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United States Pilots Association |
During my private pilot training my instructor told me he never liked to fly single engine aircraft at night. My friend Paul says, “the airplane doesn’t know if it is flying at night.” Either way I was cautious when I was returning home from some flight training in preparation for my commercial license.
I live in Branson, MO, and belong to a flying club based at M. Graham Clark/Taney County Airport (PLK). Commercial training requires a complex airplane, so I rent an Arrow at Springfield, MO (SGF). I enjoy using the club’s Cessna 172 to commute the 40+ NM to and from Springfield.
The commercial requirements specify ten night takeoffs and landings at a towered airport, so I did not mind my training going into the darkness. Working on short, soft, and precision 180 landings was quickly getting me plenty tired. I finished up with the Arrow, secured it, and prepared the 172 for the return trip to Branson.
I planned my trip back at 5,500’, thinking this would give me additional altitude should something go wrong. I received the ATIS and then called clearance delivery with my intentions for my VFR flight. Taxi, run-up, take off—everything was as smooth as the calm, clear night air. Tower handed me off to departure. Visibilities were so good I think I could make out my destination 40 miles away as I arrived at cruise altitude. Arriving at 5,500’ I leaned and trimmed. It was like the 172 had an autopilot—I didn’t have to touch anything to keep the airplane straight and level. It was almost boring, if that is even possible while flying.
Bam! I just heard the loudest noise I have ever heard in an aircraft. What’s happened? My first thought was to keep the airplane flying, so I checked the instruments and confirmed I was still straight and level. Something must have happened with the engine. But the tachometer, oil pressure and temperature were all normal and steady. The only difference was additional air circulation in the cockpit. And then I saw it! The windscreen had a big smear across it and a crack running most of its height. I realized I had a bird strike.
I assessed the condition of the aircraft. There was no other damage. The windscreen appeared stable, aside from the crack. I was about half way between SGF and PLK. Since I’m more familiar with PLK, I decided to continue to my destination. I debated on whether to inform departure of the situation, eventually deciding against it. Everything was stable, and I had my destination in sight.
The rest of the flight was uneventful, with a normal approach and landing.
Thinking back, I should have had a huge adrenalin rush or saw my life flash before me, but that never happened. I’d like to attribute that to my training: to always fly the airplane first. I was more anxious about the incident as I thought back on it. What would have happened if the bird had come completely through the windscreen? What would have happened had I been injured or blinded by the impact? I’m glad those thoughts came to me while I was safely on the ground.
The next morning I photographed the carnage. I also received forms from the club’s insurance adjuster. The paperwork had begun.
I did some Internet research on bird strikes, and found recommendations to fill out FAA’s form 5200-7 Bird/other wildlife strike report, as well as NASA’s ASRS report.
I don’t believe there was anything I could do to avoid the bird strike. I had no warning. In retrospect I should have informed ATC so others would be aware of the hazard in the area.
Useful resources: http://wildlife-mitigation.tc.faa.gov/public_html/index.html#info
http://www.aopa.org/members/files/topics/wildlife.html.
JC Zalog, Webmaster
United States Pilots Association
Two USPA members recently made the news: John Coker (USPA Individual Member and member of TPA) was the subject of a very nice article in the TEXARKANA GAZETTE. And Hank Haddock (member of the Ozarks Chapter, MPA) is featured in a special Veterans Homecoming Salute of the Ozark Mountain Newspapers.
USPA is extremely proud of both gentlemen, and we thought you would like to read their stories. For John’s, go to http://www.texarkanagazette.com/articles/2005/10/27/local_news/features/features02.txt. And for Hank’s, see the attached file.
Way to go!
Jan Hoynacki, Executive Director
United States Pilots Association
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Those of us who fly into Oklahoma City on business have regularly utilized the services offered at Downtown Airpark. This single runway airport was less than a mile from the business section of OKC and was extremely convenient since you did not have to land at either Wiley Post in Bethany or Will Rogers, almost in Norman. This past week I tried to file to Downtown and was advised by FSS the airport closed (see NOTAM #08/288). The runway is now restricted to private use only with permission of the owner. The restaurant remains open.
I elected to fly in to Wiley Post Airport, about 25 minutes in non rush hour traffic from the business district of Oklahoma City. The service was great, the wind really honked at 30 knots, and their airport restaurant was great.
When large cities lose a facility like Downtown Airpark, everyone hurts a little. What amazes me is the fact that I saw nothing in the print media informing pilots of the impending closure. I am sure that locals in the OKC area probably read about the closure, but no one seemed to get excited. Where were AOPA, NBAA, and other alphabet groups? Could nothing be done before the airport closed? Did the city not care?
Now take a look at Denton, TX (DTO). Here is exactly the opposite situation. The city has an airport board populated by pilots in many cases. Several members of the Texas Pilots Association are on the board. The airport recently opened a contract control tower and the facility is booming. A new jet service company is constructing an FBO, and the airport is now one of the busiest in this region. Translate that to the fact that people are doing well economically as a result of the airport thriving. A new aircraft paint shop is almost completed. All of this becomes money spent in the community several times over. I am proud to say that people like Don Smith and Terrance Jarog, as well as former USPA President Chuck Huber, are all active in keeping this airport at the cusp of expansion and good management. The local Congressman is a pilot and is helping get an approach radar installed that will be compatible with DFW. (Denton sits under the class B airspace for DFW.)
We as pilots and users of airports all over the country have to do more than just hangar fly on Saturdays. We need to get interested and get involved.
I live in Odessa, Texas, a city of some 100,000 population. This city has an Economic Development Council that has attracted several large businesses to the area. One of the points of attraction is always the airport. Odessa has Schlemeyer Field (ODO) with three runways. The airport is owned and maintained by the County (Ector) and administered by an Airport Board. The Airport Board is overseen by the County Commissioners who must approve all expenditures at the airport. We have well over 100 aircraft based on the field including several pure turbine, turboprop, and single and multi-engine piston aircraft. There are sailplanes and helicopters, as well as a squadron of the Commemorative Air Force (CAF). Currently the County is trying to build a crosswind runway to be able to handle larger turbine aircraft The problem is that runway might be used ten days a year. The larger jets will still not be able to come in most of the time because of the shorter main runways currently in use. Airport maintenance is practically non-existent. The one FBO utilizes one person from 0700 until 1800 every day.
Many of the local pilots, dissatisfied with how the airport is being treated as a stepchild, have organized the Ector County Aviation Association to lobby the County on issues concerning the airport. I have joined the interim board because I realize what an asset to the community as a whole the airport is. Perhaps if enough interested people in Oklahoma City did the same thing, the result might have been greatly different.
Steve Uslan, President
United States Pilots Association
The USPA board and guests had a good meeting on Saturday morning, November 5, during the AOPA Expo at the Tampa Convention Center in Tampa, FL. Since USPA President Steve Uslan was unable to attend, the meeting was chaired by VP Meetings Duane Smith, who is also Immediate Past President of the Missouri Pilots Association.
At the request of USPA member Nancy Blake, special guest Karen Halverson brought those present information on the history and operation of LifeLine Pilots, based in Peoria, IL. Providing non-emergency free air transportation through volunteer pilots and their planes, financially distressed passengers with medical needs are transported for on-going medical treatments, diagnosis, and follow-up care. LifeLine Pilots is a member of the Air Care Alliance and works with other volunteer pilot organizations to extend the range of their services. Since USPA has not been called by FEMA as a resource, members are encouraged to affiliate with organizations such as LifeLine Pilots, who have been very effective in providing emergency services in times of need.
Among other items of business taken up by the USPA board, Duane requested members to look for pockets of pilots wanting to start their own local pilot organizations. USPA has all the paperwork necessary to start a local chapter under the auspices of USPA, which includes coming under USPA’s 501c3 authorization. This information can be found at www.uspilots.org. Jeff Griffiths is starting a local chapter in Arizona, and there is also interest in Pittsburgh, PA. Following this meeting, Dr. Phil Leib of Branson joined USPA as an Individual Member.
VP Meetings Arnold Zimmerman’s report on upcoming flyout/meetings finds USPA going to Tunica, MS, March 16-19, 2006, Oklahoma City June 15-18, Branson August 24-27, and San Antonio November 2-5. Since the USPA board will meet independently of AOPA Expo in 2006, the date has been set so that members can still attend Expo, which will be held in Palm Springs November 9-11. There has also been interest expressed on holding a meeting in Minnesota, and member Joe Burch suggested LaJitas, TX. Some light sport aircraft manufacturers have been invited to bring their beautiful new planes to the Branson flyout, providing test flights for those interested.
Since 2006 will bring the 25th anniversary of the founding of USPA, Duane requested information on any of the original founding fathers of the organization, that they may be recognized.
Bob Worthington’s Strategic Planning Committee is organized and will bring a report to the Tunica meeting in March, as well as a list of benefits for non-voting corporate sponsorships.
JC Zalog, USPA Webmaster, is working on pay-on-line membership renewals and meeting registration, which should be operational soon.
The AOPA Expo was once again a tremendous production, bringing the latest information, products, planes, and seminars to GA pilots. Nearly all USPA members are also members of AOPA, and are encouraged to attend the Expos. So why join USPA, too? USPA doesn’t compete with AOPA. There is no way our much smaller all-volunteer organization can compete with the very effective efforts of AOPA. However, we offer a great deal of worthwhile activities to compliment AOPA membership: eating and meeting together with your local chapter (fellowship), sponsoring local safety seminars and Wings Programs (education), flyouts with local groups (flying activities), and four USPA quarterly flyin/meetings at interesting locations throughout the country. In addition, USPA has tackled many aviation issues of concern to its members, whether or not AOPA is involved, oftentimes with great success. We may be smaller, but we don’t give up!
Jan Hoynacki, Executive Director
United States Pilots Association