speaker December 8, 2004 was Peter McKenzie, local CFII.
While in the United Kingdom this summer, Pete did
The rules and cost of flying are
quite different in the UK and Europe.
us about these differences.
It makes you glad
that you fly in the USA.
was a real eye opener; flying in the USA is cheap,
to the UK.
program counted as a WINGS seminar, as Bryan is a Safety Counselor.
Brotheridge gave the AOPA Safety Foundation program
Awareness" at the September 22nd. 2004 meeting.
We lose more than one
aircraft a week to fuel related accidents. It doesn't always
happen to the other pilot. Almost all of these accident could
have been prevented with
better preflight planning, diligent monitoring of fuel consumption,
increased knowledge of aircraft fuel systems. This interactive
help prevent a fuel mismanagement accident statistic. Carburetor
and injection systems were discussed along with an introduction
to auxiliary fuel tanks. Also discussed was proper leaning to
help conserve fuel in these times of high fuel prices.
Thanks to Bobbi Lasher for setting up this presentation.
Photograph By Roger Scruggs
Mahan was the speaker for the August 11, 2004 meeting. His Power
point/photograph presentation of his self-fly trip in Australia
Fuchs the Director of Aircraft Maintenance at F.I.T. Aviation
was the speaker at the May 12th 2004 meeting.
Dave reviewed for the membership,
the importance of proper log book documentation and the use of
adlog to make that process easer. He answered numerous maintenance
related questions from the members. It was a very informative
presentation, thank you Dave.
Cake for all,
thanks to the Lasher's first flight of their new aircraft.
Member projects and
Bill Baer highlight
the March 10, 2004 EAA 724
meeting at Island Aviation. It was a full house at the FBO. The
Chapter voted to make the FBO our new permanent meeting place
as remodeling construction allows.
Alternative Sources for Nav and Strobe Lights
By Scott Gettings, EAA
Many experimental builders are concerned with the high prices
and lack of flexibility when using products from Whelen or Aeroflash
to light their aircraft. In some configurations, a complete nav/strobe
system can run the better part of $1,000.00. Ouch. I'd prefer
to spend that money on an engine.
Another consideration if you are building
in a "lensed" wingtip light for reasons of appearance
and/or aerodynamics is that the fancy streamlined light housings
are just not necessary. They only add unnecessary cost and weight.
Strobe and nav lights have geometric visibility
and intensity requirements for certified and experimental aircraft.
These specifications are available from multiple sources, including
Aircraft Spruce & Specialty. Basically, you need 360 degree
strobe coverage horizontally, plus 30 degrees of vertical visibility.
The side position lights need 110 degrees of horizontal coverage,
and a white tail position light must be seen from 70 degrees
aft. The intensity requirements are a little vague for experimental
a/c, but 400 candlepower (cp) for strobes and 40 cp for nav lights
appear to be acceptable values. These requirements can be met
in many ways, most often by two "external" wingtip
combination lights, or two internal wingtip and one tail strobe/light.
Light Intensity and Luminescence
In searching for alternative light sources, I found that bulbs
may be rated in lux, lumens, candles, candela, foot-candles,
millicandles (mcd) and candlepower (cp). This is confusing, since
there are not good conversions among these measures. In the most
simple terms, it appears that candles and candela are the same,
and a candlepower is one candle of brightness measured at one
foot. A lumen is the light produced by one candle shining in
one square foot one foot away. A lux is 1 cd at 1 meter. Overall,
it sounds like these terms are pretty similar for our purposes.
You just need real bright lights on airplanes. For more information,
The prices for aircraft strobe systems are truly shocking. For
each location, you need the bulb, its lens, and the power supply.
I began searching for alternatives to high aircraft prices since
strobes are made for many other vehicles at a fraction of the
cost (no surprise here). However, it is quite hard to get light
intensity specs for most non-aviation strobes. If this were possible,
you could probably find acceptable strobe bulbs in the $10-20
range and similarly inexpensive power supplies.More practical
strobe alternatives may include non-standard vendors of bulb-power
supply systems or using LEDs. If you plan to use a conventional
system, you can get inexpensive bulbs that will put out >400
cp for around $30 at:
Rollison Airplane Company, Inc.
or visit us at: www.RLSA.us
Call Rob Rollison to get just the strobe
bulb if you want to mount it separately. Their power supply is
around $150, and will push 3 strobes in flashing patterns. This
is far more reasonable than Whelen's unit at around $400. Rollison
also carries the 16-guage, shielded 3-wire strobe cable for about
$0.50 per foot, which is far less expensive than anywhere else.
You need this shielded cable to avoid RF interference.
Light Emitting Diodes have come a long way in the last few years.
Although LEDs were initially used only for low-light displays,
higher powered lights have now come on the market. Unfortunately,
the cheap "high intensity" LEDs sold by Radio Shack
and most other vendors really don't help us much. Very recently,
a company called Luxeon has produced inexpensive, truly high-intensity
LEDs you can buy over the internet.
LEDs draw amazingly small amounts of current,
such as from 350 milliamps up to 1 amp. Using this little current
not only helps in the total power requirements of a plane, but
also allows much lighter wiring to the nav lights. LEDs also
come on in nanoseconds, last 100,000 hours and have no filaments
LEDs can be used for strobes when both
the intensity and visibility requirements can be met. Depending
on your installation, this may require multiple LEDs and/or a
reflector. For example, replacing a tail strobe/white nav light
could be done with a small cluster of Luxeon LEDs. A strobe using
LEDs will require a device to flash its power supply, which can
be done using a variety of inexpensive options.
The newer, truly high-intensity LEDs can
also easily supply the intensity and visibility requirements
for nav lights. These can be wired directly since no flashing
Hooking up these lights is very simple and inexpensive. There
are two main critical factors: you can't hook them up with the
polarity reversed, and you can't over-drive them past their maximum
current. You can push them a little, however.
You will need to know the voltage drop
of the LED(s), which is called Vf (for forward voltage) and their
normal current in milliamps (ma). This is on their spec sheets.
Typical values might be 3.2 volts and 350 ma. You can hook as
many LEDs in series as you want until the sum of their voltage
drops equals your system voltage. For example, if you used four,
3.2 Vf LEDs in series, you will use up 12.8 volts. You probably
have 13.4 or so volts in your "12" volt system, so
this will work. The basic formula is:
V= V(system)-V(sum of LEDs in series)
If you only want to use 2 LEDs at 3.2 Vf,
and you have a 13.4 volt system, you will have 13.4-2(3.2)= 7
volts. You have to dissipate the remaining 7 volts to avoid exceeding
the maximum current for each LED. You can do this with a $0.10
Ohm's law says V=IR, so
7 volts / 0.35 amps = 20 ohms
Get the nearest 1/2 watt resistor to your
value (22 ohm in this case) and put it in series with your two
LEDs. Be sure to hook up each LED from positive-negative-positive-negative
so you keep their polarity correct. The resistor can be on either
side of the LEDs. The LEDs will get a little warm, but the resistor
will get hot so keep it from touching anything important.
Since the LEDs are so cheap, you may wish
to simply put as many as you wish to "eat up" your
system voltage. If you want to get fancy, you can get small,
constant current drivers from a number of sources (below) to
deliver an exact current. These drivers deliver a constant current
to the LEDs, but seem unnecessary for our applications. If your
system voltage drops momentarily, the LEDs will harmlessly dim
for a second or two. In my experiments, they don't change that
much with minor fluctuations. You can also wire LEDs in combination
parallel and series if needed, as long as the individual Vf and
current requirements are met.
An easy way to build your system is to
place a milliammeter in series with your test circuit of LEDs.
With a direct current readout, you can play with different size
resistors and number of LEDs to optimize your system. You can
also use the simple calculator at: http://www.ledsupply.com/techinfo.html
. This company also offers LED drivers for less than $20. Another,
less expensive supplier is American Backplane, 355 Bantam Lake
road, Morris, CT 06763 (860) 567-1568. Neither source of drivers
is as inexpensive as a resistor - or even another LED!
The only company I found that offers high-intensity, affordable
LEDs is Luxeon. See http://www.lumileds.com/luxeon/products/products_index.html
and download the "Star" datasheet. (Log in as a "guest").
The most usable form appears to be the
Star in the Lambertian (140 degree) light pattern. It is less
than the size of a quarter, has a built-in heat sink, and has
multiple solder terminals to choose from. Luxeon stars come in
1-watt, 3-watt and 5-watt sizes. You can only get red (at this
time) in the 1-watt size. They put out 44 lumens, where the green
1-watt size only puts out 30 lumens. However, you can get a 3-watt
green with around 80 lumens and a green 5-watt with 120 lumens!
The green 5-watt have a voltage drop Vf=6.8 volts, so two of
these could be hooked directly to a 12 V system. In my experiments,
two of the red, 1-watt stars are so bright you can't readily
look at them - bright enough! Other experimenters have measured
the output from these LEDs with satisfactory results: http://www.jbwilco.com/Cozyweb/navstrobe.htm
For strobes, you could use the white Star
III, which produces 80 lumens @1 amp and 3.9 Vf. Five of these
would give you 400 lumens. They cost $15 each, so you could make
a combination tail strobe / position light for $75 that lasted
forever. This is one heck of a lot cheaper than the $180 Whelen
tail combination light I bought - and no power supply or heavy
cable. You just need a simple switching circuit to flash them.
The best place to buy these is at www.luxeonstar.com.
They have the best prices right over the internet.
A combination conventional strobe and LED
nav light wingtip with reflector might look like:
The Luxeon Stars and a sample driver alone are quite small:
Hopefully this short article will give
builders some inexpensive alternatives to their nav and strobe
Glass Goose in progress
Bill Baer briefs the
Chapter on the recently installed WSI Corp software. While not
only providing excellent weather briefing capability used by
the major airlines, it also has a feature to point and click
for TFR's. The system is located in the lobby of Island Aviation,
free to all
pilots, and extremely user
friendly. The TFR's and briefing information a pilot receives
has just been approved by the FAA as a valid and legal brief
and precludes having to phone FSS.
Bill Baer auctions two
"collector" t-shirts with the proceeds going to the
Chapter, thanks Bill.
The February 11, 2004 meeting
was devoted to project up dates.
Below are photo highlights of the meeting.
Bio for, Craig Covault, Senior
Editor, Aviation Week & Space Technology
Craig Covault, Senior Editor for Aviation Week, has written
about 2,000 major articles on space and aeronautics during 31
yr. at the magazine.
As Senior Space Editor in Washington for 20 yr. he covered Apollo,
Skylab, shuttle, the ISS and space science and military programs.
Covault also covered operations on all eight Russian space stations
and he has written extensively on national security and White
House space policy.
Covault has filed stories from 20 countries and written extensively
from Russia, China and Japan as well as Europe.
As Paris Bureau Chief in 1992-1996 he covered numerous European
military aeronautics and space issues and NATO air operations
during the Bosnian war, including reports from on board the carriers
USS Saratoga and USS Roosevelt.
He is a pilot and flown numerous bomber, fighter and command
and control aircraft for stories in Aviation Week including the
F-100, F-106, F-4, F-15, the Av-8 Harrier, F-111A, FB-111, AWACS,
JSTARS and several missions on the B-52 and KC-135. He has also
flown on board the NASA Gulfstream II STA Shuttle Training Aircraft
on about 30 steep shuttle approaches.
He was also the first American to fly with the Russian Strategic
Bomber Force on board a Tu-95 Bear-H cruise missile bomber.
Covault has participated in numerous space mission simulations
with astronauts and is the only active journalist who has simulated
EVA wearing a space suit underwater for Hubble repair and station
As Senior Editor, based at Cape Canaveral, he helps coordinate
worldwide AWST editorial coverage.
Flying Association (NIFA)
The Valiant Air Command (VAC) and EAA Chapter 724
(click here to e-mail
Tony Yacono Young Eagles Chairman) will conduct a Young
Eagles event to be held at the VACs museum at the
Space Coast Regional airport (Titusville) on the 13th of December
2003. The VAC museums address is 6600 Tico Rd, Titusville
and is located just south of State route 405 on the northeast
side of the airport on the perimeter road (Tico Rd).
Children between the ages of eight to seventeen are eligible
for an introductory flight in a general aviation aircraft. The
members of the EAA and the VAC will donate their time, aircraft
and fuel costs to introduce young people to the world of flight
hoping to encourage them to learn more about the fields of aviation
and aerospace. They must be accompanied by a parent of guardian
to authorize the flight. The young eagles and a parent/guardian
will be admitted to the VAC museum free of charge. Other family
members or friends may attend for the normal museum fees ($9.00
adults, $8.00 seniors or active military).
Registration will start at 9:00 AM and end at 3:00 PM. The
flight will be approximately 15 to 20 minutes. All flying will
terminate an hour prior to sunset.
A pancake breakfast will be available for a small charge ($3.00)
and consist of orange juice, pancakes, sausage, and coffee .
Carol Ann Garratt, who recently completed a solo flight around
the world in her Mooney will fly some of the Young Eagles.
Contact BOB JAMES, MIKE McCANN or BOB FRAZIER at Museum
phone (321) 268-1941
NIFA - National Intercollegiate
From November 12 through November
15, 2003, five schools, Auburn University, Embry-Riddle Aeronautical
University, Florida Institute of Technology, Jacksonville University
and Miami-Dade Community College, met at Melbourne Airport for
the annual regional competition called Safecon, meaning Safety
Contest. The event consists
of 4 flying events; power off landings, short field landings,
message drop and a navigation route flown using dead reckoning
only, and 5 classroom events. A total of 91 contestants and their
coaches represented their respective schools. These young people
are the future of aviation and the future of aviation looks very
Several members of BAA and EAA
724 volunteered as judges. Tony Yacono had the toughest job -
he was the Safety Judge and had to select the team who were the
safest on the ground and in the air. Two points separated the
first and last teams. These young people are very good!
Saturday evening is the Awards
Banquet, which the judges are invited to attend. There are ribbons
for those who place in slots 4 through 10, plaques for 2nd and
3rd place and a big trophy for First Place in each event. There
are also trophies for the Top Male Pilot and the Top Female Pilot,
the top Ground Events school, the top Flying events school and
the top Overall School. The first and second place schools
were Embry-Riddle and Florida Tech, who will go on to compete
in the National competition in the Spring. The competition
is fierce, but good sportsmanship is everywhere. These are fine
young people and will serve aviation well.
Bobbi Lasher 11/20/03
NIFA EVENTS AND JUDGING REQUIREMENTS
GROUND EVENTS These are timed events.
Computer Accuracy Contestant solves problems using an E6B
Aircraft Recognition A series of 30 slides will be shown on
a screen for 3 seconds each. Pilots then have 15 seconds to select
manufacturer, number designation and official name on the answer
sheet. (Only small parts of each plane are shown)
SCAN (Simulated Comprehensive Aircraft Navigation) Each contestant
is given a complete packet with at least 40 questions and all
pertinent information concerning a hypothetical flight
Judges hand out necessary paperwork, monitor against cheating,
note time each contestant finishes and marks that time on top
of answer sheet, time total event and collect all materials at
the end. Each of the above events happen only once during the
3 day event.
Ground Trainer (Simulator) Pilot is given a copy of the pattern
to be flown the evening before the competition. The simulator
keeps track of the scoring, which is very strict tolerances.
Judge watches pilot. Each school enters several contestants
in this event, so this will take a long time
Aircraft Preflight A single engine plane will be "bugged"
with at least 30 discrepancies. Plane is kept hidden from view
until contestant is ready to start. Contestant has 15 minutes
for inspection. Each contest works by themselves.
Judges have a list of discrepancies. Pilot calls out what
he/she finds and judge marks it on the sheet. Judge also times
the event. Each school enters several contestants in this event,
so this will take a long time.
Power off landing Each pilot will make 3 power off landings.
Short Field Landing Each pilot will make 3 landings.
Judges are stationed along the runway to observe where plane
ACTUALLY touches down and at points to observe strategic parts
of the flight pattern. You will have a score sheet to record
your observations on. Wear comfortable shoes and clothing. Don't
Message Drop Each pilot makes a pass over the runway while
co-pilot drops 2 balsa boxes, aimed at a target at each end of
Same as above plus judges measure distance from target to
landing point of each box.
Navigation This is a cross county flight over a 3 to 5 leg
course between 70 and 120 miles in length, using pilotage and
dead reckoning ONLY. Contestant must make a flight plan from
the lat long coordinates given and submit before taking off.
Must also calculate time for each leg, estimated total elapsed
time, estimated fuel consumption.
There will be judges in the room while pilots do their flight
planning and will look at their plan to ensure that they are
headed in the right direction.
Turn point judges will get themselves to their post, set out
a letter made with large strips of plastic or canvas (supplied
to you). Have a hand held radio with you and turned on. You will
be listening for the pilots - they must announce their approach
and passing over the point. You also will note the time they
fly over head. You will also need binoculars. You will be given
a box lunch to take with you. Don't forget the sunscreen!
This is a BRIEF explanation of the events and judges responsibilities.
You will be given more detailed instruction before your event.
Thanks for volunteering to help. If you know anyone else who
might volunteer, please let me know.
Lindbergh Symposium "Wings to Lift the World"
celebrating the 100th Anniversary of Flight
November 15 in Ft. Myers, FL
Dear Florida Chapters of EAA,
We would like you to know about our event in November 15 in Ft.
Myers, FL. We believe your membership would be interested in
our program, and hope you will include this event on your calendar.
We have received permission in writing from Adam Smith EAA Headquarters
to contact all the Florida EAA Chapters.
What: Lindbergh Symposium "Wings to Lift the World"
celebrating the 100th Anniversary of Flight, an official Centennial
of Flight event, with six speakers: Dr. Richard Hallion, Sergei
Sikorsky, Peter Lawson-Johnston, Dr. Marie Hallion, Kristina
Lindbergh, Jim Fowler and Reeve Lindbergh.
When: November 15, 2003, 9AM-5PM
Where: Florida Gulf Coast University, Fort Myers, FL
For registration, directions and further details please go to:
or email: firstname.lastname@example.org
(A brochure in pdf format with archival pictures is downloadable
from the website.)
Any questions please contact me, Margaret Eiluned Morgan email@example.com
or telephone: 239-463-5633.
A further event in Florida that your members might be interested
in: Reeve Lindbergh, daughter of Charles and Anne Lindbergh will
be giving a talk at 10:AM, November 14, the Blake Library, 2351
Monterey Road, Stuart FL ; tel: 772-219-4957
Many thanks for your kind attention,
Margaret Eiluned Morgan
President of the Lindbergh Symposium
Carol Ann Garratt spoke
to a packed house, at the EAA Chapter 724, January 14, 2004 meeting.
Carol Ann Garratt and Tony
Yacono showing one of the charts used by Carol Ann for the trip
and auctioned off at the meeting. The auction raised $142.00
Carol Ann departing COI
after the EAA meeting.
trip around the World....in a Mooney M20J
Carol Ann departed Kissimmee
airport on February 28th 2003 for a 7 and a half month trip around
the world. Her 7 months of planning were complete and the adventure
was about to become a reality. Her trip is dedicated to her mother,
Marie Garratt, who died of ALS/Lou Gehrig's disease 10 months
earlier. Her objective was to raise awareness and donations to
help fight this debilitating disease. In addition, she knew she
was embarking on the adventure of a lifetime.
The trip proceeded westbound
from Florida to California, non-stop, then on to Hawaii, American
Samoa and New Zealand for a two-week rest. Continuing on, Carol
Ann flew to Australia, Singapore, India, The Seychelles, and
South Africa. After two weeks touring the countries around South
Africa, she continued to Ethiopia, Djibouti, Egypt and on to
Europe. Crossing the North Atlantic in mid-August and visiting
Iceland and Greenland was breathtaking.
The flying was challenging
and full of learning opportunities. The countries were interesting
to visit with magnificent vistas and architecture. But it was
the people and the aviation community worldwide that made this
the most positive and uplifting experience for Carol Ann. She
returned a more positive person with a desire to share the flying
stories and pictures with others. A complete log of the trip
is on her web site click
here to visit her web site
This trip is dedicated to my mother, Marie
Garratt, who died on April 24, 2002 after a 3 year battle with
Lou Gehrig's disease.
Lou Gehrig's disease, or ALS, Amyotrophic
Lateral Sclerosis, is a chronic, progressive disease marked by
gradual degeneration of the nerve cells in the central nervous
system that control voluntary muscle movement. The disorder causes
muscle weakness and atrophy; symptoms commonly appear in middle
to late adulthood, with death in two to five years. The cause
is unknown, and there is no known cure. Most people who develop
ALS are between 40 and 70 and it is 20% more common in men than
in women. My mother was diagnosed at age 76. Sarah, an ALS patient
who corresponded with my mother by email and who I met in London,
England, was diagnosed in her late 20s when she was pregnant
with her second baby.
ALS is one of the most devastating disorders
that affects the function of nerves and muscles. Based on US
population studies, a little over 5,600 people in the US are
diagnosed with ALS each year. That's 15 new cases each day. It
is estimated that as many as 30,000 Americans have the disease
at any given time. Worldwide, over 300 new cases are identified
To learn more about ALS please go to the
ALS Foundation web site
and the ALS web site.
To donate to research and, hopefully, treatment
of ALS, please visit the donation
In England the disease is known as Motor
Neurone Disease or MND. The joint web site with the US and international
ALS is www.alsmndalliance.org
and for European Donations, please see www.alsmndalliance.org/pdfs/Friends.doc.
Thank you in advance for your donations to help fight this destructive
Carol Ann Garratt in her Mooney on the
ramp in Lakeland, Florida
31,643 nautical miles (before side
trips). 226 flying hours. 7 months duration.
36,667 miles completed & 360
hours (with side trips), 7.4 months complete. What an experience
2003 Review ... (read