Chapter 891

Sussex, NJ (FWN)


  Welcome To Our Chapter  

Whether you fly, build, restore or simply enjoy airplanes and aviation,

you are welcome to attend our events and join our chapter.

We are a group of aviation enthusiasts, aircraft builders,

and pilots who get together with like minded people to share ideas,

exchange information, encourage safety, serve the local aviation community

and have a lot of fun doing so.

 For more information on our chapter,

please feel free to come to our next meeting or event as our guest.

or contact our president John Lipari at: slick1@ptd.net.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

The Chapter’s Annual Christmas Party

Will Be Held December 15, 2018

From 1:00 – 5:00 PM

At The Lamp Post Inn

1601 Route 565 Sussex, NJ

Cost Is The Same As Last Year

$30.00 Per Person

With A Cash Bar

PLEASE RSVP TO: Slick1@ptd.net

IF YOU WILL BE ATTENDING

AND THE NUMBER IN YOUR PARTY

BY DECEMBER 7, 2018

The Magic Carpet

This is a pretty interesting problem that most don’t know about!

 

 

The Magic Carpet that ‘ flew ’ everyone home.

 

The U.S. military experienced an unimaginable increase during World War II.

 

In 1939, there were 334,000 servicemen, not counting the Coast Guard.

 

In 1945, there were over 12 million, including the Coast Guard.

 

At the end of the war, over 8 million of these men and women were

scattered overseas in Europe, the Pacific and Asia.

 

Shipping them out wasn’t a particular problem but getting them home

was a massive logistical headache.

 

The problem didn’t come as a surprise, as

Army Chief of Staff General George C. Marshall had already established

committees to address the issue in 1943.

 

 

When Germany fell in May 1945, the U.S. Navy was still busy fighting in the

Pacific and couldn’t assist.

 

The job of transporting 3 million men home fell to the Army and the Merchant Marine.

 

300 Victory and Liberty cargo ships were converted to troop transports for the task.

 

During the war, 148,000 troops crossed the Atlantic west to east each month;

the rush home ramped this up to 435,000 a month over 14 months.

 

In October 1945, with the war in Asia also over, the Navy started chipping in, converting all available vessels to transport duty.

 

On smaller ships like destroyers, capable of carrying perhaps 300 men,

soldiers were told to hang their hammocks in whatever nook and cranny they could find.

 

Carriers were particularly useful, as their large open hangar decks could house 3,000 or more troops in relative comfort, with bunks, sometimes in stacks of five welded or bolted in place.

 

The Navy wasn’t picky, though: cruisers, battleships, hospital ships,

even LSTs (Landing Ship, Tank) were packed full of men yearning or home.

 

Two British ocean liners under American control, the RMS Queen Mary and Queen Elizabeth, had already served as troop transports before and continued to do so during the operation, each capable of carrying up to 15,000 people at a time, though their normal, peacetime capacity was less than 2,200.

 

Twenty-nine ships were dedicated to transporting war brides:

women married to American soldiers during the war.

 

The Japanese surrender in August 1945 came none too soon,

but it put an extra burden on Operation Magic Carpet.

 

The war in Asia had been expected to go well into 1946 and the Navy and

the War Shipping Administration were hard-pressed to bring home all

the soldiers who now had to get home earlier than anticipated.

 

The transports carrying them also had to collect numerous POWs

from recently liberated Japanese camps, many of whom suffered

from malnutrition and illness.

 

The time to get home depended a lot on the circumstances. USS Lake Champlain, a brand new Essex-class carrier that arrived too late for the war, could cross the Atlantic and take 3,300 troops home a little under 4 days and 8 hours.

 

Meanwhile, troops going home from Australia or India would sometimes spend months on slower vessels.

 

There was enormous pressure on the operation to bring home as many men as possible by Christmas 1945.

 

Therefore, a sub-operation, Operation Santa Claus, was dedicated to the purpose.

 

Due to storms at sea and an overabundance of soldiers eligible for return home, however, Santa Claus could only return a fraction in time and still not quite home but at least to American soil.

 

The nation’s transportation network was overloaded: trains heading west from the East Coast were on average 6 hours behind schedule and trains heading east from the West Coast were twice that late.

 

The USS Saratoga transported home a total of 29,204 servicemen during Operation Magic Carpet, more than any other ship.

 

Many freshly discharged men found themselves stuck in separation centers but faced an outpouring of love and friendliness from the locals.

 

Many townsfolk took in freshly arrived troops and invited them to Christmas dinner in their homes.

 

Still others gave their train tickets to soldiers and still others organized quick parties at local train stations for men on layover.

 

A Los Angeles taxi driver took six soldiers all the way to Chicago;

another took another carload of men to Manhattan, the Bronx, Pittsburgh,

Long Island, Buffalo and New Hampshire.

 

Neither of the drivers accepted a fare beyond the cost of gas.

 

All in all, though, the Christmas deadline proved untenable.

 

The last 29 troop transports, carrying some 200,000 men from the

China-India-Burma theater, arrived to America in April 1946, bringing Operation Magic Carpet to an end, though an additional 127,000 soldiers still took until September to return home and finally lay down the burden of war.

 

You can learn more about the logistical challenges of World War II on our

historical tours to Western Europe, the Eastern Front and the Pacific.

 

Delta Exec Eyed As FAA Administrator

 

By: Russ Niles

 

 

The Wall Street Journal says retired Delta Air Lines VP and former line pilot Steve Dickson is the new favorite to become the next FAA administrator. The Journal says Dan Elwell, who has been the acting administrator since January, “quietly pulled out of the running” because it didn’t seem likely he would be nominated and confirmed.

Transportation Secretary Elaine Chao favored Elwell but President Donald Trump was promoting his personal pilot John Dunkin for the job. Dickson is viewed as a compromise candidate and an announcement is expected this month.

Dickson rose from the pilot ranks at Delta to become the senior vice president of global flight operations. He retired from the post earlier this year. He spent 27 years at Delta. If confirmed, he would be the first FAA administrator to come from the airline industry in 30 years.

 

 

EAA, FAA, FCC, NTSB, & AOPA News:

 

FAA Aviation Safety

SPECIAL AIRWORTHINESS INFORMATION BULLETIN

 

SAIB: CE-18-26R1 SUBJ:  Liquid Penetrant Inspection; Using Visible Dye Penetrant

This is information only.  Recommendations aren’t mandatory.

Date: October 30, 2018

 

Introduction

A recent accident involving an in-flight propeller failure and separation has again brought to light the need for continued diligence in the use of liquid penetrant inspection methods. These methods involve the use of Type I fluorescent penetrates (visible under ultraviolet light) and Type II visible penetrant (visible under ordinary white light),

(Ref. Aerospace Material Specification (AMS) 2644

Inspection Material, Penetrant). During the examination of the failed propeller, there were remnants of visible dye penetrant (red dye) material found in the bolt holes, which may have affected subsequent inspections.

            At this time, the airworthiness concern is not an unsafe condition that would warrant any additional airworthiness directive (AD) action under Title 14 of the Code of Federal Regulations (14 CFR) part 39.

This SAIB has been revised to correct the ASTM number to ASTM E 1417 in the Recommendations sect ion below.

Background

Since at least 2000, the FAA has published the position that visible dye penetrant using ordinary white light is not recommended for the inspection of safety critical engine, propeller, or auxiliary power unit (APU) hardware.

(Ref. Policy Memo PS-ANE100-2000-00010).

The picture below captures a propeller from an accident. As can be seen, the accident propeller was a single-piece, aluminum, fixed-pitched model. Although the airplane was destroyed, the two occupants survived with serious injuries.

 

 

 The accident propeller is subject to repetitive inspections in accordance with Airworthiness Directive (AD) 82-27-01. The AD inspections require the use of “dye penetrant inspection methods.”

The AD uses generic terminology with no preference towards fluorescent dye (Type I) or visible dye (Type II) penetrants. This propeller was inspected per the AD, 77 hours prior to the propeller failure and in-flight separation.

It was determined that fluorescent dye penetrant was used during the inspection. 

 

 

Red dye observed in bolt holes

 

 

In the photograph above, you can observe residual visible red dye penetrant in some of the propeller hub holes from a prior inspection. It was concluded that post inspection cleaning after the use of red dye was not adequate and did not remove all of the red dye material. Fluorescent dye penetrant was used for the last AD inspection just prior to the propeller failure. Fluorescent penetrant inspection loses effectiveness when there is improper cleaning of red dye from a previous inspection. Visible dye material residue can be extremely difficult to remove and can fill voids, flaws, and cracks, which can affect subsequent inspections. Visible dye residue contamination of fluorescent penetrant fluid is also known to significantly reduce the brightness of fluorescent indication and can mask the fluorescent agent, causing flaws in the part to be minimized or missed at the next inspection.

Due to these characteristics, visible dye penetrants can make existing cracks nearly impossible to detect when using fluorescent penetrant inspection for the next inspection. Pre- and post-inspection cleaning is critical to ensure the ability to detect cracks during current and follow-on inspections and is essential to ensure proper detection of the anomalies and cracks in the article. Inspection material residuals can also lead to corrosion.

Recommendations

The FAA recommends the following:

  Be aware of the risks associated with using visible dye penetrant inspection methods.

Per FAA policy, do not use visible dye penetrant using ordinary white light for the inspection of safety critical engine, propeller, or APU hardware.

(Ref. Policy Memo PS-ANE100-200000010).

Review the information in any AD requiring “dye penetrant” or “liquid penetrant” inspection of any safety critical part and follow the AD instructions, and/or the design approval holders (DAH) Instructions for Continued Airworthiness (ICA) with respect to inspection methods, materials, and techniques. Contact the DAH for assistance wit h their approved inspection methods.

However, it should be noted that if there are any discrepancies between any AD and the DAH ICA’s, the AD takes precedence without an alternative method of compliance from the FAA office that issued the AD.

 

Adhere to the prohibition contained in American Society for Testing and Materials

(ASTM E 1417), which prohibits the use of Type II visible dye penetrant prior to the use of Type I fluorescent penetrants for the same surface.

 

Adhere to the DAH pre- and post-inspection cleaning methods and materials to ensure any residual developer, penetrant, and/or visible dye residues are removed which could affect subsequent inspections.

 

For Further Information Contact

Thomas Teplik, Aerospace Engineer, 1801 Airport Road, Rm. 100, Wichita, KS;

phone: (316) 9464196; fax: (316) 946-4107; e-mail: omas.teplik@faa.gov.

 

FAA maps ‘off-ramp’

from special issuance medicals

October 25, 2018 By AOPA ePublishing staff

 

The FAA has detailed how pilots with special issuance medical certificates can transition from their first, second, or third class medical certificate and fly as sport pilots, as glider pilots, or under BasicMed.

 

 

Some pilots have found it difficult to navigate the transition from special issuance medical certification to alternative medical qualifications, like sport pilot or BasicMed rules. The solution starts by understanding that the holder of a special issuance has obligations on two levels. First, an FAA special issuance authorization letter contains specific terms that the individual must meet to be eligible to apply for and hold a medical certificate. Second, the airman must then be able to pass the examination for a first, second, or third class medical certificate.

A recent FAA legal opinion explains that if the pilot’s special issuance medical has expired, but the pilot’s authorization letter that allows the pilot to seek medicals hasn’t, the pilot’s ongoing obligation to submit medical information to the FAA ended when the associated special issuance medical certificate expired.

To help guide pilots through the transition from costly medical certification to BasicMed, AOPA has worked with multiple FAA offices including Flight Standards, Chief Counsel, and Aerospace Medicine. (BasicMed’s requirements, which include taking a medical knowledge course online, took effect in May 2017.)

In January 2018, AOPA met with FAA representatives and followed up with a set of questions that highlighted the association’s concerns. AOPA requested “clear and published FAA guidance” and offered draft responses the FAA could consider adopting.

AOPA believes that the legal opinion the FAA posted on Oct. 12 addresses some—but not all—of the questions.

The interpretation clarified a major procedural sticking point in explaining that "an airman's responsibility to comply with the terms of an unexpired Authorization—including a term that requires regular submission of medical information—terminates when the associated special issuance medical certificate expires. Because there is no reasonable basis for requiring an airman in those circumstances to provide medical information that is not needed for determining medical certification under § 67.401, the FAA would not have a basis to withdraw the Authorization."

However the legal opinion did not take up several other ambiguities—such as whether a pilot participating in BasicMed may surrender an unexpired medical certificate or an authorization for special issuance to resolve any conflicting compliance rules.

“We are hopeful the FAA will answer these outstanding questions soon and further clear up any remaining confusion,” said David Oord, AOPA senior director of regulatory affairs.

The legal opinion cited congressional intent, noting that “it does not appear that Congress, who mandated BasicMed, wanted an airman to be beholden to continued requests for information related to a prior authorization after the most recent special issuance medical certificate has expired and the airman is not in the process of seeking a renewed special issuance medical certification.”

“With more than 41,000 pilots now flying under BasicMed, it is in everyone’s best interest for the transition from traditional medical certificates to be clear and well defined,” said Oord. “This interpretation helps in that effort, and we look forward to future clarifications from the agency.”

 

AOPA recommends that pilots consult with Pilot Protection Services staff prior to transitioning off a special issuance authorization and medical certificate.

 

 

 

 

 

 

Grab Bag: Photos of the Lakehurst NAS Museum Trip

 

   

 

  

 

   

 

 

Next Business Meeting: 7:30 PM Thursday, 2018 @ the Elk’s Club south end of the airport. Accessible from the entrance off route 565.

Next Work Session: None Currently Scheduled

Calendar of events:

December 15, 2018 EAA 891 Annual Christmas Party

 

2018 Chapter Officers

President: John Lipari  slick1@ptd.net

Vice President: John Massari jmassari@embarqmail.com

Treasurer: Joe Collura: flyer@warwick.net

Secretary: Dick Aaron: raaron4u@yahoo.com

And Appointments

Newsletter Editor: John Lipari:  slick1@ptd.net

Web-page Editor: Bob Hewitt: street@warwick.net

Membership Chairman: Dick Deming: rfdeming@optimum.net

Young Eagles Coordinator: Dick Aaron: raaron4u@yahoo.com

 

Upcoming Events

Thursday, Jan 10 at 7:30 PM - 10:00 PM
Thursday, Feb 14 at 7:30 PM - 10:00 PM
Thursday, Mar 14 at 7:30 PM - 10:00 PM
Thursday, Apr 11 at 7:30 PM - 10:00 PM
Hints for Homebilders videos at eaa.org