BAAC Talk December 2017

President’s Note Tom Jackobs

Dear Members,

November was a great flying month for the club. It’s so good to see the planes being utilized so much AND so safely! The board is wanting to get your opinion so we’ve sent out a survey. You would have received it in your email box. Please take a moment to fill it out, it will help us create a good plan for the club and the type of flying and planes you want in the club.

We have several events planned for the new year so please look for announcements in your email box. Specifically, we will be having our annual dinner on Saturday, February 17.

If you are interested in helping with any part of running the club, please don’t hesitate to let us know!

Happy flying,

Tom Jackobs President, BAAC

UPCOMING EVENTS Board Meeting • 2nd Tuesday of every month Member Meetings • January 11 2018 - Field trip to the

National Weather Service • February 17 2018- Annual Dinner • Read Safety Officer’s section for more

details DIRECTORS • Tom Jackobs (President) • Jascon Cullum (Chair) • David Gonzalez • Anthony Canales • Jim Spitler WELCOME NEW MEMBERS • TBD PEARLAND REGIONAL AIRPORT AIRPORT LOBBY: 17622 AIRFIELD LN. PEARLAND, TX 77581 281-482-7551 PEARLAND REGIONAL AIRPORT (KLVJ) P.O. BOX 537 PEARLAND, TX 77581 www.bayareaaeroclub.org

Treasurer’s Column Sean Young treasurer@bayareaaeroclub.org 331-206-0687 Monthly Statistics (November 1-30, 2016) Active Members: 141 Directors: 4 Director/Officer: 1 Officers: 8 General Members: 120 Family Members: 2 Active Duty Military: 6 Members Who Flew a BAAC Aircraft: 43 Total Hours Flown in BAAC Aircraft: 198.1 Members Who Flew More Than 5 Hours in BAAC Aircraft: (M. Armstrong, J. Budd, B. Dolezal, D. Ivko, J. Kittle, O. Lyle, N. Maint, C. Metaxas, L. Pritchard, J. Richichi, T. Robinson, S. Strickland, W. Tatton) Hours Flown by Our Highest Flight Time Pilot in BAAC Aircraft: 25.6 (S. Strickland) Logging Hobbs and Tach Hours in Post-Flight Dispatch: Please ensure your Hobbs “START” time matches the previous pilot's Hobbs “STOP” time on your flight log entry within your Post-Flight Dispatch screen. If you see a discrepancy, please call that preceding pilot and agree on corrections to be made. Otherwise, treasurer-corrected entries will always be made to the succeeding pilot's post-flight and resulting charges. A note about logging either Hobbs and Tach time. If the number showing is between two numbers, for example the tenth-hour is stuck between a 4 and 5 as shown in the photo below, always record the higher number. 1418.5 is the correct way to log the time shown in the picture below.

Critical Billing and Financial Information for members: • Automated dues are charged on the 15th of each month at 5:00 am Central Time to all member accounts.

All members must enable their credit card or checking account as “Primary” within schedule Master according to the instructions explained in the below online link.

• All online billing and flight logging procedures are explained at the following link: http://support.timesync.com/forums/168792-Online-Billing-Manual-for-End-Users

• All members now have a $100 credit limit – Schedule Master prevents users from scheduling BAAC aircraft unless member balances are brought below this $100 account balance.

• All BAAC aircraft have a commercial MasterCard onboard within the plane’s notebook. Use this credit card for BAAC fuel and oil purchases only; unauthorized purchases will be billed to the user.

• Member requests to go “inactive” are only granted for accounts that have zero or credit balances, and must be made to the treasurer at treasurer@bayareaaeroclub.org

BAAC Treasurer: Sean Young (331-206-0687)

treasurer@bayareaaeroclub.org Club Accountant:

Melanie Gutierrez (281-485-1209)

Log Hobbs and Tach Hours in Post-Flight Dispatch

Please ensure your Hobbs “START” time matches the previous pilot’s Hobbs “STOP” for your Post-Flight Dispatch entries. Members are responsible to resolve discrepancies by calling the preceding pilot and agree on the correction. Otherwise, treasurer-corrected entries will always be made to the succeeding pilot’s post-flight and resulting charges.

Maintenance Officer Earl Phillips 281-333-5264 maintenance@bayareaaeroclub.org Oil use is now entered in ScheduleMaster as part of the post flight procedure. This feature enables oil use monitoring for each club airplane. The oil use data will be periodically reviewed to ensure that each airplane is maintaining nominal use rates. The manual oil use recordings are no longer necessary. If you have added oil simply record the amount when you are entering your post flight information.

Chief Instructor Jon Disler 832-331-9029 chiefcfi@bayareaaeroclub.org Congratulations to the following members: • Constantine Metaxas completed his first

solo on the C150 N1701Q.

Safety Officer Steven Devine 281-650-5019 safety@bayareaaeroclub.org Announcements: January 11 2018 - Field trip to the National Weather Service office in League City, guided by Jeff Evans. Meet at clubhouse at 5:45 pm to carpool to office. We will depart at 6:00 pm. February 2 2018- Annual Dinner for BAAC. Details forthcoming, mark your calendars!

Safety Article: I recently had an opportunity to see what happens inside an engine with regards to spark plug fouling. Last week, I had a flight and everything was fine up until the run-up. I flipped over the right mag, and lost nearly 300 rpm. After doing what I could to clear the fouled plug and still having the same results, I of course cancelled the flight and called the A&P. Luckily, he was close at hand and showed me what is going on inside the engine. You see, since there is lead in our fuel, during the combustion some of that lead deposits in the cylinder, and slowly it will collect over time. As it does, it will pool, sometimes in the lower spark plug, where it will interfere with the spark and the quality of the ignition in the cylinder. Some engines are more susceptible than others to this. As a general rule, the mechanics clean the spark plugs on regular intervals, and we as pilots may not even be aware that it is happening. In an ideal situation, we never see any fouling, and the mechanic can clean it up before we have a chance to notice. But, it does happen, and our mechanics are diligent to make sure our engines run flawlessly. However, this does not happen by accident- as we know safety doesn’t happen by accident. Sometimes, we get a glimpse into what is occurring to keep us safe and running great, and this is one of those times. Have a look at the attached picture, and see what a mess the collecting of lead can cause. You may be thinking- is there anything I can do to contribute to the safe running of the engine? Absolutely! First and foremost, lean the engine. If you are not sure how much, then look at the engine data monitor. Now, some people don’t know how to read that thing, so instead of calling folks out, I will give you a cheat sheet- Look for 2 things- 1, when

leaning, look at the cylinder head temperature (CHT) on the engine monitor- it is the shorter of the two lines for each cylinder. It has to stay below the red line which on most planes is around 400 degrees. 2, make sure that all the lines are about even. This goes for both the CHT lines and the long ones too- the exhaust gas temperature (EGT). They should be across the board roughly even with each other. So, lean the engine until the short lines are about 100 degrees below the red line. Simple. This will give us a setting that is lean, but not too lean. You see, we can run an engine either rich of peak, or lean of peak- peak being that optimal rpm. When we run lean of peak, it can also shorten the life of the engine, so when in doubt, run it richer than you think. So there is a sweet spot- too rich, and it contributes to fouling, too lean and it can hurt the engine. There are settings in the EDM to help pilots find the best settings, pull up the manual on the EDM to see the details on settings for ROP. Also, if you notice that the temps are severely different on one cylinder, put a low priority squawk on it so the owners can be aware, and see if there is a trend that may tell them of future trouble. Also, don’t forget to lean on the ground while taxiing. This is a prime way we can prevent spark plug fouling. When you lean on the ground, use it as an opportunity to see how far you can lean before you kill the engine. This will give you an idea how much leaning you can do. Now, once you find that point, richen it back up a little so you don’t let it run too hot. Remember, this will change with temperature, pressure, and humidity, so once you find it, you only found it for that day! Hey! You may ask- what do I do if I don’t have an engine monitor? Simple. While you are on the ground, slowly lean the airplane. When you are almost optimal, the engine will run slightly faster- maybe 50 rpm or so. Once you see this slight increase, don’t go any further or you will starve the engine and it will die.

Once you see that slight rise, put the mixture back in a little. With a vernier mixture, just twist it back in about 3-4 turns. Now that wasn’t so bad wasn’t it? Right now some of you are thinking- 'I know that stupid, don’t talk down to me’ and some of you are thinking ‘whew, I didn’t know that! Hope no one was looking!’ Well hey, I hope you can put this info to good use. If you are at all uncertain, find your instructor and ask him to show you the different ways to monitor leaning, and how much. And by all means, read and follow the POH. Now, lead is still going to collect and pool in the cylinders even if we lean properly. But we can help reduce the amount that is building up by running at the proper mixture setting. Remember- lean, but not too lean.

PEARLAND REGIONAL AIRPORT KLVJ (kilo-lima-victor-juliet) AIRPORT LOBBY RWY 14/32: 4300 17622 AIRFIELD LN. LEFT TRAFFIC 14/32 PEARLAND, TX 77581 TPA 1000’ AGL 281-482-7551 http://www.flypearland.com

New Location: C150

BAAC Club House

Night Hawk Hangars: C172, Citabria, C152, Arrow, & 180, Cheetah

AIRCRAFT OWNERS SECTION 1974 Piper PA28R-200 Arrow II N608 (complex, retractable gear) 1998 Citabria 7ECA N939AB (Tail Wheel) 2001 Cessna 172SP N501ER Dave Sanders – dave@autocal.com – 713-645-2029 (Work) 713-249-0951 (Cell); 281-585-8831 (Home) N501ER is flying. Did you know that the tow motor for 608 uses 100LL fuel? When you are having the plane fueled, check the tow motor and if it is low, have it fueled also. In a bind, fuel can be drained from the plane to be put in the tow motor. The Cessna pilots association published an article several years ago about cleaners for planes. They recommended using Lemon Pledge for the glass and leading edges of the wings as well as removing dust from painted surfaces. They recommended using Gojo without pumice (white can) for oily surfaces like the bottom of the plane and Hoppe’s number 9 gun barrel cleaner for exhaust lead. They recommended Joy soap and water for a dirty airframe. I have found these cleaners to be as good as any and better than most. 1967 Piper PA28-180 Cherokee 180 N4718L (180hp) Jeff Athey – jeffathey@sbcglobal.net – 713-203-8752 Jerry Athey – jerry.athey@yahoo.com – 713-203-8065 A new DG has been installed. 1977 Cessna 152 Sparrow Hawk N25754 (125hp) Kevin Laukaitis - 832-226-3080 - ktbleasingllc@gmail.com

1977 Grumman Cheetah AA-5A N9996U (160 hp) Craig Fry – ironman1159@gmail.com - 832-566-0167 Angel Sanchez – aadental@sbcglobal.net – 713-826-1315 KLN 89B GPS/Autopilot operations: 1. After the 89B GPS has power, it goes through its testing procedure. You have to hit “ENT” a

number of times to get through this. 2. Set up to slave to auto pilot (refer to picture below)

a. The curser defaults to APT every time unit is shut down. Rotate the outer knob until the curser is above NAV and hit the CRSR button once, then hit the CLR button two times until the “CDI scale 5 miles” is showing on the top display. Rotate the inner knob twice to scroll to .3 miles. This will change the sensitivity to .3 miles. Then hit CRSR button again. The GPS is now set up to work with the auto pilot. You can hit the D (direct-to) button to enter your airport identifier.

b. The auto pilot is a Century 1 integrated with the turn and bank coordinator. The Right knob has to be pushed in at the center of its rotation for the auto pilot to be slaved to the 89B GPS or VOR 1. If it is pulled out, it works as a wing leveler. The Left knob is fine sensitivity right and left. Push the Left knob in for best results flying with the GPS. It is more sensitive in the “in” position than the “out” position. The Right knob is coarse sensitivity if it is used as a wing leveler. There is an indent that will help you know when to push it in for GPS/VOR use.

c. After you have set up the 89B GPS and have selected an airport or waypoint, hand fly that course. This keeps the auto pilot from having to find the course. Then flip the auto pilot toggle down to GPS and turn the auto pilot master on.

d. At this point the auto pilot will follow this course all the way to the waypoint. You will notice that it will vary 1 or 2 degrees right and left, but it you can put up with that, it will lead you to the center of the airport no matter how far away it is.

1971 Cessna 150L N1701Q (100 hp) David Soto – dsoto1@comcast.net – 281-787-5375 NEW LOCATION: The C150 has been moved to the Night Hawk covered tie downs (#3), same general area as the other Club airplanes. Recent updates: • Top-overhaul: Break-in period has been reached. Normal operating procedures can

commence. • Planning: ADS-B technology (in-flight traffic and weather) • Planning: 4-cylinder CHT/EGT engine monitor Most common topics or questions raised by pilots flying 01Q: • DO NOT OPERATE WITH LESS THAN 4 QUARTS (per the manual). • WARNING: Check the oil level twice before every flight (per the manual). It is not unusual

to have a FALSE READINGS as much as 1 quart on the first flight of the day. • For long cross country flights (more than 3 hours), add to 6 quarts (per the manual). • Use the paper towels for wiping hands and checking oil. • Limit the use of the microfiber clothes for the windshield (with approved cleaners). • The seats are adjusted fore and aft using the metal bar on the bottom left-side of the seat. • Remember to tell your passengers to grab metal for leverage to adjust the seat fore and aft. The

fuselage with door open, the door with window open and door closed, or up above the windshield between the leading edge of the wings. Tell them to avoid using any part of the panel and all plastic.

• Please re-install the control lock after every flight. • Please re-install the pitot cover after every flight. • Please tie down properly. • Always manually check fuel levels before every flight using the fuel gauge and

don’t rely on the fuel gauge instruments on the panel. • The C150 unusable fuel level is noticeably high on the fuel gauge. The C150 has

13 gallon fuel tanks, but 1 ¾ gallons is the published unusable fuel level per tank. • There is an article on the internet claiming if the C150 were certified under part 23,

the unusable fuel level could be closer to 2 gallons. • Allowing for VFR reserve, the minimum fuel levels could be as high as 3 ½ to

4 gallons. • BE SAFE!

ABOUT THE BAY AREA AERO CLUB The Bay Area Aero Club (BAAC) is a non-profit Flying Club based at the Pearland Regional Airport. It has been in operation since 1979, and membership between 100 to 200 members. The club is managed by six officers who are selected by a Board of Directors. The five members of the Board are elected by the membership at an annual meeting. Monthly meetings are held the second Tuesday of every month at the airport. The membership is diverse and includes students working on obtaining a private license, private and commercial pilots, pilots with instrument and multi-engine ratings, CFI and CFII instructors, and airline transport pilots. Each member is covered by a comprehensive insurance policy, and is required to take an annual check ride with a Club instructor. The BAAC has aircraft agreements with several owners to rent their aircraft exclusively to Club members. The Club’s fleet varies from time to time, but we try to maintain a mix that includes primary trainers, instrument trainers, complex aircraft, and single-engine cross-country aircraft. Our aircraft are available for local and extended overnight trips. The BAAC offers an attractive leaseback program for aircraft owners.