Visit PAPA’s web site at www.pwkpilots.org

Long Term Airport Planby Rob Mark

One of the discussions initiated by Palwaukee Municipal Airport Board of Directors Chairman Kevin Dohm during the October Airport Board ofDirectors meeting was the long-term vision for the airport to compliment the current airport business and marketing plans. Chairman Dohmis asking airport users and interested parties to e-mail Airport Manager Dennis Rouleau with their ideas, as well as their areas of concernabout what could or should be happening at Palwaukee during the next 12 months, as well as over the next three to five years. Dohm alsoasked that all replies include not simply a prioritized list of ideas, but a simple analysis of why users believe their ideas are critical to thesuccess of the airport. Please e-mail your ideas to drouleau@palwaukee.org by December 8, 2005. The Airport Board is organizing a strategicplanning meeting for Saturday December 17 to discuss all the ideas they’ve received, as well as those generated by board members. Themeeting will be open to the public.

Well, for now. Responding to urging from PAPA, the airport has moved the concrete barricades which have festooned area3 since 9-11 in order to allow the largest aircraft tiedown area at Palwaukee to be reconfigured. Making good on a promisemade during the last airport user’s meeting, all the east-facing tiedowns in area 3 are slated for decommissioning, transformingthe area into all pull-through west-facing tiedowns—the orientation which favors the prevailing winds and thereforegreatly reduces the possibility of airframe wind damage. Following the reconfiguration, concrete barricades will reappearin those west-facing tiedowns that remain vacant. Some of the barricades that were removed from area 3 have alreadybeen placed in vacant spaces in area 2.

The reconfiguration of area 3 to all west-facing tiedowns will not affect current rates. Pull-through tiedown monthly ratesin that area will remain at the current $97 level.

2005 OFFICERS, DIRECTORS & CHAIRPERSONSPRESIDENT Lou Nistler 847-823-6713 nistlerinc@ameritech.net

VICE PRESIDENT Richard Steinbrecher 847-579-1225 claudrich@aol.com

SECRETARY Sheila Macomber 773-578-1553 aviatrix@core.com

TREASURER Gregory Wilson 847-948-7593 gregoryswilson@comcast.net

DIRECTORSArmand Bendersky 847-831-3692 armyair@arlagraphics.com.Howard Levinson 847-480-1118 howdl@sbcglobal.netLou Wipotnik 847-827-0790 jan.lou@attbi.comS. Guru Prasad sprasad2@enh.orgRob Hillerich 847-867-0544 rob@futureauto.com

COMMITTEE CHAIRPERSONSAOPA AIRPORT SUPPORT REP Howard Levinson 847-480-1118 howdl@sbcglobal.net

AWARDS/SCHOLARSHIP Ray Chou 847-853-1144 rchou@urbansolutionsllc.com

ATC LIASION Larry Ridley isitrisque2@aol.com

BYLAWS/LEGAL Ken Ross 847-808-0812 kdr@najet.net

CORPORATE MEMBERSHIP Lou Nistler 847-823-6713 nistlerinc.@ameritech.net

MEMBERSHIP Ken Riesterer 847-343-0088 papamembership@att.net

P.A.C.E. LIAISON Fran Huritz 847-724-3260 fran@web-town.com

PALWAUKEE PISTON/LIGHT AIRCRAFT COMMUNITY Lou Nistler 847-823-6713 nistlerinc.@ameritech.net

SAFETY/PROGRAMS Lou Wipotnik 847-827-0790 jan.lou@attbi.com

PUBLIC RELATIONS Barry Axelrod 847-215-0460 Takeoff95@aol.com Sheila Macomber 773-578-1553 aviatrix@core.com

WEBMASTER Rob Hillerich 847-867-0544 rob@futureauto.com

PAPA SEZ is published monthly by the Palwaukee Airport Pilot’sAssociation (a non-profit organization). The Palwaukee AirportPilot’s Association (PAPA) was formed in 1987 as a forum for theusers of Palwaukee Airport. PAPA’s mission is to promote the safetyof operations and continued development of the Palwaukee Mu-nicipal Airport in a fraternal environment with the pilots, usersand community.

Membership in PAPA is open to any user of Palwaukee Airport.Membership dues are $30.00 annually and include a subscriptionto PAPA SEZ. Letters to the Editor and any articles submitted forpublication must be received by the 20th of the month, will beprinted on a space available basis and may be edited for style andlength. Please email to: claudrich@aol.comEDITOR, PAPA SEZ1005 S Wolf Road Suite 106Wheeling IL 60090-6408

PAPA SEZ December 2005 page 2

Visit the PAPA Web SiteHttp://www.pwkpilots.org

2005 Meeting ScheduleAll Board Meetings will be held at North American Jet (NAJ) at7:00 p.m. All General Meetings will be held at the Radisson

Hotel Northbrook at 7:00 p.m.2875 N. Milwaukee Avenue, Northbrook

DECEMBERDec 7* Board Meeting - *First Wednesday due to busy

scheduleDec 14 Members Holiday Party and Get TogetherDec 17 PAPA Toy Drop

Letters to the EditorPAPA Members: Send your letters and comments to RichardSteinbrecher at: ClaudRich@aol.com. Please include your PAPAmembership number. PDF or e-mail text OK but Microsoft Wordfiles preferred. Newsletter submissions must be received beforethe 15th of the month.

Feedback, Concerns, and QuestionsSubmit by mail to PAPA, 1005 S. Wolf Road, #106, Wheeling, IL 60090or email to Claudrich@aol.com

PAPA License Plate Covers Available$5.00 Donation benefits the

Scholarship FundAvailable at all PAPA meetings and events.

Show Your PAPA-Pride

Order your PAPA Shirt Today Outer Banks Pocket Pique Sport Shirt – 100% combed cotton 6.8 ounce pique knit sport shirt. Birdseye stripe tipped welt collar and cuffs. Left chest pocket. Two woodtone buttons. Side-seamed with side vents and an extended tail. White with navy accent stripe and PAPA logo embroidery. Only $30.00 each Adult Sizes: _____S _____M _____L _____XL _____XXL (enter order quantity in the boxes above)

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Telephone #: (______)_________________ Email: ______________________@ ________________________

1005 S Wolf Rd Ste 106, Wheeling IL 60090-6408 847-343-0088 papa@pwkpilots.org

PAPA SEZ December 2005 page 3

Monthly Quiz # 30By Lou J. Wipotnik, ATP - MCFINOTE: These Questions are taken from various aviation magazinesand compiled according to a topic.

1. To determine the freezing level and areas of probableicing aloft, the pilot should refer to theA. Radar Summary Chart.B. Weather Depiction Chart. C. Area Forecast.

2. Absence of the sky condition and visibility on an ATISbroadcast specifically implies thatA. the ceiling is more than 5,000 feet and visibility is 5

miles or more.B. the sky condition is clear and visibility is unrestricted.C. the ceiling is as least 3,000 feet and visibility is 5 miles

or more.3. Which wind condition would be most critical when taxiing

a nosewheel equipped high-wing airplane?A. Quartering tailwind. B. Direct crosswind.C. Quartering headwind.

4. A pilot reporting turbulence that momentarily causesslight, erratic changes in altitude and/or attitude shouldreport it asA. light turbulence. B. moderate turbulence.C. light chop.

5. When flying cross-country, in the Northern Hemisphere,you experience a continuous left crosswind which isassociated with a major wind system. This indicates thatyouA. are flying toward an area of generally unfavorable

weather conditions.B. have flown from an area of unfavorable weather

conditions.C. cannot determine weather conditions without knowing

pressure changes.

6. A pilot can expect a wind shear zone in a temperatureinversion whenever the windspeed at 2,000 to 4,000feet above the surface is at leastA. 10 knots. B. 15 knots. C. 25 knots.

7. Frequent inspections should be made of aircraft exhaustmanifold-type heating systems to minimize the possibilityofA. exhaust gases leaking into the cockpit.B. a power loss due to back-pressure in the exhaust

system.C. a cold-running engine due to the heat withdrawn by

the heater.8. Which statement is true concerning the hazards of hail?

A. Hail damage in horizontal flight is minimal due to thevertical movement of hail in the clouds.

B. Rain at the surface is a reliable indication of no hailaloft.

C. Hailstones may be encountered in clear air several milesfrom a thunderstorm.

9. The presence of ice pellets at the surface is evidencethat thereA. are thunderstorms in the area.B. has been cold frontal passage.C. is a temperature inversion with freezing rain at ahigher

altitude.10. When turbulence is encountered during the approach to

a landing, what action is recommended and for whatprimary reason?A. Increase the airspeed slightly above normal approach

speed to attain more positive control.B. Decrease the airspeed slightly below normal approach

speed to avoid overstressing the airplane.C. Increase the airspeed slightly above normal approach

speed to penetrate the turbulence as quickly aspossible.

The 25 Basic Rules of Flying01. A ‘good’ landing is one from which you can walk away. A ‘great’

landing is one after which they can use the plane again.

02. Always try to keep the number of landings you make equal to thenumber of take offs you’ve made.

03. Every takeoff is optional. Every landing is mandatory.

04. Flying isn’t dangerous. Crashing is what’s dangerous.

05. Good judgment comes from experience. Unfortunately, the ex-perience usually comes from bad judgment.

06. Helicopters can’t fly; they´re just so ugly the earth repels them.

07. If all you can see out of the window is ground that’s going roundand round and all you can hear is commotion coming from thepassenger compartment, things are not at all as they should be.

08. If you push the stick forward, the houses get bigger. If you pullthe stick back, they get smaller. That is, unless you keep pullingthe stick all the way back, then they get bigger again.

09. In the on going battle between objects made of aluminum goinghundreds of miles per hour and the ground going zero miles perhour, the ground has yet to lose.

10. It’s always a good idea to keep the pointy end going forward asmuch as possible.

11. It’s always better to be down here wishing you were up therethan up there wishing you were down here.

12. Keep looking around. There’s always something you’ve missed.

13. Learn from the mistakes of others. You won’t live long enough tomake all of them yourself.

14. Never let an aircraft take you somewhere your brain didn’t getto five minutes earlier.

15. Remember, gravity is not just a good idea. It’s the law. And it’snot subject to appeal.

16. Stay out of clouds. The silver lining everyone keeps talking aboutmight be another airplane going in the opposite direction. Reli-able sources also report that mountains have been known tohide out in clouds.

17. The ONLY time you have too much fuel is when you’re on fire.

18. The probability of survival is inversely proportional to the angleof arrival. Large angle of arrival, small probability of survivaland vice versa.

19. The propeller is just a big fan in front of the plane used to keepthe pilot cool. When it stops, you can actually watch the pilotstart sweating.

20. The three most useless things to a pilot are the altitude aboveyou, runway behind you, and a tenth of a second ago.

21. There are three simple rules for making a smooth landing. Unfor-tunately no one knows what they are.

22. When in doubt, hold on to your altitude. No one has evercollidedwith the sky.

23. You know you’ve landed with the wheels up if it takes full powerto taxi to the ramp.

24. You start with a bag full of luck and an empty bag of experience.The trick is to fill the bag of experience before you empty thebag of luck.

AND FINALLY,

25. When in doubt, take AMTRAK. They may crash more, but theydon’t have to fall before they do!

Forwarded by Dan Sorkin

PAPA SEZ December 2005 page 4

A Tough Day at the “Office”Forwarded from PAPA member Bill Whitney:

On May 1st 1983, a simulated dogfight training flight took placebetween Two F-15D’s and four A-4N Skyhawks over the skies of theNegev. The F-15D 957, nicknamed ‘Markia Shchakim’, (5 killmarks)was used for the conversion of a new pilot in the squadron. Here isthe description of the event as described in “Pressure suit:” “At some point I collided with one of the Skyhawks. At first Ididn’t realize it. I felt a big strike, and I thought we passed throughthe jet stream of one of the other aircraft. Before I could react, Isaw the big fireball created by the explosion of the Skyhawk. Theradio started to deliver calls saying that the Skyhawk pilot hasejected, and I understood that the fireball [I saw] was the Skyhawkthat exploded, and [that] the pilot was ejected automatically. Therewas a tremendous fuel stream going out of the wing, and I under-stood it was badly damaged. The aircraft flew without control in astrange spiral. I re-connected the electric control to the controlsurfaces, and slowly gained control on the aircraft until I wasstraight and level again. It was clear to me that I had to eject.When I gained control I said “Hey, wait, don’t eject yet!” No warn-ing light was on and the navigation computer worked as usual; I just[would have] needed a warning light in my panel to indicate that Imissed a wing. The instructor ordered me to eject. The wing is afuel tank, and the fuel indicator showed 0.000 so I assumed that thejet stream sucked all the fuel out of the other tanks. However, Iremembered that the valves operate only in onedirection, so that I might have enough fuel to get to thenearest airfield and land. I worked like a machine, wasn’t scaredand didn’t worry. All I knew was as long as the sucker flies, I’mgonna stay inside. “I started to decrease the airspeed, but at that point one wingwas not enough. So it went into a spin down and to the right. Asecond before I decided to eject, I pushed the throttle and lit theafterburner. I gained speed and thus got control of the aircraftagain. Next thing I did was lowering the arresting hook. I called thetower to erect the emergency recovery net. A few seconds later Itouched the runway at 260 knots, about twice the recommendedspeed. The hook was torn away from the fuselage because of thehigh speed, but I managed to stop 10 meters before the net. Iturned back to shake the hand of my instructor, who [had] urgedme to eject, and then I saw it for the first time - no wing !!!”

The IAF (Israeli Air Force) contacted McDonnel Douglas andasked for information about the possibility of landing an F-15 withone wing. MD replied that this was aerodynamically impossible, asconfirmed by computer simulations. Then they received the photo.

After two months the same F-15 got a new wing and returnedto action. McDonnel Douglas attributes the saving of this aircraftto the amount of lift generated by the engine intake/body and “AHell of a good Pilot.”

PAPA’S Short Approach

By Lou J. Wipotnik, ATP - MCFI

NOTE: The following is reprinted from the NASA Aviation Reporting Sys-tem (ASRS).

ENGINE OUT AND GEAR UP

The following two incidents involve simulated engine-out approachesin which the student pilot was trying to extend the aircraft’s glide.Since it is easy for the student to fixate on mastering a skill or resolv-ing a problem, the instructor has to be able to multi-task — to moni-tor the student and the aircraft, and to maintain situational aware-ness.

1. My instructor and I were practicing engine-out procedures andlandings on Runway 18…. We noticed an aircraft turning from base tofinal…. We chose to extend the downwind leg. When we turned final,my instructor pulled the power. All of my attention was focused on myairspeed and making the runway. I did my GUMPS (Gas, Undercarriage,Mixture, Prop, Switches [or Seatbelt/Shoulder Harness]) check, butdid not confirm that the gear were down. We touched down just pastthe numbers and heard a loud screeching sound. At that point werealized what had happened….

From the instructor’s report on the same incident: I should have madethe decision to abort the 180-degree engine out [approach] and madea go-around. We both learned what happens if you are distracted fromyour basic habit pattern.

Lou’s Note: The gear horn should have been going off?? It’s always wiseto due two or three GUMP checks, both by the student and the CFI.

2. I was administering a commercial pilot practical test. The applicant’sfirst approach and landing were very good. He made a touch-and-goand failed to extend the landing gear for the second approach. I sawhe was delaying extension to help extend his glide on a 180 degreepower-off approach. We became accustomed to the gear horn and I letmyself get distracted by an aircraft approaching the parallel runway.As we overshot our turn, we had to s-turn back onto a very short final.Suddenly, I realized the gear was up. I took the controls, and initiateda go-around. Before I could arrest the descent, the aircraft touchedthe runway, breaking the marker beacon antenna and abrading thevery tips of the prop blades. Too close! I’ve amended my proceduresto: 1) terminate marginal maneuvers earlier, 2) allow no operationsbelow pattern altitude with the gear up….

Lou’s Note: As an active CFI, I realize that it is very easy to fall intothese traps. You’re trying to watch the student, the traffic and thestudent’s procedures, so you have to keep reminding yourself aboutthe various complexities of the aircraft you’re instructing in. Thereare also many single pilot incidents of landing with gear up. One sug-gestion is to use a GUPM/S check on each leg of a pattern. Try to putthe gear down the same place every time, like on downwind or at thefinal approach fix, inbound. There are many techniques, but one reallyhas to work at it. Remember the old saying - “There are those thathave (landed gear UP), and those who are going too”. Let’s be the onesthat are always ‘Going Too’ be, especially vigilant.

Quiz Answers

1. C 2. A 3. A 4. A 5. A6. C 7. A 8. C 9. C 10. A

PAPA SEZ December 2005 page 5

Holiday PartyPAPA

Wednesday, December 14th, 2005 at 6 pmRadisson Hotel Northbrook

2875 North Milwaukee Avenue847-298-2525

Cocktails (Cash Bar)(6:00pm - 7:00 pm)

Domestic Cheeses with Crackers

Dinner BuffetGreek Athena Salad with Cucumbers

Cherry Tomato Caper Salad with Apple Cider VinaigretteTomatoes, Kalamata Olives and Feta Cheese

Mixed Salad of Romaine, Spinach and LettuceAncho Ranch and Balsamic Vinaigrette Dressings

Grilled Chicken Boursin, Filet of Salmon with Dill Sauce, Roasted Flank SteakGarlic Infused Mashed Potatoes, Pasta Carbonara, Seasonal Vegetables

Assorted Rolls, Butter & LavoschAssortment of Cakes and Pies with Fresh Whipped Cream

Freshly Brewed Columbian Coffee, Decaf and a Selection of Teas, Assorted SodasCash Bar

Door Prizes

Registration FormCost per person is $30.00, inclusive of tax and gratuity.

Please fill out the registration form and returnit with your check made out to PAPA to:

Palwaukee Airport Pilot's AssociationHoliday Dinner1005 S. Wolf Rd., Suite 106Wheeling, IL 60090-6408

NameAddress

PhoneNumber AttendingCheck Total

FOR SALE:1968 C-182L. 4200 hrs TT 1200 SMOH. Long range tanks. New Prop.

Both fuel cells new in last 3 years. Kept in hangar at MWC. Many morefeatures. $64,900 OBO. Contact Mark Zakula 414-698-7558.

__________________

PARAGON FLYING CLUB MEMBERSHIP AVAILABLEThree excellently maintained IFR equipped aircraft at NAJ

Club established in 1955 - Thirty-six MembersContact Tom Mallman 847-446-0159

__________________

FOR SALE LANCAIR COLUMBIA 350 DEMO This aircraft will be available in the Spring of 2005.

Estimated hours are Between 125 to 150 by then. KTAS = 190 IncludesAvidyne glass PFD & MFD Panel, Premium Garmin IFR package, XM

weather, EMAX engine monitor, Garmin mode S, Speed brakes, and O2. CallFrank Grabos at (847) 612-7812 Frank.grabos@willmarairservice.com

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PARTNERSHIP AVAILABLE1/4 interest in fully IFR equipped 1964 182G SKYLANE

Many extras incl new hangar at PWK.

For details contact Curt Helgren 847-965-1627 or 231-873-3836.__________________

SENECA PARTNERSHIP1978 Seneca II, IFR, Excellently maintained with mid-time engines, great

financing, economical to operate. Call Joe Monie for the details847-528-4795

___________________

PRIVATE PILOTS:Facing a medical issue?

Let’s get together to explore a partnership or club to purchasea new Light Sportplane.

Call Bob Gerhold (847) 537-8391

PAPA Fly MarketPAPA SEZ December 2005 page 6

Classified Ads

PWK FuelAs of 11-28-05

NAJ100LL $4.50 full servePAPA members $4.40

For simulated self-serve (SSS) $3.50

Signature100LL $4.45 full serve retail

M-F topoff $4.01Weekends $3.95

$1.00/Gal discount off retail forSimulated self-serve (SSS)-$3.45

Note: “Simulated self serve” is really full serve,but aircraft need to taxi up to each FBO’s SSS pumps.

Full serve discounts still apply for full serveat area and hangar locations.

Check your FBO for details. PAPA is working for you!

PAPA SEZ December 2005 page 7

Medical Examinations for PilotsDean Thomas Velis, M.D., F.A.C.P.

FAA Senior Aviation Medical ExaminerDiplomate, American Board of Internal MedicineLicensed Pilot since 19771st, 2nd, and 3rd Class ExaminationsFlexible hours including evenings and weekendsElectrocardiograms, Audiometry, and Visual Examsadministered on the premisesPAPA memberClose proximity to Palwaukee and O’Hare Airports

Affordable

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24 Hour Telephone: 773-763-3808

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