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Corpus Christi Squadron - Oct 2007
Corpus Christi Squadron - Oct 2007
This issue
CC-CAP SOUND OFF....1 Upcoming Key Events....2 AWARDS, QUALFICATONS and PROMOTIONS.....2 ATTENTION PILOTS!!! STAN/EVAL CORNER: Soft Field Takeoffs .......3,4 Texas Wing Squadron develops easily used target for emergency services training.......5 One Night in the Civil Air Patrol Cartoon.....5 Group V Public Affairs Update..6 Civil Air Patrol Duty Positions and Specialty Tracks..6 October 2007 Feedback Section...7 EVENTS DETAILS PAGE...8 BRAHMA FLIGHT LOG...9 CC-CAP Almanac....10
QUALIFICATONS:
Transport Mission Pilot Lt Col Johnnie B Barfoot Jr UDF Team Member C/Amn Bryce Nix, CAP (pending GROUP APPROVAL)
PROMOTIONS:
Capt Kelley Harlan, CAP To rank / Aviation Qualifications Capt Jerry Lunceford To rank respecting duty performance 2d Lt Monica C Lozano To rank respecting duty performance C/A1C Steven Johnson To rank as per Cadet Program C/A1C Bryce A Nix- To rank as per Cadet Program C/A1C Chelsie Skarda-To rank as per Cadet Program
jecarrales@yahoo.com
Due to the reduced drag in ground effect, the airplane may seem to be able to take off below the recommended airspeed. However, as the airplane rises out of ground effect with an insufficient airspeed, initial climb performance may prove to be marginal because of the increased drag. Under conditions of high-density altitude, high temperature, and/or maximum gross weight, the airplane may be able to become airborne at an insufficient airspeed, but unable to climb out of ground effect. Consequently, the airplane may not be able to clear obstructions, or may settle back on the runway. The point to remember is that additional power is required to compensate for increases in drag that occur as an airplane leaves ground effect. But during an initial climb, the engine is already developing maximum power. The only alternative is to lower pitch attitude to gain additional airspeed, which will result in inevitable altitude loss. Therefore, under marginal conditions, it is important that the airplane takes off at the recommended speed that will provide adequate initial climb performance. Ground effect is important to normal flight operations. If the runway is long enough, or if no obstacles exist, ground effect can be used to an advantage by using the reduced drag to improve initial acceleration. Additionally, the procedure for takeoff from unsatisfactory surfaces is to take as much weight on the wings as possible during the ground run, and to lift off with the aid of ground effect before true flying speed is attained. It is then necessary to reduce the angle of attack to attain normal airspeed before attempting to fly away from the ground effect area. SOFT/ROUGH-FIELD TAKEOFF AND CLIMB Takeoffs and climbs from soft fields require the use of operational techniques for getting the airplane airborne as quickly as possible to eliminate the drag caused by tall grass, soft sand, mud, and snow, and may or may not require climbing over an obstacle. The technique makes judicious use of ground effect and requires a feel for the airplane and fine control touch. These same techniques are also useful on a rough field where it is advisable to get the airplane off the ground as soon as possible to avoid damaging the landing gear. Soft surfaces or long, wet grass usually reduces the airplanes acceleration during the takeoff roll so much that adequate takeoff speed might not be attained if normal takeoff techniques were employed. It should be emphasized that the correct takeoff procedure for soft fields is quite different from that appropriate for short fields with firm, smooth surfaces. To minimize the hazards associated with takeoffs from soft or rough fields, support of the airplanes weight must be transferred as rapidly as possible from the wheels to the wings as the takeoff roll proceeds. Establishing and maintaining a relatively high angle of attack or nose-high pitch attitude as early as possible does this.
Continued from page 3 Wing flaps may be lowered prior to starting the takeoff (if recommended by the manufacturer) to provide additional lift and to transfer the airplanes weight from the wheels to the wings as early as possible. Stopping on a soft surface, such as mud or snow, might bog the airplane down; therefore, it should be kept in continuous motion with sufficient power while lining up for the takeoff roll. TAKEOFF ROLL- As the airplane is aligned with the takeoff path, takeoff power is applied smoothly and as rapidly as the power plant will accept it without faltering. As the airplane accelerates, enough back-elevator pressure should be applied to establish a positive angle of attack and to reduce the weight supported by the nosewheel. When the airplane is held at a nose-high attitude throughout the takeoff run, the wings will, as speed increases and lift develops, progressively relieve the wheels of more and more of the airplanes weight, thereby minimizing the drag caused by surface irregularities or adhesion. If this attitude is accurately maintained, the airplane will virtually fly itself off the ground, becoming airborne at airspeed slower than a safe climb speed because of ground effect. LIFT-OFF- After becoming airborne, the nose should be lowered very gently with the wheels clear of the surface to allow the airplane to accelerate to VY, or VX if obstacles must be cleared. Extreme care must be exercised immediately after the airplane becomes airborne and while it accelerates, to avoid settling back onto the surface. An attempt to climb prematurely or too steeply may cause the airplane to settle back to the surface as a result of losing the benefit of ground effect. An attempt to climb out of ground effect before sufficient climb airspeed is attained may result in the airplane being unable to climb further as the ground effect area is transited, even with full power. Therefore, it is essential that the airplane remain in ground effect until at least VX is reached. This requires feel for the airplane, and a very fine control touch, in order to avoid over-controlling the elevator as required control pressures change with airplane acceleration. INITIAL CLIMB-After a positive rate of climb is established, and the airplane has accelerated to VY, retract the landing gear and flaps, if equipped. If departing from an airstrip with wet snow or slush on the takeoff surface, the gear should not be retracted immediately. This allows for any wet snow or slush to be air-dried. In the event an obstacle must be cleared after a soft-field takeoff, the climb-out is performed at VX until the obstacle has been cleared. After reaching this point, the pitch attitude is adjusted to VY and the gear and flaps are retracted. The power may then be reduced to the normal climb setting. Common errors in the performance of soft/rough field takeoff and climbs are: Failure to adequately clear the area. Insufficient back-elevator pressure during initial takeoff roll resulting in inadequate angle of attack. Failure to cross-check engine instruments for indications of proper operation after applying power. Poor directional control. Climbing too steeply after lift-off. Abrupt and/or excessive elevator control while attempting to level off and accelerate after liftoff. Allowing the airplane to mush or settle resulting in an inadvertent touchdown after lift-off. Attempting to climb out of ground effect area before attaining sufficient climb speed. Failure to anticipate an increase in pitch attitude as the airplane climbs out of ground effect. FAA PRIVATE PILOT PRACTICAL TEST STANDARDS IV. AREA OF OPERATION: TAKEOFFS, LANDINGS, AND GO AROUNDS C. TASK: SOFT-FIELD TAKEOFF AND CLIMB (ASEL) REFERENCES: FAA-H-8083-3; POH/AFM. Objective. To determine that the applicant:
1. 2. 3. Exhibits knowledge of the elements related to a soft-field takeoff and climb. Positions the flight controls for existing wind conditions and to maximize lift as quickly as possible. Clears the area; taxies onto the takeoff surface at a speed consistent with safety without stopping while advancing the throttle smoothly to takeoff power. 4. Establishes and maintains a pitch attitude that will transfer the weight of the airplane from the wheels to the wings as rapidly as possible. 5. Lifts off at the lowest possible airspeed and remains in ground effect while accelerating to VX or VY, as appropriate. 6. Establishes a pitch attitude for VX or VY, as appropriate, and maintains selected airspeed +10/-5 knots, during the climb. 7. Retracts the landing gear, if appropriate, and flaps after clear of any obstacles or as recommended by the manufacturer. 8. Maintains takeoff power and VX or VY +10/-5 knots to a safe maneuvering altitude. 9. Maintains directional control and proper wind-drift correction throughout the takeoff and climb. 10. Completes the appropriate checklist.
This is the minimum standard you will be required to demonstrate on your Form 5 check ride. Happy Flying!
Texas Wing Squadron develops easily used target for emergency services training 7/6 Air Calvary Composite works with sailcloth, grommets
Capt. Denise Thompson Public Affairs Officer Group IV Headquarters Texas Wing TEXAS -- How do Civil Air Patrol members find a downed aircraft during Emergency Services ES training -- short, of course, of crashing a real airplane? The 7/6 Air Calvary Composite Squadron came up with a unique idea for enhancing such exercises, working mostly with sailcloth. The squadron designed a life-size target plane made of the fabric after Majs. Ted Tessitore, The 7/6 Air Calvary Composite Squadron's airplane simulator the squadron's commander, and Ray Hischke delies in a clearing near a house, where a scanner trainee spotted it signed the simulator based on the scaled dimensions during a recent training exercise. of a Cessna 172. Fabricated by Dave Lindsay of Cameron Sails in Seabrook, Texas, the simulator has stitched seams and grommets and can be converted to nearly any size and shape to meet whatever training needs apply, Tessitore said. The grommets allow the sections to be easily strung up in trees or scattered and staked on the ground to emulate a bent or broken up aircraft. It can be painted to provide unique makings, then easily cleaned at the end of the training exercise. The 172ATS, as it is now called, was created in late 2006 and has been deployed twice with excellent results. It can easily be seen from the air or the ground. I wasnt aware of any other simulators until we had this one made. Then, I learned of a target made out of billboard material. Tessitore said. Our 172ATS is lightweight, easy to carry and pack up. It weighs no more than an average camping tent. "The closer to reality the training aid, the better," he said. "With the simplicity of the design, the youngest cadets can master it."
Great job Jose I really enjoyed all of it! Major James Shaw
The Next commentary was from our own Group V/ Texas Wing Aerospace Education Officer Major Rich Rebouche, also of the Kerrville Comp Squadron, who on 10 October 2007 said
nice way to communicate! I'm truly impressed with your number of well rounded activities.
Thank you, Major Rebouche, one of the main reasons this Almanac was started was for the critique of those around. We hope you can enrich our units activities with suggestions. As our unit explores model rocketry your skill will indeed be most welcome. I want to thank all the folks who sent me well wishes en re my anniversary as CC-CAP Squadron Commander. Capt Charles E. (Chuck) Corway, CAP expressed his well wishes and some advice on an activity I will be attending in November
Congrats on surviving one year as a squadron commander - you're now eligible to wear the Command Service Ribbon. Have your admin or personnel officer gen up a 2a for Group's signature. I see you're taking the plunge and going to STEP this year. You'll enjoy it over at Camp Mabry. Be prepared to say 'As you were' or 'Carry on' indoors every time a cadet passes you in the hallway and wear our that saluting arm outdoors. The cadinks take this very seriously. The Mabry PX is right next door to the Pegasus squadron HQ (where chow is served), but it's geared to Army, so there's very little stuff to get for the CAP uniform.
Thanks, Capt Corway, for your advice. Capt Corway is no slouch of a CAP Officer. He currently is the Senior Advisor of the Texas Wing Cadet Advisory Council. I was fortunate to see him and the WING CAC in action at the 2007 Texas Wing Conference. Cadet Phillip Lozano also sat on that CAC. Another Chuck, Major Charles Cook, CAP, Commander of the Blue Water Composite Sq. (GLR-MI-011) of the Michigan Wing extended some Congrats and even shared a touching moment.
Congratulations on completing Your 1st.Year in Command. I too, will celebrate My 1st anniversary on 25 OCT. It's been My most challenging Year in CAP.I want to share with You My most rewarding moment. I have a Cadet who had problems with depression, addiction to Internet games, and behavior . His father was ready to send Him to one of those "last chance" boot camps when, thru one of Our recruiting drives, They were introduced to CAP. His Father has told me more than once that CAP has" literally saved His Son's Life." and is now My Safety Officer and Asst. Aerospace Officer. the cadet has progressed to C/SSGT. and is being groomed for a cadet leadership role. A few weeks ago, this Cadet approached me after the meeting and said that He had a English assignment, an essay titled "person or person's who has made an impact in My life" He said, " I hope You dont mind, Sir. I wrote it about You." I had to walk away, I didnt want Him to see Me tear up. This is why We do what We do, What else can I say?
I will now extend my congratulations to Major Chuck Cook on a job well done in his unit. From the soon to be frigid Great Lakes Region to the Western Wonderland of the California Wing. Lt Col Paul Reed, CAP, one of the Californias Wings more prolific Mission Pilots and Aviators had this to say in response to an article on getting into the USAF Academy by Capt James Naugle, USAF in Volume 2, Issue 42...
Joe: I read, with great interest, the article from the young man at the USAFA. I spent 12 years in the Admissions Office at West Point, as a Reservist. I can second everything that he has to say: particularly about Academics, Athletics and Leadership. The CAP Cadet program has emphasis on all of those things and that is what makes it so great. Determination also has a lot to do with getting accepted: as he found out so profoundly. My congratulations to him and all the others like him. Thanks to everyone for your comments. Your contributions help us greatly. -SEMPER VIGILANS!!!
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All Unit Commanders, Seniors involved in the Cadet Program and Cadets,
The 2007 Texas Wing Winter Encampment will take place on Camp Swift, Bastrop Texas from 26 31 December 2007. We are now ready to accept applications for the encampment from Cadets who have not attend a previous encampment. Cadets who are attending an encampment for the first time will need to complete the application process as outline in the Operations Plan posted on the wing web page at:
All applications must be received NO LATER THAN December 1st, 2007. Late applications will not be accepted.
Kingsville, Texas Major Fidel Alvarado, CAP received word from Mr. Bert Alvarez, NAS Kingsville SIM contact person that we are a go for the Goshawk Simulator on Tuesday 30 October 2007. This is the fifth Tuesday of the month and will occur on a evening when there is no regular meeting scheduled.
The following is requested of those wishing to attend
(1) Names of all of the Senior members wanting to attend. (2) Names of all of the Cadets that want to attend. (3) Need names only, no rank or CAP ID number. (4) All must wear uniforms. (5) All must have ID CARDS. (6) Drivers of vehicles must have currency: Drivers License, registration, inspection sticker and appropriate insurance. The time is set for 1800 hours to 1930 hours for SIM time. The time of arrival at the Wild Horse Mall parking lot is to be no later than 1715 hours. Load into the vehicles ETD at 1730 hours. Navy security check between 1740 and 1750 hours. We are to be inside the SIM module by 1755 hours. These are projected times, the objective is to be in the SIM module and start at 1800 hours. Squadron staff is to treat this as a "GO" unless otherwise notified by Navy. Navy has the prerogative to cancel at any time without notice.
Kingsville, Texas October 2007 has shown to hold much promise for the Brahman Cadet Flight. Not only do numbers their justify two training flights, and almost totally manned, but they have been busy in almost every aspect of CAP. We are doing a great job in getting this unit off the ground, said Major Joe Ely Carrales, Corpus Christi Comp Squadron Commander, the trick is to keep the unit busy. 25 October 2007 was a significant rocket day for the Brahma Cadet Flight. Alpha and Bravo teams were able to launch their first rockets as training flights. The unit was divided into four teams; Alpha Flight Launch Team, Bravo Flight Launch Team, Brahma Flight Tracking Team and Brahma Flight Rocket Recovery Team. Bravo Flight, which won an additional rocket engine in a UDF search earlier in October 2007 was unable to launch their second rocket due to time restraints. This, however, will merely mean at the next occasion they will add that additional launch. Our next step, continued Major Carrales, is to complete the Model Rocketry program and see if we can launch some cadet built contraptions. Plans are also in the works to A Cadet at the controls of the GOSHAWK Simulator at NAS KINGSVILLE, the Brahma Flight is to return there this week. conduct cadet Orientation Flights for Brahma Cadets. This will be informally kicked off by a return the Goshawk Simulators at NAS Kingsville. Aerospace Education is in full swing.
-Semper Vigilans
KINGSVILLE ALPHA FLIGHT Flight Commander: C/Amn Bryce Nix Flight Adjutant: C/Amn Chelsie Skarda Element Leader: C/Amn Celeste Resendez C/AB Sammie Watson C/AB Dylan Morris C/AB D. Fuentes C/AB C. Carbajal C/AB R. Beal KINGSVILLE BRAVO FLIGHT Flight Commander: C/A1C Michael Beal Flight Adjutant: C/Amn Morgun Bedynek Element Leader: (vacant) C/AB Emily Garcia C/AB J. Morris C/AB J. Flores C/AB M. Bullard Cadet Candidate Jonathan Garza BRAHMA CADET FLIGHT COMMAND Squadron Commander: Major Joe Ely Carrales, CAP Deputy Commander for Cadets: Capt Sandy Phelps Communications: Major Paul Treptow, CAP Testing Officer: 1st Lt John D. Hoelscher, CAP Cadet Flight Commander: C/Amn Bryce Nix Cadet Executive Officer: C/A1C Michael Beal Flight Admin: C/Amn Morgun Bedynek Flight Logistics: C/Amn Chelsie Skarda Flight Assistant Logistics: C/AB S. Watson Flight Safety: C/AB John Flores Flight Public Affairs: C/AB Melissa Bullard Flight Protocol: C/AB Joshua Morris Flight Operations: C/AB Christopher Carbajal Flight Communications: Cadet Candidate J. Garza Flight Aerospace: C/AB Dylan Morris
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 13 DECEMBER 2007, in conjunction with the PATRIOTS Band of Corpus Christi 10 total cadets at Corpus Christi Proper 4 currently 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: 39 Level I membership: 16 CAP Officers: 19 Cadets: 20 Cadets with Curry Achievement: 8
EMERGENCY SERVICES Qualified GES: 21 Qualified OPSEC: 32 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: 3 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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