| Leon's Flight | <– Date –> <– Thread –> |
From: Don Smucker (dws_jmc yahoo.com)
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| Date: Thu, 16 Jan 2014 06:54:25 -0800 (PST) | |
Below is today's flight plan and procedures. Please read carefully. This might sound picky, but we are really really planning on having a safe and good flight and honoring Leon's memory. It is based on a compilation of suggestions. Please plan on being at the Pilot's briefing at Johnny's hangar at 1:30 pm. Any additional issues or changes can be brought up then. Please excuse any typos.
See you then!
Leon Remembrance/Honor Flight Plan
OK, here are the results and the plan. I flew my plane from Ducote, along the entire projected route, back to Ducote. Gerry Hatch and I then repeated the same procedure in his RV at Stinson and Cessna speeds. It works fine. With input from a number of folks, we put together a pretty straight forward flight plan.
First of all, due to the short prep time and numerous skill levels at formation flying, the consensus is NO formation flying. Flight will be by airplanes in trail. After discussing with the chief at the Mathis Control Tower (Ray Minix), they are being cooperative but have some suggestions, which are incorporated into this plan. We will actually never be in Class D airspace, but we will be crossing approach and departure paths and will be coming close to the airspace several times. The tower would like to see this as a flight of âxâ airplanes, with the lead airplane talking with the tower the entire time, on 118.3, and an assigned transponder code. All but the lead airplane will have their radios set for 122.75, the group flight frequency. So we will be free to communicate among ourselves, but with a number of airplanes it will be best if chatter not related to the flight is kept to a minimum. That does NOT mean donât talk on 122.75. You will all need to announce various positions, and if you have a spacing or other problem, speak out! The lead plane will also use 122.75 to report turns, timing and various issues. The lead plane will switch from tower to group frequency for transmit as necessary. The lead plane will be able to stay on 118.3, but monitor 122.75, and can transmit on 122.75 while monitoring tower, with the flip of a single switch. If your airplane can monitor two frequencies it should be on the group frequency122.75 as primary, and monitor 118.3. Only the lead airplane will have a transponder on. The Tower specifically requested all other transponders be off or in standby, not transmitting, for the duration of the flight. And only the lead plane talking to the Tower. If anyone also has the capability to also monitor 122.9 and report any issues to the flight frequency on 122.75, that would also be good.
We will meet at Ducote. All airplanes should be on the ground and at the pilot brief meeting by 1:30 pm. That meeting will be held at Johnnyâs hangar. Winds will be out of the North this afternoon, so weâll be using runway 35. At the meeting we will establish an order for the aircraft to fly. When we break out of the briefing meeting and head to our airplanes, weâll all use 122.75 to announce and coordinate all ground operations. Some of the aircraft will be stacked up on the runway at the keyhole, some can do intersection departures, depending on your preferences and aircraft. But at the meeting we will establish the flying and therefore take-off order, and you will need to take off in your assigned or chosen slot. Weâll attempt to break out of the meeting no later than 2:45, to allow everyone time to get to their airplanes, get engines running and taxi into take-off positions, either on the runway in a stack, or at an intersection. Before take-off the lead airplane will announce the flight on 122.9. However, all but the lead should be on 122.75 as their primary radio and stay there. The lead will switch back from 122.9 to 122.75 once airborne. Do not wait until the runway is clear before starting your take-off roll or weâll all be strung out over to big a distance. Plan to start your take-off roll when the preceding airplane is half way down the runway. This gives time to address any concerns yet keeps us fairly tight. Announce on 122.75 when you start rolling and again when you break ground. All that said, that is a general proposition. At the Pilot briefing each pilot will talk to the pilot in front and behind him as to specifics. For example, a fast plane following a slower plane will need to allow the prior plane to get further ahead of him before the faster plane starts his roll. Likewise, a slower airplane followwing a faster airplane will need to start the roll earlier. The key will be to get airborne and to altitude safely. Then forming up and getting correct spacing. However, if we all wait until the runway is totally clear before starting the take-off roll, we will have difficulty getting formed up. As a general rule, weâre planning on putting a slower plane up front (the Stinson), and the faster planes at the rear since it will be easier for them to catch up and get into formation. We also have plenty of places where we can cut corners to speed up the procession, or for some of the planes in trail to cut corners to respace properly if needed, and can do a lap of the airport to allow initial form-up if needed. Also, the pilots will determine where they will be taking off from - whether they choose to line up on the keyhole of use intersection departures. You can use, for example, any of the private taxiways from Bill Yeates to Steve McDuffs, to mine, to Larry Waddelâs to Johnnys, based on your preferences and airplaneâs capabilities. The key will still to take-off in flying order, so it is critical that adjacent pilots confer with each other.
From a timing perspective the lead airplane should be wheels up at 3:15 pm. Take-offs obviously in flying position order. The lead airplane will take off straight out to the North, fly approx 5 miles, make a 90 to the left and head due W, then due S, in an elongated and wide pattern for Ducote airport. Cut corners as necessary to get into position. The last one or two airplanes can cut the corner completely to get in proper position if necessary. Do NOT cut the guy off in front of you. Trailing airplanes should also cut the corner if the guy in front of him did, to keep in formation. Climb out to 3,000 and establish your position and correct spacing behind your assigned aircraft. The lead plane will announce an altimeter setting (before take-off) so we are all using the same reference. If necessary to get everyone in the air and at altitude, we will circle the airport at 3,000 feet one time, but I donât think that will be necessary. The tail gunner will make that determination and announce it if it is necessary to do. Be careful when catching up the plane in front of you - it is easy to misjudge speeds and overshoot. If any issues do not hesitate - sing out on 122.75. If you have mechanical issues or spacing issues that you cannot control with throttle adjustments, even numbered planes break left, odd numbered planes (in the formation) break right. If you are pulling out of the formation, even if temporarily, announce your actions on 122.75, so the airplane in front of you is aware, and so the guys following you donât pull out as well.
The route is a square pattern route. Both to avoid the Class D airspace, plus allow stragglers to cut the corners to catch up if necessary. Also to allow us to cut corners if necessary to arrive over the cemetery at the correct time. Ted Conrad will be graveside with a handheld and will help the lead plane coordinate timing. We have a target arrival time over the cemetery for the lead airplane at 3:40 pm. If you have a problem during the flight, sing out. If we need to speed up for faster airplanes to stay safe or slower airplanes to keep up, speak up. Weâre going to aim for about 120 mph indicated, as the best compromise. If we are not in good formation and spacing by the time we cross US 277 just South of the Class D airspace the tail gunner will announce the problem, and we will do a large clockwise circle (to SE then S then SW then West, etc ) then pull out to the North and continue the route.
We flew the route today, it is easy to follow. The best/most important thing to do is keep your correct spacing between your airplane and the one in front of you at all times. Turn where they turned, not when they turn (donât cut corners unless making up distance to get back to the proper spacing, unless the guy in front of you does.) The sun will not be a factor - it is still high enough that even when you get back to Ducote, it should not be a factor. The lead plane will make announcements as necessary/events warrant. Spacing should be 1/8th - 1/10th of a mile apart. This is not all that far. Think of 1/6th of the Ducote runway length for each airplane space.. Or in other words, 6 airplanes spaced out over the length of the runway. If your spacing is good, once established, do not cut corners that the plane in front of you does not cut. If due to timing over the cemetery factors, where the entire flight needs to make adjustments, the lead airplane will announce actions on 122.75 (like cutting the square corner East of Gerryâs ranch).
Although each of us will be following an airplane, it is helpful to have a description of the route to help anticipate turns and timing. The route is generally as follows: South to the West of Ducote after we are all in formation with good spacing; then continue S along FM 2335 (the road that goes to Knickerbocker, the town) to where the road makes a 90 degree turn to the left; at that point turn left and fly due E, south of Mathis Class D airspace, cross US 277, fly over Gerry Hatchâs ranch/strip, continue due E for another couple of miles; then turn due N, flying along the East side of a small subdivision. Pick out the tall Goodfellow water tower in the distance - we will be flying well East of that. Look in the distance, well to the East of the water tower - you will see a structure that looks like 4 lights or 4 white dots on or near the horizon, - aim for that. Continue due North - you will end up flying right along Loop 306 4 lane divided highway (keep the loop underneath you or slightly to your left - if the loop is to your right, you WILL cross into Class D airspace). Stay over the Loop hwy until you come to an intersection at the NE corner of Goodfellow AFB (you will need to keep Goodfellow off to your left, including the oval track at Goodfellow). Turn left/West as you come up to the NE corner of the base, follow the 4 lane road that runs just N of the base, due West. If you have a gps that shows the Class D space, you will see that you will be skirting tthe NE corner of the approach for runway 21. Follow the 4 lane road to the river, at the bridge angle slightly SW and you will very quickly come to the intersection of Avenue N and US 87 (Bryant). Ave N is a 4 lane major road running essentially due E-W at this point. Turn due West and fly West, just South of Avenue N. The cemetery is on the South side of Ave N shortly after the intersection with Bryant. Stay to the South side of the cemetery - best to fly just inside the South side of the cemetery. You will now be right over, or just to the South, of Leonâs services. You will have to be on the South side of the cemetery to be seen because of the tent they will be using for the services. Waggle your wings! If you have a c/s prop, put it in âfull increaseâ and add the prop noise. The lead airplane will pull up sharply and turn to the left/South in a âmissing manâ maneuver (he has coordinated this with Airplane #2, who will hold the flight on track until the lead plane can resume his position - lead will stay slightly South (left) of Sherwood/US 67 to get back in position). After leaving the cemetery, continue in trail due West; the first major 4 lane road you come to will be Sherwood. Angle SW along Sherwood , flying just North (to the right of) of the road or directly over it. You will soon come to the Wal-Mart plaza, at the intersection of Sherwood and the loop. Continue SW along Sherwood/US 67. BE CAREFUL. There are 2 tall radio towers at the twin buttes gravel pit that are 2600 msl, about a half mile North of US 67, so keep to 3,000 and do not stray much North of US 67 at all. Once past the radio towers the lead airplane will get Tower approval to squawk 1200 and and change frequencies. Keep your transponders off or on standby. The lead airplane will then announce on 122.9 that the flight is approaching Ducote from the NE, then will announce on 122.75 that those heading back to Ducote should now change frequencies back to 122.9. Once you switch to 122.9, call in so we all know that everyone made the change. Once past the radio towers, continue SW just North of US 67, and enter a left downwind for runway 35 when you get back to Ducote. Add additional spacing between you and the airplane in front of you as you determine prudent. Announce your actions and intentions so those behind you know what you are doing. Also announce positions on all legs. Slower airplanes can cut the downwind shorter while faster airplanes might want to extend downwind a bit - use your judgment and be safe. Once on the runway, get off it as soon as you can to make room for the next airplane, and announce clear of the active. The entire flight will take approx 30 minutes, and it will take approx 20 minutes to get to the cemetery once we head South (cross US 67) using this route. If we need to speed up we will cut the square corners a bit; if we need to slow down weâll do that by extending the flight Eastward a bit, not by changing airspeed.
Other details will be discussed at the pilot briefing. The Yorkâs are asking that we come to the reception at Leon and Joyceâs house after we land. There are plenty of cars at Ducote. There will be transportation to and from the Yorkâs house. No need to stay long, but please show the flag.
First of all, due to the short prep time and numerous skill levels at formation flying, the consensus is NO formation flying. Flight will be by airplanes in trail. After discussing with the chief at the Mathis Control Tower (Ray Minix), they are being cooperative but have some suggestions, which are incorporated into this plan. We will actually never be in Class D airspace, but we will be crossing approach and departure paths and will be coming close to the airspace several times. The tower would like to see this as a flight of âxâ airplanes, with the lead airplane talking with the tower the entire time, on 118.3, and an assigned transponder code. All but the lead airplane will have their radios set for 122.75, the group flight frequency. So we will be free to communicate among ourselves, but with a number of airplanes it will be best if chatter not related to the flight is kept to a minimum. That does NOT mean donât talk on 122.75. You will all need to announce various positions, and if you have a spacing or other problem, speak out! The lead plane will also use 122.75 to report turns, timing and various issues. The lead plane will switch from tower to group frequency for transmit as necessary. The lead plane will be able to stay on 118.3, but monitor 122.75, and can transmit on 122.75 while monitoring tower, with the flip of a single switch. If your airplane can monitor two frequencies it should be on the group frequency122.75 as primary, and monitor 118.3. Only the lead airplane will have a transponder on. The Tower specifically requested all other transponders be off or in standby, not transmitting, for the duration of the flight. And only the lead plane talking to the Tower. If anyone also has the capability to also monitor 122.9 and report any issues to the flight frequency on 122.75, that would also be good.
We will meet at Ducote. All airplanes should be on the ground and at the pilot brief meeting by 1:30 pm. That meeting will be held at Johnnyâs hangar. Winds will be out of the North this afternoon, so weâll be using runway 35. At the meeting we will establish an order for the aircraft to fly. When we break out of the briefing meeting and head to our airplanes, weâll all use 122.75 to announce and coordinate all ground operations. Some of the aircraft will be stacked up on the runway at the keyhole, some can do intersection departures, depending on your preferences and aircraft. But at the meeting we will establish the flying and therefore take-off order, and you will need to take off in your assigned or chosen slot. Weâll attempt to break out of the meeting no later than 2:45, to allow everyone time to get to their airplanes, get engines running and taxi into take-off positions, either on the runway in a stack, or at an intersection. Before take-off the lead airplane will announce the flight on 122.9. However, all but the lead should be on 122.75 as their primary radio and stay there. The lead will switch back from 122.9 to 122.75 once airborne. Do not wait until the runway is clear before starting your take-off roll or weâll all be strung out over to big a distance. Plan to start your take-off roll when the preceding airplane is half way down the runway. This gives time to address any concerns yet keeps us fairly tight. Announce on 122.75 when you start rolling and again when you break ground. All that said, that is a general proposition. At the Pilot briefing each pilot will talk to the pilot in front and behind him as to specifics. For example, a fast plane following a slower plane will need to allow the prior plane to get further ahead of him before the faster plane starts his roll. Likewise, a slower airplane followwing a faster airplane will need to start the roll earlier. The key will be to get airborne and to altitude safely. Then forming up and getting correct spacing. However, if we all wait until the runway is totally clear before starting the take-off roll, we will have difficulty getting formed up. As a general rule, weâre planning on putting a slower plane up front (the Stinson), and the faster planes at the rear since it will be easier for them to catch up and get into formation. We also have plenty of places where we can cut corners to speed up the procession, or for some of the planes in trail to cut corners to respace properly if needed, and can do a lap of the airport to allow initial form-up if needed. Also, the pilots will determine where they will be taking off from - whether they choose to line up on the keyhole of use intersection departures. You can use, for example, any of the private taxiways from Bill Yeates to Steve McDuffs, to mine, to Larry Waddelâs to Johnnys, based on your preferences and airplaneâs capabilities. The key will still to take-off in flying order, so it is critical that adjacent pilots confer with each other.
From a timing perspective the lead airplane should be wheels up at 3:15 pm. Take-offs obviously in flying position order. The lead airplane will take off straight out to the North, fly approx 5 miles, make a 90 to the left and head due W, then due S, in an elongated and wide pattern for Ducote airport. Cut corners as necessary to get into position. The last one or two airplanes can cut the corner completely to get in proper position if necessary. Do NOT cut the guy off in front of you. Trailing airplanes should also cut the corner if the guy in front of him did, to keep in formation. Climb out to 3,000 and establish your position and correct spacing behind your assigned aircraft. The lead plane will announce an altimeter setting (before take-off) so we are all using the same reference. If necessary to get everyone in the air and at altitude, we will circle the airport at 3,000 feet one time, but I donât think that will be necessary. The tail gunner will make that determination and announce it if it is necessary to do. Be careful when catching up the plane in front of you - it is easy to misjudge speeds and overshoot. If any issues do not hesitate - sing out on 122.75. If you have mechanical issues or spacing issues that you cannot control with throttle adjustments, even numbered planes break left, odd numbered planes (in the formation) break right. If you are pulling out of the formation, even if temporarily, announce your actions on 122.75, so the airplane in front of you is aware, and so the guys following you donât pull out as well.
The route is a square pattern route. Both to avoid the Class D airspace, plus allow stragglers to cut the corners to catch up if necessary. Also to allow us to cut corners if necessary to arrive over the cemetery at the correct time. Ted Conrad will be graveside with a handheld and will help the lead plane coordinate timing. We have a target arrival time over the cemetery for the lead airplane at 3:40 pm. If you have a problem during the flight, sing out. If we need to speed up for faster airplanes to stay safe or slower airplanes to keep up, speak up. Weâre going to aim for about 120 mph indicated, as the best compromise. If we are not in good formation and spacing by the time we cross US 277 just South of the Class D airspace the tail gunner will announce the problem, and we will do a large clockwise circle (to SE then S then SW then West, etc ) then pull out to the North and continue the route.
We flew the route today, it is easy to follow. The best/most important thing to do is keep your correct spacing between your airplane and the one in front of you at all times. Turn where they turned, not when they turn (donât cut corners unless making up distance to get back to the proper spacing, unless the guy in front of you does.) The sun will not be a factor - it is still high enough that even when you get back to Ducote, it should not be a factor. The lead plane will make announcements as necessary/events warrant. Spacing should be 1/8th - 1/10th of a mile apart. This is not all that far. Think of 1/6th of the Ducote runway length for each airplane space.. Or in other words, 6 airplanes spaced out over the length of the runway. If your spacing is good, once established, do not cut corners that the plane in front of you does not cut. If due to timing over the cemetery factors, where the entire flight needs to make adjustments, the lead airplane will announce actions on 122.75 (like cutting the square corner East of Gerryâs ranch).
Although each of us will be following an airplane, it is helpful to have a description of the route to help anticipate turns and timing. The route is generally as follows: South to the West of Ducote after we are all in formation with good spacing; then continue S along FM 2335 (the road that goes to Knickerbocker, the town) to where the road makes a 90 degree turn to the left; at that point turn left and fly due E, south of Mathis Class D airspace, cross US 277, fly over Gerry Hatchâs ranch/strip, continue due E for another couple of miles; then turn due N, flying along the East side of a small subdivision. Pick out the tall Goodfellow water tower in the distance - we will be flying well East of that. Look in the distance, well to the East of the water tower - you will see a structure that looks like 4 lights or 4 white dots on or near the horizon, - aim for that. Continue due North - you will end up flying right along Loop 306 4 lane divided highway (keep the loop underneath you or slightly to your left - if the loop is to your right, you WILL cross into Class D airspace). Stay over the Loop hwy until you come to an intersection at the NE corner of Goodfellow AFB (you will need to keep Goodfellow off to your left, including the oval track at Goodfellow). Turn left/West as you come up to the NE corner of the base, follow the 4 lane road that runs just N of the base, due West. If you have a gps that shows the Class D space, you will see that you will be skirting tthe NE corner of the approach for runway 21. Follow the 4 lane road to the river, at the bridge angle slightly SW and you will very quickly come to the intersection of Avenue N and US 87 (Bryant). Ave N is a 4 lane major road running essentially due E-W at this point. Turn due West and fly West, just South of Avenue N. The cemetery is on the South side of Ave N shortly after the intersection with Bryant. Stay to the South side of the cemetery - best to fly just inside the South side of the cemetery. You will now be right over, or just to the South, of Leonâs services. You will have to be on the South side of the cemetery to be seen because of the tent they will be using for the services. Waggle your wings! If you have a c/s prop, put it in âfull increaseâ and add the prop noise. The lead airplane will pull up sharply and turn to the left/South in a âmissing manâ maneuver (he has coordinated this with Airplane #2, who will hold the flight on track until the lead plane can resume his position - lead will stay slightly South (left) of Sherwood/US 67 to get back in position). After leaving the cemetery, continue in trail due West; the first major 4 lane road you come to will be Sherwood. Angle SW along Sherwood , flying just North (to the right of) of the road or directly over it. You will soon come to the Wal-Mart plaza, at the intersection of Sherwood and the loop. Continue SW along Sherwood/US 67. BE CAREFUL. There are 2 tall radio towers at the twin buttes gravel pit that are 2600 msl, about a half mile North of US 67, so keep to 3,000 and do not stray much North of US 67 at all. Once past the radio towers the lead airplane will get Tower approval to squawk 1200 and and change frequencies. Keep your transponders off or on standby. The lead airplane will then announce on 122.9 that the flight is approaching Ducote from the NE, then will announce on 122.75 that those heading back to Ducote should now change frequencies back to 122.9. Once you switch to 122.9, call in so we all know that everyone made the change. Once past the radio towers, continue SW just North of US 67, and enter a left downwind for runway 35 when you get back to Ducote. Add additional spacing between you and the airplane in front of you as you determine prudent. Announce your actions and intentions so those behind you know what you are doing. Also announce positions on all legs. Slower airplanes can cut the downwind shorter while faster airplanes might want to extend downwind a bit - use your judgment and be safe. Once on the runway, get off it as soon as you can to make room for the next airplane, and announce clear of the active. The entire flight will take approx 30 minutes, and it will take approx 20 minutes to get to the cemetery once we head South (cross US 67) using this route. If we need to speed up we will cut the square corners a bit; if we need to slow down weâll do that by extending the flight Eastward a bit, not by changing airspeed.
Other details will be discussed at the pilot briefing. The Yorkâs are asking that we come to the reception at Leon and Joyceâs house after we land. There are plenty of cars at Ducote. There will be transportation to and from the Yorkâs house. No need to stay long, but please show the flag.
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