EAA Chapter 1218

As many of you know, I frequently travel for work.  A lot of people have the idea that work travel entails flying in first class and eating at the finest restaurants while wining and dining.  In mysituation, that is definitely not the case.  A typical business trip for me starts at 2 or 3am as I get up to catch an early flight at an airport 200 miles away.   After driving a few hours, and surrendering my dignity to the Transportation Security Administration, we are driven like cattle onto an airplane to sit in seats that are too small with people that cough more than a healthy human should.  After arriving at my destination, I travel to the customer's site.  I work in manufacturing, so we are not talking about palatial downtown offices, or scenic business parks.  The locations are often in tough neighborhoods or in boring Industrial parks.  In manufacturing time is money, and opportunities to do some of my work are driven by staffing, and production needs, so we often work odd, or long hours.  A typical work day is 12 hours with gusts up to 18.  Definitely not glamorous.

This week, I found myself flying to Orange County, CA on Monday to attend training classes Tuesday thru Thursday.  This presented the unique situation in which I would arrive at my destination at noon local time, with no scheduled commitments for the remainder of the day.  Immediately after landing at John Wayne airport, I drove around to the other side of the field to Sunrise Aviation to see if there were any aircraft available for a local flight.  There was an opening, so I reserved a 2 hour block in a Cessna 172.

Arriving a couple of hours later for my appointment, I had studied the terminal area chart and had lots of ideas.  Options included a cruise along the coast line, a tour through one of the many scenic valleys or  a trip up to Van Nuys for a landing on the famous 16 Right.   Another option, and my favorite, was a flight out to Catalina Island.  When I spoke to the CFI I would be flying with, we discussed all of these options, the airspace, and the amount of time we had.  We both agreed that Catalina would be a good fit for all of our requirements.

The briefing for the flight was relatively easy.  We would take off to the West, turning North along the shoreline, climbing to 6,500 ft.  We would turn West toward Catalina before reaching our target altitude to avoid the Los Angeles Class Bravo.  The crossing is about 20 miles over water, so we need some altitude to minimize  the distance we are out of gliding range to land.  With our plan made, we headed out to the airplane.

John Wayne (SNA) airport is a mixed use General Aviation and commercial airport.  Security is pretty tight to get to the flying side of the airport.  To get in, I rode in the instructors car, where he had a security pass, a personal badge, and I had to present my drivers license.  We were able to drive to a parking area near the aircraft.   Preflight was easy.  We were to be flying a P model Cessna 172.  This is the model with 13 low point drains for the fuel system, so we spent a good amount of time just checking fuel.

Loaded in the aircraft, we called ground for taxi clearance before going through the startup checklist.  We were cleared to taxi on the main taxiway behind a Southwest Airlines flight that had just landed.  The aircraft started easily, and we were off.  The SWA 737 was just passing as we got to the taxiway, so we gave it a wide berth.  Taxi was straightforward and we were cleared for takeoff on the large runway.

After takeoff we were over to departure control until we cleared the Charlie Airspace.  Once clear of the Charlie we were cleared to Squawk VFR.  By this point we were approaching the coastline and we transitioned to a cruise climb turning North paralleling the shoreline.  Passing through 4,500 ft we turned back to the West toward Catalina.  The island was just barely visible through the haze and smog.  Once we were above 5,000 ft, the peaks on the island were clearly visible.

Santa Catalina Island is about 22 miles long and 8 miles across at it's widest point.  The island is about 22 Miles West, Southwest of Los Angeles.  With a population of about 3,700, the Island has two towns : Avalon and Two Harbors.  Wikipedia has a good article with lots of information on the island.  Catalina hosts a single airport, referred to as "the airport in the sky" due to it's location near the islands highest point.

On our flight, we elected to not pay the $25 fee to land at the airport, and decided to circle the island instead.  We flew north from the airport over Two Harbors, located at a narrow point in the island, the town has small harbors on the windward and leeward sides of the island.

Next we did a slow turn to the West and continued South along the windward side of the island.  The terrain was much steeper on this side of the island with lots of powerful waves crashing on the shore.

The city of Avalon appears to be an attractive little town, nestled in between the hills with a harbor on the leeward side.  The city hosts a small casino and is primarily a tourist destination.  There is a rock quarry near Avalon, on the southern end of the island.

After seeing Avalon, we began a climb back up to an altitude for a safer crossing of the channel.  Once we were headed back across the channel,  I got an appreciation of how large the Los Angeles area is.  The area sprawled North and South as far as we could see from 20 miles out.

We aimed the aircraft for Long Beach harbor on our way back.  As we approached land, we were busy calling out aircraft.  There was a Baron 3 miles East same altitude, an Airbus 1,000 ft below us, and a Cessna passed under us about 500 ft below.  There is no doubt this is busy airspace, but it is well laid out, and works well as long as everyone follows the rules.

Crossing  Long Beach harbor, we had a good view of the Sea Launch vessels that are used for launching satellites into orbit from sea near the equator.  We also passed over the Queen Elizabeth cruise ship and the building where the Spruce Goose was kept before it was moved to its current location in Oregon.

As we crossed the pier at Newport Beach, we turned inland toward the airport.  We were expecting a 45 degree entry to the downwind for 19R.  As we approached the field the tower called, asking us to cross midfield at or above 1,300 ft to a downwind for 19L.  From this point we had a great vantage point to survey for any approach traffic as we crossed midfield, and descended to pattern altitude at 850 ft.  The approach path was clear, and we turned to base.  Winds were a light 5 knot crosswind so final approach was easy with a flare just a tad bit late, but making up for it with a smooth touch down and roll out.

Looking at my log book, it has been 2 1/2 years since I logged any significant time as PIC.  Understandably, I was a little curious how rusty my flying skills would be.  I did all of the flying on this trip, save the times I asked the CFI to fly while I took pictures over the island, and I am pleased to report  that I flew very well.  I actually think I held altitudes much tighter than I have in the past.  I walked away from my little adventure entirely satisfied.  Regaining that thrill of flight, practicing a skill that I love doing, and doing it in a new environment different from any I have ever flown in before was the absolute best way to spend a free day on a business trip.

Photos:

January 9, 2010
President White called the meeting to order with 59 members and guests present.  The cooks were thanked for the soup and chili potluck.  New members Wendell Bailey, Darryl Hanson, Brian, Sara, Jolee and Brady Powers, JoAn Bailey-Russell, Eric & Kim Snouffer were welcomed to the chapter.     The 2010 chapter member directory was passed around to check for additions and errors.

A motion to approve the minutes as published was made by Al Grant, second by Bob Brantley and approved by members present.

The Treasurer’s report given by Jim Vokac was approved; motion by John DeRoos, second by Mike Noonan.

Floyd Diediker and Clint Allen reported on the upcoming MPA safety meeting to be held February 18th.  The free meal will be served at 6 PM with the seminar to follow.  All pilots are encouraged to attend this Wings accredited program.  Clint and Marge Allen will perform a skit followed by a question and answer session.  Henny Christensen will videotape the program.

A thank you card and aerial shot of 1H5 was received from MPA Chapter 20 for participating in the Poker Run held October 24, 2009.  Thank you cards were also received from M.U.N.C.H. for the canned goods donation and from Willow Springs High School Band for hosting the refreshments tea room for the holiday band tour of homes.  Holiday wishes were received from Ted Businger.

The 2009 EAA Chapter award for Web Editor and Newsletter Editor was presented to Brent Humphreys.  He had been unable to attend the Christmas meeting.  If you haven’t looked at the chapter website lately, you need to check out all the new features and updates.  Also, the chapter has an assigned phone number.  It is free of charge through Google Voice and all calls are forwarded to a number of choice and may be changed at any time.  The chapter number is 417 233-1218.

Gene Pascoe’s biplane project is now safely tucked in the chapter hangar.  Chapter members Clint and Marge Allen, Berlin Batesel, Bill Ghan, Ron White and Tom and Phyllis White moved it from Dora on December 16th.  We thank the Pascoe family for donating the plane to the chapter.   Jean and family are relieved to know it is out of the elements.

President White announced Bill Ghan received a letter of recognition from EAA.  He has been a member of EAA Hall of Fame since 1997.  He received a certificate and pen last month from EAA.

President White said it was time to address the heat situation in the shop area.  Estimates on overhead radiant heaters similar to Mike Vaughn’s hangar are $1500-1800. There is approximately $xxxx in checking with $xxx going to headquarters immediately therefore we do not want to run low on funds.  A show of hands indicated going ahead and pursuing heating the hangar.  Discussion followed regarding propane tank rental versus purchase, size of tank and certification, estimated usage, propane cost versus natural gas, timing of installation.  President White would like to see something in place before the MPA Safety Seminar in February.   To work in the hangar now, Clint Allen has loaned his torpedo heater which burns kerosene at over $5 per gallon.  At the present time, the kerosene is being provided by President White.   Lynn Bentele pointed out we are already putting out money, go ahead and invest in something more permanent.

It is time to send Oshkosh the annual report.  We still need a Young Eagle Coordinator.  Bob Brantley has been asked to fill the position.  He wanted to know how many pilots are going to be available to fly Young Eagles due to the cost of fuel, etc.   Bob Bohemier, Henny Christensen, Mike Noonan, Brian Powers, Mike Vaughn, Mike and Tom White volunteered.  Mike Vaughn said we should be able to get Howard Wolford and Tommy Boyd.  Bob Brantley has agreed to be Coordinator; Ben Andre has volunteered to assist.    We will try to have at least four events per year.  The chapter Technical Advisor has always been Clint Allen; he has agreed to continue in that position.  President White suggests we need a Flight Advisor; we need to get more members involved.  David Johnson said that was one of the reasons that drew him to EAA while considering his project.  The Flight Advisor not only gives timely hints and tips; they will give training advice.  He feels that is something we desperately need.   The application and duties are available online.  Doc Openshaw suggested we nominate Lloyd Darter since he wasn’t there.  There were no volunteers.

In early December, EAA Headquarters had a web-in-air broadcast on chapter record keeping, tax issues etc.  Jim Vokac, Tom and Phyllis White signed up for it.   The presentation was by attorney Patty Arthur.  She said all chapters should have in their by-laws a dissolution clause stating where the chapter assets would go.  She said they may go to another recognized 501C3 organization or revert back to EAA Headquarters.  We need to be considering where we would want our assets to go.  One suggestion would be the Willow Springs Community Foundation.  Sharon Vaughn said it doesn’t require you file to someone, just have a statement in the by-laws stating the assets go to another non-profit.  We would not have to designate a specific organization.  Phill Knott said it is like a living trust you can change it anytime you want.   Floyd Deidiker asked who completes the IRS Form 990.  Jim Vokac files the 990EZ.   Floyd said we should be able to tell the IRS then what the organization does to satisfy them.  Secretary White stated the chapter has had no problems and none are foreseen.  Tom Bentele mentioned there are also state statutes to adhere to.  To keep in the good graces of the IRS, document what we do as a charitable, educational organization.  Examples would be taking photos during functions and submitting press releases to the media.  Also, keeping a registration log of when we had kids in for tours or functions.  Ms Arthur also said all chapters should have a conflict of interest policy.  The policy may be adopted in a corporate resolution rather than having to amend by-laws.

Bill Ghan said at the end of the year we handed out certificates, etc.  One thing was overlooked.  He expressed his thanks to the bridge builders, Ron and Mike White and all that helped complete it in 2009.  The builders were given a round of applause.  Ron White asked to recognize the bridge helpers: Doc Openshaw and John Smith helped on the columns; Howard Wolford made the memorial plates. He said there was a lot of help and it was a team effort.  Secretary White mentioned if you go to flickr.com and search eaa1218, there is a group of bridge building photos from start to finish.  Check out the Flickr slideshow Brent has on the chapter webpage also.

Treasurer Vokac said during landscaping Jerry L. Smith Way, the base for the airport sign needed to be poured to avoid delays with the landscapers.  The city was limited on funds for the concrete and asked if the EAA would be able to contribute.  He is now asking for member donations to reimburse the city for the concrete.  We would prefer not to use chapter funds.  Brent Humphreys asked if the new directives from the FAA regarding through the fence access would be an issue for Willow Springs.  The airport has no federal funding therefore the directives do not apply.

A motion to adjourn was made by Lynn Bentele, second by John Smith and approved by members present.