Student Earns Private Certificate & Makes Use of It…
Cody Farmer got his Private pilot certificate about two weeks ago. His interest in flying began last year, sparked by two of his partners who fly. He started training locally in Tennessee, but decided that he wanted more ground instruction for the written exam than he was getting. His buddy told him about American Flyers and after talking to a couple of managers he came to Atlanta. After completing his weekend ground school, he realized that he wanted to return to American Flyers to finish his Private, so a month later he came back. "I think the world of Clint," he said of school director and chief flight instructor, Clint White. He added, "The training in such a densely trafficked airport was invaluable. They took time to work you into it."

He's already taken advantage of his new license to fly by taking a couple of flights in the Smokey Mountains since returning to his home in Pigeon Forge, Tennessee. He took his wife, Donna, into a very beautiful valley leading from north Tennessee into south Virginia. Cody plans to make his first destination flight to Crystal River, Florida for a diving trip.

Alcohol and Aviation
Contributed by Anthony D.O., Senior AME

"What do you mean? I'd never fly drunk!" Of course you wouldn't. Nor would the majority of general aviation pilots flying today. But did you know the effects of alcohol on your body are far more persistent than the few hours you're at that barbecue, graduation party, etc.?

"Even after complete elimination of all the alcohol in the body, there are undesirable effects… That can last 48-72 hours following the last drink." (FAA Publication AM-400-94/2)

Anyone who's ever had a hangover knows how poorly he or she performs during its effects. Even when you don't have the headache, nausea, etc., your body's ability to perform the most basic coordination is compromised. Brain and muscle function are compromised, vision is affected (the eyes have muscles, too) and general dehydration compromises every system in your body.

The last effect, dehydration, is also one of the most serious, as anyone who has ever flown for a few hours without water will tell you. Our bodies are over 80% water and without adequate supplies of it, we will quickly become ill. Most hangover symptoms are a direct result of dehydration. Even without symptoms of a hangover, the dehydrating effects of alcohol can compromise us. While FAR 91.17 states no person may operate an aircraft within 8 hours of consuming alcohol, many pilots choose to wait 24-48 hours from their last drink to allow their bodies to re-hydrate and fully resolve any possible side effects.

Avoiding alcohol is as critical as any part of a good preflight.

Tips From the Tower…
Contributed by Alvin DeVane, Manager ADS ATCT

1) When you taxi out for takeoff, if you are going to need a run-up please taxi to a spot that does not block other aircraft's access to the runway. If you cannot get to such a spot, remember to always monitor the radio so if we need to ask you to maneuver on the taxi way, or alert you to another aircraft taxiing by, we can. Doing so will help everyone, because the sooner that we can clear departures for takeoff, the less time you have to wait before it's your turn to go.

2) I generally refrain from saying always and never, but I will make an exception. After you have received a takeoff clearance, always check the final approach visually to see that no one is about the land. Conversely, when you are cleared to land, please initiate a go around if the runway is not clear even if the controller has issued you a landing clearance. Controllers make human errors just like everyone and if you save them from themselves you get incredibly good service afterwards!

Did You Know…
If you use the same pencil to take a test that you used for studying for the test, the pencil will remember the answers. At least that's what an old wive's tale tells us.

A Boeing 747's wingspan is longer than the Wright brother's first flight.

A typical lightning bolt is two to four inches wide and two miles long.

A young lady named Ellen Church convinced Boeing Air Transport that her nursing skills and love of flying would qualify her to assist with the passengers and emergencies. She became the first known stewardess.

Amelia Earhart designed the first lightweight luggage for air travel.

Ask The Pilot Professor

Q: Why is there such a great difference in performance between taking off with a headwind versus taking off with a tailwind?

A: All other factors being equal, the takeoff roll is based on the distance required to accelerate to takeoff airspeed. If takeoff airspeed is 65 knots and there is a 10 knot headwind, the takeoff roll is that distance needed to accelerate to a ground speed of 55 knots. If there is a 10 knot tailwind, the takeoff roll is that distance needed to accelerate to a ground speed of 75 knots. The Cessna 172 POH tells us to decrease takeoff distance 10% for each 9 knots of headwind and to increase takeoff distance 10% for each 2 knots of tailwind up to 10 knots of tailwind.

When is it Time for New Shoes?
By Rick Freidinger, Director of Maintenance

During a preflight the tires are usually given a quick once over to make sure the tread is OK, but are you actually looking at all problem areas? Everyone knows that the tire should be changed before the tread actually disappears and to definitely never fly an aircraft with any cord showing. However, there are other equally important areas to be checked during a preflight. If your aircraft isn't flown on a regular basis chances are the tires will need to be changed before the tread wears out. A condition called "dry rot" occurs when a tire is exposed to the elements. A good tire should have clean smooth rubber on the side walls. Dry rotting can be detected by small cracks in the side wall which usually run parallel to the wording or, in other words, a circular pattern running around the side wall of the tire. The second area to watch for dry rotting is the valve stem, which is the small black nipple that is used for adding air to the tire. Dry rotting in either of these areas can lead to serious problems. Dry rotting on the side wall can lead to side wall failure and/or a blown out tire. A valve stem with dry rotting can lead to loss of air pressure due to a slow leakage or a flat tire from a complete failure of the valve stem. If you pay close attention to these areas during your preflight you should be assured of many safe and happy landings.

The Benefit of Practical Flight Instruction
By David Menconi, Chief Flight Instructor

You have been waiting all week for an opportunity to get with an instructor and receive some badly needed flight instruction. You may have even taken some time off from work or delayed or rescheduled a meeting in order to complete this flight training session. When you arrive at the airport you find out that there is an obstacle. Be it a thunderstorm, icing, low ceilings, low visibility, or an equipment malfunction, there always seems to be an obstacle present that can be used to prevent you from accomplishing your mission. An instructor that understands the benefits of practical flight instruction will take advantage of such situations in order to train a student in decision-making and risk management. Reviewing all available options and determining the risk associated with each will often allow the flight session to be conducted safely. Developing the student's knowledge and skill to safely exercise the privileges of their pilot certificate comes from gaining experience in dealing with the practical realities that pilots deal with on a daily basis. If an instructor only trains in a sterile environment, they are not preparing the student for the practical, real life, situations that they will face when they encounter an obstacle after they are certified. Instead of disappointing a student, by canceling the flight training session, the student will learn and understand how to apply their knowledge to maintain a safe operation. Isn't that what it's all about?

How to Avoid Unintentional TFR Penetration

Temporary Flight Restrictions (TFR) are imposed for many reasons like Presidential protection, major league and college division one sports events, natural disaster areas (fires, earthquakes, volcanos, hurricanes, floods, tornados), air shows, and car and air races. TFRs are often unintentionally violated by pilots depending too much on their GPSs or simply being unaware of the TFR or its location.

When you call 1-800-WX-BRIEF the NOTAM information is so quickly read and tightly squeezed together that it's hard to catch everything. It helps to follow along marking a sectional to make your own pictorial map of the airspace. It also pays off to take the time to visit the FAA web site, www.faa.gov. On the right side of the page, under "Quick Finds" scroll down and click on "Pilots: NOTAMS" and click "Go." The next page is titled "Welcome to PilotWeb". The first box contains a large number of NOTAM services. Get to know them all.

The Safety NOTAMs option will give you Current NOTAMs for selected locations. The Published Notices to Airmen is the electronic version of the printed publication "Notices to Airmen" which is published every 28 days.

In the "Graphic TFR" section, there is a list of each active TFR, the date it was posted, the facility that controls it, the state in which it resides, a written description of the reason for the TFR, and a visual map of the area.

The "Center NOTAMs" section contains ARTCC Notices, TFRs and Special Notices. You can view All Center Notices, TFRs Only, GPS NOTAMs Only, or CARF NOTAMs Only. "Radius Search" will provide NOTAMS around a selected location your chosen number of nautical miles. "Flight Path Search" will provide NOTAMS for a string of up to five identifiers on your flight path and a buffer of your choice on both sides of the flight path.

Another great place to look for TFRs is the Bureau of Land Management web site "http://airspace.nifc.gov/mapping/nifc/inde x.cfm" that depicts TFR air space graphically on an interactive United States map.

Pioneer Aviator Wiley Post

"Wiley Post" was one of the most colorful and accomplished aviators of the so-called "Golden Age" of commercial aviation. Post was born in 1898 and was a Texas oil rig roughneck until a 1926 accident cost him his left eye. He purchased a Curtiss Jenny with the compensation from this accident. With a grand total of 2 hours of dual, Post went into the aviation business. It is a testament to his skill and single-minded determination that he was able to accomplish the almost superhuman feat of making the first around-the-world solo flight in 1933. His airplane was the"Winnie Mae", a Lockeed Vega. In 1934 Post used the supercharged Winnie Mae, and the first pressure suit, to make a nonstop high altitude flight from California to Cleveland. Post and famed humorist Will Rogers were killed in a plane crash at Point Barrow, Alaska in 1935.

Don't Leave Home Without It

Breakfast may play a role in maintaining a healthy weight. A study from the University of Massachusetts found that adults who regularly skipped breakfast over a one-year period were more likely to be obese as those who regularly ate a morning meal. And where you eat makes a difference: Study participants who frequently dined out in the morning were more likely to be obese than those who ate at home.

Source: Consumer Reports OnHealth, April 2004

Words of Wisdom…

Instructor quote: "After fighting a strong crosswind landing, I heard my student say, ' Thanks God, I'll take over now.'"

"As a pilot grows older, his stories get bigger and his facts get smaller," teased Gil Pascal of Clarksville, Md.
Source: Herald-Mail.com 6/20/2006

Always remember you fly an airplane with your head, not your hands. Never let an airplane take you somewhere your brain didn't get to five minutes earlier.

Red sky at night, Pilot's delight. Red sky at morning, Pilots take warning.

Clean Windshield
Aircraft windows are made of acrylic plastic and though stronger than glass, they are also softer than glass and scratch easily. You can't use ordinary cleaners on them or you'll get crazing like crazy. Here are some guidelines to keep your windshields clean, bright, and sparkling for as long as your plane is flying.

1) Soak the window with plenty of water to flush off the debris and soften the bug residue. Remove as much abrasive dirt as possible without touching the surface. Never wipe with a dry cloth.

2) Use an approved windshield cleaner with plenty of water. Don't use anything with ammonia in it. Ammonia causes crazing (thousands of microscopic cracks).

3) Carefully dry with a clean, soft cloth. 100% cotton flannel is best or old cotton T-shirts. Avoid paper products.

4) There are approved products to help remove small scratches and polishes as well.

The time you spend babying your windshield will be noticeable every flight you make when you can see clearly out the window.

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