View of Whiteplains Plantation

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

Wednesday, November 15, 2017

FAA Safety Team - FAA Engine Maintenance & Performance Monitoring 11/20/2017

A scheduled seminar meeting your notification preferences has had some changes. Below is a brief description of the modified seminar:
"Engine Maintenance and Performance Monitoring"
Topic: Engine Maintenance and Performance Monitoring
On Monday November 20, 2017 at 18:30 Eastern Standard Time
Location:
Eagle Aviation
2861 Aviation Way

West Columbia, SC 29170
Description:
This event will discuss the benefits of working with a mechanic to ensure aircraft engines are properly maintained as well as techniques that can extend engine life. In addition, flight monitoring programs and technology will also be discussed. After the presentation, a Designated Pilot Examiner will be available to provide insight into practical tests as well as answer any test related questions. This meeting will last approximately 45 minutes.
To view further details and registration information for this seminar, click here.
The FAA Safety Team (FAASTeam) is committed to providing equal access to this meeting/event for all participants. If you need alternative formats or services because of a disability, please communicate your request as soon as possible with the person in the "Contact Information" area of the meeting/event notice. Note that two weeks is usually required to arrange services.
Thank you for using https://www.FAASafety.gov.

Sunday, October 29, 2017

Road Clean Up Day - 10-28-2017

Pictures from today's road cleanup. Special thanks to the Fastnaught's for hosting this event and to the wonderful people of Whiteplanes that get up early and pick up trash along the road on a sunny but chilly morning. You're the greatest.





Tuesday, October 24, 2017

Whiteplains Announcements List - Annual Yard Sale Posted 10-24-2017



Great weather neighbors 

Hoping to get some interest in a Whiteplains Community Yard Sale mid November or early December. 
I haven’t heard anything about what might have come of recent emails and yard sales, but would love to get one together. 

Anyone interested ?

Thanks 

Sincerely
Leah Crocker 
Total Flooring Service Solutions llc
8033095555
OSMBA/Woman Owned/ Small Business Certified 

Thursday, August 10, 2017

Message from Pam Greenfield

8-9-2017

 Wow, I don't even know where to begin to express my gratitude for everything you all have done for us these past few days.
From taking me out for a girls morning out to lowering the flag, to the visits, calls, and prayers,  for all the delicious food you brought over, and then setting it up for everyone to enjoy after the service....it all has meant so much to me and my family.  
 
However, all that pales in comparison to the love I felt for my sweet Ron from each of you that attended Ron's service.  It was such a nice tribute for Ron and I thank you all from the bottom of my heart for taking the time to come.  Ron would be so pleased.

He loved this neighborhood.  Our home had been listed in the Multiple Listing Service less than a week when I saw it.  I was hoping the whole way out here that I wouldn't like it because I "thought" it was too far out.  When we walked in, I knew it was the home Ron and I had been looking for.  We often joked that I became the wife of the year that day.  Ron absolutely LOVED it here.

My title was up in a year, but precious friends let me tell you that you all have earned the title of "Best neighbors for EVER and EVER".  I don't believe there is another community like this anywhere.

Thank you so very much for the love and concern you have shown us these past 4 months.

Love, 

Pam Greenfield


 

Monday, August 07, 2017

Ron Greenfield Funeral Service Information

“The funeral service for Ron Greenfield will be held Tuesday, August 8th at 4 pm.  It will be held at Caughman-Harman Funeral Home in Lexington, SC.  The visitation will be directly after the service.   Feel free to share for family members I’m not friends with.”

Link:  In Memory of Cpt. Ronald Barry Greenfield
In Memory of

Cpt. Ronald Barry Greenfield

September 25, 1945 - August 5, 2017
Obituary

Cpt. Ronald Barry Greenfield

GILBERT – Memorial Service for Cpt. Ronald B. Greenfield, 71, US Army (Ret.), a Veteran of the Vietnam War will be held on Tuesday, August 8, 2017 at 4:00 p.m. at Caughman-Harman Funeral Home, Lexington Chapel with visitation immediately following the service. Burial will be at a later date at Arlington National Cemetery. In lieu of flowers, memorial donations may be made to The American Cancer Society . Mr. Greenfield was Officer Candidate School Class of 1967, Helicopter Pilot for the US Army, Purple Heart Recipient, and Operations Manager at Ameritech. In 2007, he received the Outstanding Disabled Employee of the Year Award from The Department of Defense Chief Post Commander (2016-2017) at VFW Post 8738. His last duty assignment was, Chief of Staff for the 24th Special Tactics Squadron in Fort Bragg. A true patriot who loved and served his country admirably. He was a much sought after key note speaker for his passion and belief that, "God Has a Plan." He was an aviation and car enthusiast.
Surviving are his wife, Pamela Rice Tronco Greenfield Gilbert, South Carolina, parents, both deceased Homer and Nellie Greenfield; siblings: Ted (Glenda) Greenfield O'Fallon, IL, Timothy (Pamela) Greenfield Troy, IL, Linda (Linus) Marti Greenville, IL, Jane (James) Kelly Washington, MO;
Children, Ron (Barb) Greenfield Palm Harbor, IL, Gina (Chris) Hartman Rockford, IL, Becky (Julio) Carrasco Manhattan, IL, Andy Greenfield Greeneville, TN, Max Greenfield Greeneville, TN, Zach Tronco Charleston, SC, Josh (Jessica) Tronco Lexington, SC, Tony Tronco Charleston, SC, Terri Tronco (Greg) Cupstid Lexington, SC; grandchildren, Kaylee (Steve) Barkoski, Kyle and Kiana Greenfield, Austin, Allison and Payton Hartman, Cory, Collin, and Caden Carrasco and Ron's Beloved Fur Babies: Maggie, Bella and Gracie.



Saturday, August 05, 2017

Ron Greenfield 8-5-2017

Today, 11:39 AM

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