SALT LAKE CITY DEPARTMENT OF AIRPORTS



SALT LAKE CITY DEPARTMENT OF AIRPORTS

GENERAL AVIATION NEWS

VOL. 13, ISSUE 2 FEBRUARY 2005

TOOELE VALLEY AIRPORT ILS APPROVED

Salt Lake City Department of Airports petitioned Congress and Tooele Valley Airport is now on the list to receive an Instrument Landing System (ILS). FAA representatives have recently conducted engineering and operational surveys. The TVY ILS will significantly benefit local instrument flight training. Construction should begin in 2006.

SLCDA GENERAL AVIATION SUMMER CONSTRUCTION

2004 was a banner construction year for apron and taxilane rehab projects on the east side at SLCIA. This summer construction season will not be as pervasive. The only significant project scheduled for the east side is one to repair/rehab/replace asphalt entryways and parking lots by Million Air, the Executive Terminal, and Jet Center. This construction is scheduled for May 16th – July 22nd and may temporarily limit vehicle access through gate 4 (to rows 10-15) and gate 5 (rows 4-9) during the construction period.

Airport 2 will have a section of apron tie-down east of Alta Aircraft Maintenance replaced between July 5th and September 22nd. This construction should not interfere with aircraft taxi or tie-down operations.

AOPA TOWN MEETING SCHEDULED IN SLC

AOPA will host a Town Meeting at the Salt Lake City Hilton Hotel at 225 South West Temple at 7:30 PM on February 23, 2005. AOPA President Phil Boyer will discuss AOPA’s activities in Utah, Washington D.C. and nationwide. A selection of free AOPA educational materials will be available.

WINTER… IT AIN’T OVER ‘TILL IT’S OVER

Reprinted from AOPA Pilot Magazine 1993

Now that we are well into an unusually moderate Utah winter flying season and you’ve ensured your airplane is ready for winter operations, it’s time to be sure you‘re personally prepared too. Warm clothing and warm, sturdy boots with nonskid soles are essential for safe, comfortable preflight and flight operations. After the preflight is completed, depending on the temperature, you may want to reheat yourself by a space heater while your airplane is being preheated or deiced.

Anytime a pilot changes environments, he or she needs to make sure that his or her flying skills and knowledge are commensurate with the conditions. Consider some of the differences between summer and winter flying.

The first thing you need to consider following the preflight is the engine start. Preheated or not, be sure to follow the pilot operating handbook (POH) instructions for cold starts carefully.

Over-priming and excessive throttle pumping are probably the most common mistakes. This can cause fuel to leak out of the carburetor and catch fire if ignited by a backfire. This can be difficult to detect because the fire gets sucked into the carburetor when the engine starts; it’s easier to spot if the engine doesn’t start and the fire grows out of control. It’s really a good idea to have a fire extinguisher at the ready and to review the checklist for an engine fire on the ground.

Take it easy on the engine after it starts, and avoid high rpm settings for a few minutes before you taxi. Use this engine warm-up time to listen to ATIS or AWOS information, go through a preliminary cockpit check, and verify that everything is working and in its proper place.

If your aircraft has cowl flaps, think before using them. In really cold weather, it’s rarely necessary to provide extra cooling by having the cowl flaps open. It may be better to keep the cowl flaps closed to help the engine reach normal operating temperatures sooner. In fact, in some cases it may even be advisable to perform the takeoff with cowl flaps closed to prevent icing of the oil cooler. Check your aircraft’s POH for the final word.

Taxiing always requires diligence to be done safely, but an extra measure of care is needed when ice and snow create hazardous conditions. It’s generally a good idea to taxi on the yellow centerline. This practice becomes especially important in low-wing aircraft when snow banks created obstacles along the edges of taxiways.

On the other hand, you must consider the condition of the taxiway itself. If following the centerline puts you on packed snow or ice, you may find it necessary to taxi “off center” to keep your wheels on better friction pavement. This requirement is especially important in a crosswind, or when jets or other large aircraft are around. More than one aircraft have been blown off icy taxiways. Also be on the lookout for snow ridges and unplowed areas. It’s surprising how quickly these can snag a wheel and turn you off a taxiway or runway.

Before performing your run-up, try to get at least one wheel on dry tarmac. On ice, even 1,500 rpm may be enough to make you slide. When checking the carburetor heat, if you see an immediate rpm rise upon application, this can be an indication of a blocked air filter. Remember, carb ice will be indicated by a decrease in rpm; when you apply carb heat, the engine may run roughly as the melted ice (water) runs through it. When the ice is gone, the rpm should increase to the pre-carb-ice indication. Once the oil temperature is in the normal operating range, constant speed propellers should be cycled several times to ensure proper operation.

Winter takeoffs and landings require an extra measure of caution, particularly when the runway isn’t clear and dry and the wind is gusty or coming cross-runway. You may choose to reduce the demonstrated crosswind capability by 50 percent for a snow-packed runway, and by an additional 50 percent for icy runways.

Winter approaches and landings may require slight changes to your normal techniques. Avoid power-off approaches… besides being a thermal shock to the engine; they may over-cool the engine, which can cause hesitation in the event of a go-around.

When landing on a slippery runway, many experienced pilots recommend using a soft field technique. The extra prop wash provides some added control response on the rudder and elevator, providing the more positive control needed to deal with the slippery conditions. But remember that braking action is also reduced, so be prepared to go around rather than land (slide?) long.

Because winter means shorter days, if you’re going someplace, it’s a good idea to get with an instructor and become night current before leaving on a trip. That way, if a headwind keeps you up after dark, you’ll not only be legal (if carrying passengers), you’ll also be ready for the challenge.

GA FRACTIONAL OWNERSHIP OPEN HOUSE AT MILLION AIR

An open house at Million Air FBO at SLCIA is scheduled from 9:00 AM – 2:00 PM, Saturday February 19, 2005. OurPLANE, a General Aviation fractional ownership organization, is the sponsor. A new Cirrus aircraft will be on display and refreshments will be served. For more information contact Steve DeJohn at 801-244-8488

AIRCRAFT WINTER DEICING DO’S AND DON’TS

DO preheat the engine and interior if the overnight temperature was below 20 ° F.

DON’T leave an operating pre-heater attached to an aircraft and unattended. Fire Codes do not allow use of unattended space or engine pre-heaters.

DO continuously monitor preheating operations to avoid fires and damage from overheating.

DO follow the instructions for the pre-heater, and get help from a maintenance technician if you’re unfamiliar with preheating operations.

DON”T preheat the interior of wings through the access plates or put the heater hose into the oil access door. There are parts and materials in these places that cannot stand the heat of the pre-heater, and the damage will be difficult to find until something goes drastically wrong.

DO remove snow and ice from all control surfaces, as well as the rest of the airframe.

DON’T use automotive scrapers to remove snow and ice; use soft bristled brushes and brooms. A hot water bottle and soft cloth may work best to melt and remove heavy frost and ice.

DON’T use automotive deicing fluids on aircraft; they can destroy paint and plastic, and may damage other materials as well.

DON’T pour hot water on any part of an icy, snowy airplane. It will quickly freeze, compounding the problem rather than solving it.

DO beware of aircraft deicing fluids. Some will leave a messy, sticky residue, cause corrosion, and may be environmentally unfriendly.

UPCOMING EVENTS

The second Saturday of every month, Cornerstone Aviation, located in the Executive Terminal at Salt Lake City International Airport (337 North 2370 West) provides a free lunch and an informative program at 12:30 PM. It is a great opportunity to share flying experiences and learn new things.

The first Sunday of each month, Dave Coats’ Air Center of Salt Lake holds a fly-in/drive-in breakfast at Airport II. The company is great and donations are welcome.

-----------------------

FEDERAL LAW ENFORCEMENT

HOTLINES

Report All Suspicious

Aviation Activities:

1-866-AIR-BUST

or

1-866-GA-SECUR

HELPFUL POINTS OF CONTACT

For GA operational, facilities maintenance, aviation, newsletter, airfield and SLC Title 16 questions call: Steve Jackson, General Aviation Manager, 647-5532 or e-mail at steve.jackson@.

For hangar lease and repair questions call: Johnathan Liddle, Properties Management Specialist, at 575-2894 or e-mail at johnathan.liddle@.

For aviation security questions call: Connie Proctor at 575-2401.

For gate access problems call: Airport Control Center at 575-2401.

For emergencies call: at SLCIA, 575-2405 at TVY or U42, 911 then 575-2405

For common General Aviation information call the GA Hotline: 575-2443

--SAFETY FIRST--

Do NOT Fuel

Or Start Aircraft

Inside of Hangars!

................
................

In order to avoid copyright disputes, this page is only a partial summary.

Google Online Preview   Download