had just been cleared for the approach when ATC said that aircraft were reporting a loss of 20 knots indicated airspeed (KIAS) on final and were going around. I told the FO to tell them we will be discontinuing the approach and would like to hold for a bit. We were still doing alright on fuel then and had 3,800 pounds on board. I figured we had 10 to 15 minutes before we had to do an approach to SLC or divert.… I was focused on whether or not we could hold long enough to get into SLC. ATC said that the storm was passing at SLC, and the winds were 16 knots and steady with no Low Level Windshear alerts. They asked if we would like to do an approach. We decided that we would try a single approach, and if we went missed, [then we would] go to ZZZ. We setup for the approach, intercepted final, and started configuring flaps. ATC advised heavy precipitation between us and the runway.

We were on the glideslope at 190 KIAS with flaps 2 passing through 7,500 feet MSL when it seems we might have encountered a microburst.… Within 5 seconds our indicated airspeed rapidly increased to 234 KIAS.
Situation #4  B737 First Officer’s Report
 While on approach, we started out a little high due to thunderstorms that were on our arrival. The deviation was going to get us on the ground with about 6,400 pounds of fuel. Just north of the airport, we were turned onto a downwind and cleared to 4,000 feet MSL, and after that to 3,000 feet. Once we got close to leveling off at 3,000 feet, we were given a base turn…and cleared down to 2,600 feet. At that time we reported the airport in sight, and I noticed that we were still around 240 KIAS. I queried the Captain if he still wanted to go that fast. He said he had not realized we were still going that fast and started slowing. He dropped the gear and started slowing while also following the glide slope. I made the 1,000 foot call, but we both realized we only had flaps 15 selected up until that point. We missed that gate, but it looked like the aircraft was slowing enough to make the 500 foot gate. As we tried to get the aircraft slowed, I think we may have had only flaps 25 at the 500 foot gate.
The Rest of the Story
Situation #1  Beech 1900 Captain’s Report
The Reporter's Action
 The pilot rejected the takeoff, as briefed, for a Master Warning prior to V1 speed. The pilot assumed a false annunciator warning because the LOW FUEL PRESS annunciator extinguished after power was reduced…and all other remaining instruments and annunciators were indicating normal. The pilot decided to attempt a normal takeoff after taxiing back to [the] runway and receiving takeoff clearance. All operations during the second takeoff were entirely normal and routine, with no abnormal annunciations or events. The flight continued through termination under normal operating circumstances.
Situation #2  Air Carrier Flight Crew Report
The First Officer's Action
 We had hit a hole in the clouds, and the runway was there. We were still configured and in position to make a safe landing.
The Captain's Action
 A second or two after bringing up the power, we were in the clear with the runway in sight. Since the flaps and gear had not been moved yet, I chose to pitch over gently and continued visually to land in the touchdown zone with a normal rate of descent and normal landing.
Situation #3  ERJ170/175 Captain’s Report
The Reporter's Action
 I would have normally broken off the approach immediately, but we were high enough off the ground that I could get stable by 1,000 feet AGL, and I also expected the [air]speed increase to immediately subside. We were both caught completely off guard when the airspeed didn’t go back to normal, but actually kept increasing. At that point, I told ATC that we were going missed and going to ZZZ.… Even though there was a flap overspeed, I elected to retract the flaps due to our fuel status and not knowing if there would be a delay getting into ZZZ with other aircraft being diverted there. I felt it would be less risky to retract the flaps than to continue flying with the flaps at 2 and burn extra fuel. We landed at ZZZ uneventfully, and I left the flaps in the landing configuration until Maintenance could look at them.
Situation #4  B737 First Officer’s Report
The Reporter's Action
 I should have made the go-around call per Standard Operating Procedure (SOP). However, neither of us announced the go-around, and we continued to land.… Luckily, we landed uneventfully. As we taxied clear of the runway, we both agreed that we should have gone around and, after the fact, realized our non-compliance. I realized that I should have used my training and my assertiveness to announce the go-around per SOP. I still regret not speaking up as I should have.
Check Out
ASRS Safety Topics!
ASRS Database Report Sets each consist of 50 de-identified ASRS Database records relevant to topics of interest to the aviation community. 
View/Download Report Sets »
CALLBACK Issue 447
ASRS Online Resources
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Special Studies

ASRS, in cooperation with the FAA, is gathering reports of incidents that occurred while pilots were utilizing weather or AIS information in the cockpit obtained via data link on the ground or in the air. Learn more » Read the Interim Report »

In cooperation with the FAA, ASRS is conducting an ongoing study on wake vortex incidents, enroute and terminal, that occurred within the United States. Learn more »
February 2017
Report Intake:
Air Carrier/Air Taxi Pilots
4,128
General Aviation Pilots
1,104
Controllers
545
Military/Other
307
Flight Attendants
296
Mechanics
182
Dispatchers
169
TOTAL
6,731
ASRS Alerts Issued:
Subject
No. of Alerts
Aircraft or Aircraft Equipment
6
Hazard to Flight
1
TOTAL
7
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NOTE TO READERS:   or  Indicates an ASRS report narrative    [   ]  Indicates clarification made by ASRS
A Monthly Safety Newsletter from The Office of the NASA Aviation Safety Reporting System Issue 447

This email was sent to steve.crimm@stephenscott.com by arc-dl-callback-subscription@mail.nasa.gov  

NASA Aviation Safety Reporting System | P.O. Box 189 | Moffett Field | CA | 94035-0189

Saturday, March 18, 2017

BasicMed Update

View Online Version Here.
AOPA
BasicMed: What it means for you
Wed, March 22, 2016 8:00 PM EDT
REGISTER NOW
With BasicMed set to go into effect May 1, you'll need to be ready to take full advantage of the new regulations. Listen to AOPA staff Gary Crump, Director, Medical Certification Services, Jared Allen, Legal Services Plan Attorney, and Ferdi Mack, Senior Manager, Pilot Information Center discuss the details of BasicMed; who can fly under the rules, what qualifying pilots need to do, and which aircraft qualify.

About the Presenters
jared-allen(2).jpgJared Allen 
Jared is AOPA's Legal Services Plan (LSP) senior staff attorney and is an instrument-rated private pilot. He provides initial consultations to pilots through the LSP when the FAA has contacted them about potential FAR violations. Jared has helped numerous pilots successfully navigate through compliance actions.
FerdiGary Crump
Gary is the Director of Medical Certification Services at AOPA and holds a commercial pilot certificate with instrument, multiengine, and single-engine sea ratings. He has more than 20 years of experience in dealing with FAA medical certification issues and stays in contact with all the key players in the FAA aeromedical community. 

Ferdi Mack, Senior Manager of the Pilot Information Center will be moderating.
AOPA
© Aircraft Owners and Pilots Association
421 Aviation Way Frederick, MD 21701
800.872.2672
301.695.2375 Fax

Monday, March 13, 2017

FAA Safety Team | Safer Skies Through Education

FAAST Blast – SAFO on ADS-B Out Testing, GA Activity Survey, Maneuvering Flight, Ins and Outs of ADS-B
Notice Number: NOTC7077

FAAST Blast — Week of Mar 06, 2017 – Mar 12, 2017
Biweekly FAA Safety Briefing News Update 
                                             
FAA SAFO Covers Proper Procedures for ADS-B Out Equipment Testing
            The FAA recently issued a Safety Alert for Operators (SAFO) which informs personnel involved with ground testing of aircraft ATC transponders and ADS-B Out equipment of the importance of adhering to proper test procedures and the hazards associated with improper testing. The FAA has received reports of transponder and ADS-B Out system ground test events in which information, including simulated altitude, was transmitted from the test aircraft and received by aircraft inflight. The FAA recommends that anyone performing these tests evaluate the adequacy of their procedures and adhere to proper test procedures to prevent uninhibited system transmission that may affect ATC operations or airborne aircraft.
            For more information on this SAFO, click here.

GA Activity Survey
The 39th annual General Aviation and Part 135 Activity Survey (GA Survey) for reporting on calendar year 2016 has officially launched. As always, your participation is important. The GA Survey is the FAA’s primary source of information about the size and activity of the GA and on-demand part 135 fleet. It includes a wide range of aircraft, aircraft operations, and types of ownership. If you receive a survey, please complete it, even if you did not fly in 2016. Information gathered will be used only for statistical purposes and will not be released in any form that would reveal an individual participant. If you have any questions, please call 1-800-826-1797 or email infoaviationsurvey@tetratech.com.

 #FlySafe Topic of the Month – Maneuvering Flight
               This month, we’re focused on how you can maintain safety during the maneuvering phase of flight, which is during take-off, landing, and while you are maneuvering in the traffic pattern. For details, see the FAA Safety Team (FAASTeam) flyer here. The flyer also mentions a FAASTeam “Let’s Take a Minute for Safety” video on moose stalls: https://t.co/SCfbqQqOT0.

The Ins and Outs of ADS-B
The March/April 2017 issue of FAA Safety Briefing focuses on Automatic Dependent Surveillance-Broadcast (ADS-B) technology, a foundational component of the FAA's NextGen system for improving the safety and efficiency of the NAS. Articles cover the myriad safety and technology benefits ADS-B offers, as well as provide important details on the purchase, installation, and operation of ADS-B equipment. For a basic overview of ADS-B, see the article “ADS-B 101: What It Is, and What It Means to You” at https://adobe.ly/2lTCMhf.
Produced by the FAA Safety Briefing editors, http://www.faa.gov/news/safety_briefing/
Address questions or comments to: SafetyBriefing@faa.gov.
Follow us on Twitter @FAASafetyBrief or https://twitter.com/FAASafetyBrief

Thursday, March 02, 2017

Yard Sale for Whiteplains Plantation

Correction..... Contact Lynn Mestler (Seabee Steve's wife). Phone number is correct on last email. Didn't realize I had their name wrong in my contacts.



Lynn Messler would like to coordinate a community yard sale. She is thinking of one maybe in fall or possibly spring time if there is enough interest. I have shared some ideas with her to protect the runway environment etc from the potential buyers. If you think you would like to participate in this event please call Lynn at 803-446-1223. She has many places to advertise for "Free".

Thanks,
Mike

Wednesday, March 01, 2017

Soup Off - Results

Greetings !  Just wanted to share a portion of the Thank you note I received from the Director of Food Service and Nutrition for Lexington School District One.  She wanted to share a huge "Thank You" for the generous donation of over $450 from the Soup Off that is providing meals for 47 children in the Gilbert schools.  Jack's contribution of wooden bowls for a blind auction also provided funds for this donation for meals for the children. 
Her words were .."An angel has blessed our community!"
I hope everyone in this great neighborhood can be a part of this the next time we have the Soup Off.
Have a great evening!  Jean Moore

Saturday, February 25, 2017

Airline Pilots story MD-80

Since Mr. J. shares a story so will I.  Unlike Ken however, my personal experiences were more intimately involved with the only airplane I am embarrassed to say I’ve flown…the venerable, hypercritical laminar flow winged, later variant DC-9, the mid 1970’s technology MD-80.  Same airframe, just a more critical and much higher loaded wing.  The higher wing loading insured even more violent stall behavior.  My 6 years 3 months and 8 days on that POS at Continental, was by far the most challenging in so far as maintaining a determination to continue to work as a pilot.  I held the mission in disdain and to this day jokingly ask, “You know what I miss about that airplane?”  after a bit of comic delay, I offer “Absolutely nothing”.   

Our fleet had -80s built for 7 different airline configurations!  Keeping differences straight was a full time task for the training department folks, not to mention the line pilots.  The airline had chosen to relegate the old hulks primarily to shuttle flying (DCA ATL and BOS from EWR) as we were taking delivery of better, newer, all Boeing equipment.  This "mission evolvement" happened shortly after I got comfortable with the tasks required of me and of course got myself locked into a 3 year training freeze...  Gone were the nice 4 day, west coast and Mexican riviera trips that lured me to bid it.  5 and 7 leg days, populated with endless ATC delays became my norm.  Occasionally I would see a Florida trip.  Being junior as a First Officer, I got to fly the garbage trips nobody else wanted (6 AM departures every Saturday morning, long sits between flight segments, lower productivity) with the Captains nobody else wanted to fly with, always on holidays and weekends, in weather other pilots had called in sick because of.   

As our fleet was improving, the -80 became the lowest rung on the technology ladder too.  Captains who had a hard time with mastery of the fully automated flight guidance equipped flight decks of the newer 737-300s, deemed the terminator by those who couldn’t check out on it, were often offered a 2nd chance to return to the -9/-80 community, rather than the unemployment line.  Watching that demographic flying the first generation, digital flight guidance system, was often like watching a High School wrestling match.  Yep, Good ol First Officer XXXXXX was out there with these bozos on a regular basis.  If a guy had nervous tick, or particularly poor personal hygiene, or a human resources folder as thick as the NYNEX yellow pages, perhaps they had been protected from discipline(s) by Frank Lornezo, because of their choice to break ALPA’s 1983 strike, in spite of a long documented history of sexually harassing flight attendants, or having an arrest record as an arsonist, tax cheat or pedophile, you can bet I was jerking gear for him/her on a weekend.

But I digress, back to the airplanes miserable stall characteristics… 

In stone were the weight limits for high altitude and temperature.  YOU COULDN”T DO IT (climb to that next Flight Level above  certain weight, in those days it was 4000’ between same direction flight levels) if you weighed more than the numbers.  The big ones were 132,000 pounds or less to go to FL350 and 117k for FL370.  Yet it was just too tempting for some.  That was often enough to get you on top of the biggest weather, so the decision was often based in an unrealistic fear of deviating or an outright fear of the weather itself.  If you went too high, you’d stall or vacillate between mach tuck and stall with no real assurance which phenomenon you were currently experiencing.  Everybody knew it, but yet several times a year one of our finest would try anyhow…the video speaks for itself as to what the expected results are, just add flight attendants in the aisle with beverage carts and little old ladies standing in line for the lav.   Been there done that, refused to defend those that did it and often offered the chance of a ramp side fist fight, assuming we survived the stupidity, if a guy had that “look”, like he was going to disregard the hard fast limits of that airplane’s stall character. 

Todd

Alf In The Wake Over VINAX


Alf In The Wake Over VINAX from AA Productions on Vimeo.