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This issue
CC-CAP SOUND OFF......1 Fall Hangar Clean up...1 Upcoming Key Events..2 AWARDS, QUALFICATONS and PROMOTIONS.....2
!!!ATTENTION PILOTS!!!
Auger In Cartoon-....4 A Letter from Capt D. Bazemore , CAP to the CCCAP Unit Aviators ......5 Cadets...then and Now!....5 C/Amn Steven Johnson, CAP, Represents CC-CAP at Veterans Summit ...7 Events Details Page -.7 Brahma Flight Log...8 CC-CAP Almanac...8 CORPUS CHRISTI , TEXAS
Mountain Flying Exercise Friday, 12 Oct 07 TxWg Lt Col Gwynn Groggel AFRCC SAR Management Saturday 13 Oct 07 TXWG Maj D. Cima
Alpine
Group V Airman Leadership School 15 October 2007 Lackland, AFB Capt Sandra Phelps, CAP Deputy Commander for Cadets
Wing Staff Meeting & Safety Day Waco, TX 1000 hrs 20 Oct 07 Col Joe Smith CD Training Friday, Oct 26, 07 TXWG Lt Col O. Jolly Houston TX Due Editor
Wings Over Texas Article Submission Sunday, Oct 28, 07 TXWG Maj P. Darby
PROMOTIONS:
Lt Col Johnnie B Barfoot, CAP, to rank respecting prior service Capt Sandra Phelps, CAP to rank via duty performance
jecarrales@yahoo.com
Takeoffs and climbs from fields where the takeoff area is short or the available takeoff area is restricted by obstructions require that the pilot operate the airplane at the limit of its takeoff performance capabilities. To depart from such an area safely, the pilot must exercise positive and precise control of airplane attitude and airspeed so that takeoff and climb performance results in the shortest ground roll and the steepest angle of climb. The achieved result should be consistent with the performance section of the FAA-approved Airplane Flight Manual and/or Pilots Operating Handbook (AFM/POH). In all cases, the power setting, flap setting, airspeed, and procedures prescribed by the airplanes manufacturer should be followed. In order to accomplish a maximum performance takeoff safely, the pilot must have adequate knowledge in the use and effectiveness of the best angle-of-climb speed (VX) and the best rate-of-climb speed (VY) for the specific make and model of airplane being flown. The speed for VX is that which will result in the greatest gain in altitude for a given distance over the ground. It is usually slightly less than VY which provides the greatest gain in altitude per unit of time. The specific speeds to be used for a given airplane are stated in the FAA-approved AFM/POH. It should be emphasized that in some airplanes, a deviation of 5 knots from the recommended speed will result in a significant reduction in climb performance. Therefore, precise control of airspeed has an important bearing on the successful execution as well as the safety of the maneuver. TAKEOFF ROLL Taking off from a short field requires the takeoff to be started from the very beginning of the takeoff area. At this point, the airplane is aligned with the intended takeoff path. If the airplane manufacturer recommends the use of flaps, they should be extended the proper amount before starting the takeoff roll. This permits the pilot to give full attention to the proper technique and the airplanes performance throughout the takeoff. Some authorities prefer to hold the brakes until the maximum obtainable engine r.p.m. is achieved before allowing the airplane to begin its takeoff run. However, it has not been established that this procedure will result in a shorter takeoff run in all light single-engine airplanes. Takeoff power should be applied smoothly and continuouslywithout hesitationto accelerate the airplane as rapidly as possible. The airplane should be allowed to roll with its full weight on the main wheels and accelerated to the lift-off speed. As the takeoff roll progresses, the airplanes pitch attitude and angle of attack should be adjusted to that which results in the minimum amount of drag and the quickest acceleration. In nose wheel-type airplanes, this will involve little use of the elevator control, since the airplane is already in a low drag attitude. LIFT-OFF Approaching best angle-of-climb speed (VX), the airplane should be smoothly and firmly lifted off, or rotated, by applying back-elevator pressure to an attitude that will result in the best angle-of-climb airspeed (VX). Since the airplane will accelerate more rapidly after lift-off, additional back-elevator pressure becomes necessary to hold a constant airspeed. After becoming airborne, a wings level climb should be maintained at VX until obstacles have been cleared or, if no obstacles are involved, until an altitude of at least 50 feet above the takeoff surface is attained. Thereafter, the pitch attitude may be lowered slightly, and the climb continued at best rate-of-climb speed (VY) until reaching a safe maneuvering altitude. Remember that an attempt to pull the airplane off the ground prematurely, or to climb too steeply, may cause the airplane to settle back to the runway or into the obstacles. Even if the airplane remains airborne, the initial climb will remain flat and climb performance/obstacle clearance ability seriously degraded until best angle-of-climb airspeed (VX) is achieved. The objective is to rotate to the appropriate pitch attitude at (or near) best angle-of-climb airspeed. It should be remembered, however, that some airplanes will have a natural tendency to lift off well before reaching VX. In these airplanes, it may be necessary to allow the airplane to lift off in ground effect and then reduce pitch attitude to level until the airplane accelerates to best angle-of-climb airspeed with the wheels just clear of the runway surface. This method is preferable to forcing the airplane to remain on the ground with forward-elevator pressure until best angle-of-climb speed is attained. Holding the airplane on the ground unnecessarily puts excessive pressure on the nose wheel, may result in wheelbarrowing, and will hinder both acceleration and overall airplane performance. Continued page 4 3
Continued from page 3 INITIAL CLIMB On short-field takeoffs, the landing gear and flaps should remain in takeoff position until clear of obstacles (or as recommended by the manufacturer) and VY has been established. It is generally unwise for the pilot to be looking in the cockpit or reaching for landing gear and flap controls until obstacle clearance is assured. When the airplane is stabilized at VY, the gear (if equipped) and then the flaps should be retracted. It is usually advisable to raise the flaps in increments to avoid sudden loss of lift and settling of the airplane. Next, reduce the power to the normal climb setting or as recommended by the airplane manufacturer. Common errors in the performance of short-field takeoffs and maximum performance climbs are: Failure to adequately clear the area. Failure to utilize all available runway/takeoff area. Failure to have the airplane properly trimmed prior to takeoff. Premature lift-off resulting in high drag. Holding the airplane on the ground unnecessarily with excessive forward-elevator pressure. Inadequate rotation resulting in excessive speed after lift-off. Inability to attain/maintain best angle-of-climb airspeed. Fixation on the airspeed indicator during initial climb. Premature retraction of landing gear and/or wing flaps. TASK: SHORT-FIELD TAKEOFF AND MAXIMUM PERFORMANCE CLIMB REFERENCES: FAA-H-8083-3; POH/AFM. Objective. To determine that the applicant: 1. Exhibits knowledge of the elements related to a short-field takeoff and maximum performance climb. 2. Positions the flight controls for the existing wind conditions; sets the flaps as recommended. 3. Clears the area; taxies into takeoff position utilizing maximum available takeoff area and aligns the airplane on the runway centerline. 4. Applies brakes (if appropriate), while advancing the throttle smoothly to takeoff power. 5. Lifts off at the recommended airspeed, and accelerates to the recommended obstacle clearance airspeed or VX. 6. Establishes a pitch attitude that will maintain the recommended obstacle clearance airspeed, or VX,+10/-5 knots, until the obstacle is cleared, or until the airplane is 50 feet (20 meters) above the surface. 7. After clearing the obstacle, establishes the pitch attitude for VY, accelerates to VY, and maintains VY, +10/-5 knots, during the climb. 8. Retracts the landing gear, if appropriate, and flaps after clear of any obstacles or as recommended by manufacturer. 9. Maintains takeoff power and VY +10/-5 to a safe maneuvering altitude. 10. Maintains directional control and proper wind-drift correction throughout the takeoff and climb. 11. Completes the appropriate checklist. This is the procedure and acceptable minimal standard for completing this maneuver. Make sure to consult the appropriate Pilots Operating Handbook for the manufacturers procedure. -SEMPER VIGILANS Auger In-Behind the 8-Ball By Tedda (dedicated to Lt Col Barfoot)
C/Sgt William M. Conlon at Ellington A.F.B. Jan 1969, C/SrA Philip Lozano in Corpus Christis Sherill park. Note the palm trees and changes in uniforms.
Cadet uniforms have the same basic motif, the flight cap & shirts. Gone are the tie tucks and khakis of the 1940s and 1950s. B.F. Worden in a photo taken in 1948. C/Amn Bryce Nix in modern CAP uniform.
The Civil Air Patrol celebrated its 65th year along with our Squadron this year. We have a long and rich tradition. It is surely a good thing that our unit is seeing growth. We must be united in our efforts to bring CAP back to the Coastal Bend. I look forward to 2008 as we bring that to fruition. -Semper Vigilans 5
C/Amn Johnson speaks with Major General Marc Cisneros, USA (ret).
In a briefing Cadet Johnson made to the Corpus Christi Comp Squadron on 25 September 2007, the cadet informed the unit that he had exchanged contact information with the Generals as well as information regarding a future presentation to be made with veterans organizations in Taft, Texas. They said I could make a presentation there anytime, stated Cadet Johnson. Major Joe Ely Carrales and Major Fidel Alvarado have been exploring the possibility of creating an effort to establish CAP Activities in Taft. This will be followed up on in October and November. The effort would be started by making a presentation, said Major Carrales, we would then ask them to provide three persons of interest that might wish to lead the cadet program in that area. This would be coupled with five Taft Area cadets that would serve as a nucleus of the new unit.
General Ricardo Sanchez with C/Amn Johnson during the Corpus Christi Congressional Veterans Summit.
The Cadets of Corpus Christi would begin this training. Cadet Johnsons contacts will also serve to further those efforts.
http://www.group3txwing.org/content/support_es.htm .
SEMPER VIGILANS!
smallnance@aol.com
Rocket Launch...Successful!!!
By Major Joe Ely Carrales, CAP
Mrs. S. Beckman was on hand to witness the rocket launch. Mrs. Beckman is an avid supporter of CAP in Kingsville.
C/Amn Bryce Nix assists C/AB Dylan Morris and C/AB John Flores prepare the rocket. Cadet Candidate David Fuentes stood by and launched the rocket.
CC-CAP GOALSForth Quarter 2007 Forth Quarter All pilots, when qualified, will be required to fly 2 hours per month and attend monthly Stan/Eval meeting. The Primary Goal is to be mission Staging Area capable by First Quarter 2008 1) 2) 3) 4) 5) 6) 7) 8)
7)
FAA pilot proficiency (Wings Program) required for all pilots. In Progress Attend all FORTH QUARTER SARex Activity/ 16 November 2007 (WAX), 3 Pilots MP qualifiedIN PROGRESS Capt D. Bazemore begins training. Be ready to host a Staging Area by 1 December 2007 Unit qualify as Form 4 CAP Pilots IN PROGRESS, Lt Col J. B. Barfoot training 2 Additional Mission Scanners 4 Additional UDF qualified CAP Officers/Cadets In training, Cadets M. Beal, P. Lozano, S. Johnson and M. Bedynek have begun UDF training. C/Amn B. Nix awaiting GROUP APPROVAL. Addition of 2 GT3 members Setup a Stationary COMM set up Resolving Antenna Issues, work to begin at CAP STATION KINGSVILLE Squadron Winter/Christmas Banquet IN PLANNING 10 total cadets at Corpus Christi Proper Refine communication drills to test the hardware and train the squadron on use of equipment and proper communication protocols Identify and develop plans to setup land based communication needs for mission base located at Robstown Airport Bolster/Refine CISM In progress, Lt Phelps has attended CISM Activity needs one more course Plan out Goals for all Quarters of 2008
CORPUS CHRISTI COMP SQUADRON EMERGENCY SERVICE RESOURCES AND UNIT STRENGTH by QUALIFICATON MEMBERSHIP Total Membership: 33 Level I membership: 16 CAP Officers: 19 Cadets: 14 Cadets with Curry Achievement: 8
EMERGENCY SERVICES Qualified GES: 19 Qualified OPSEC: 25 DEPLOYMENTS THIS QUARTER: 1 GROUND RESOURCES Urban Direction Finding: 6
Ground Team 3: 1
Ground Radiological: 1
AVIATON/FLIGHT OPS RESOURCES CAP Airplane Pilots: 2 CAP Command Pilot Rated: 1 FAA Wings Program: 2 Mission Pilots: 1 Mission Observers: 2 CAP Air Crews: 1, 1 in training Cadet Orientation Pilot--Grp 1: 2 Cadet Orientation Pilot--Grp 2 1 CAP Check Pilot - Airplane: 1 COMMUNICATONS Basic Communicators: 12
CAP Transport Pilot: 2 Mission Scanners: 7 Cadet Orientation Pilot - AFROTC 1 CAP Instructor Pilot - Airplane 1
Advanced Communicators: 1
The new aircraft maintenances rates effective 1 March 2007. Cessna 172 rate is 30.00 Cessna 182 rate is 41.00 Gippsland GA8 rate is 37.00
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