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Chapter News 
SERFI Work Day - SERFI will be holding its first work day on September 18, 1999.  Contact Gerry Poltorak or Jim Jansa for more information. 

September Meeting - The next chapter meeting is scheduled for September 21, 1999 at 7:00 p.m.  The speaker will be Ron Web, a Viet Nam POW for six years. 

Picnic - Chapter 108 is planning a picnic at Ruckel Airport on September 25, 1999.  We will eat at 12:00.  Ideas for food will be discussed at the September chapter meeting. 

Treasurer's Report – At the end of August, the chapter had an account balance of $516.41. 

Hands-On Workshop - Chapter 108 is planning a hands-on workshop for later this fall.  We'll be discussing the date and topics at the next meeting.  We've lined up several instructors, but can always use more.  Contact Bob Sutherland for more information or to volunteer. 
 

Flying the U-2 
At the August meeting, Col Dan Wright discussed flying the U-2 along with the development and original goals of the U-2 program.  He revealed little known facts about some U-2 missions.  For example, most folks know that Francis Powers was shot down over the Soviet Union.  Most folks don't know that a Russian fighter was shot down at the same time by the same battery of missiles.  Although people are familiar with the Cuban Missile Crisis, it's not widely known that the U.S. lost two U-2s over Cuba. 

The U-2 was notorious for its flying qualities.  At altitude, the margin between Mach buffet and stall buffet was 6-12 knots.  During a turn, this small difference caused one wing to be in stall buffet and the other wing to be in Mach buffet.  Fuel could be pumped between wings to maintain balance and make landing easier.  Navigation was solely by ded reckoning with an autopilot doing most of the flying.  The highlight of the long tedious missions was listening to radio broadcasts on the ADF. 
 

 …the face of God 
A fellow dies and goes to heaven. While he's waiting on St. Peter to finish the admission paperwork, he notices a large, twin-engine aircraft approaching the runway there in heaven. The plane comes in too high and too fast, but the pilot manages to force it onto the runway and ground loop it. The plane is destroyed, but the pilot gets out and walks away. 

A moment later, an identical plane repeats the bad approach and crash landing. Again, the pilot gets out and walks away. This sequence of events repeats itself several more times while the man waits. 

When St. Peter finally finishes the paperwork, the man asks him, "Who's the guy in the twin?" 

St. Peter replies,"Oh, that's God. He thinks he's a surgeon." ? 

Flying “High” 
When the FAA recently rewrote CFR 14 Part 135 (FAR 135) they included a requirement for all sightseeing flight events to fall under the FAA drug testing requirements of FAR 135.249.  All pilots (recreational to ATP) had to comply with the Part 135 drug testing rules.  Since then, the FAA Administrator has stated the intent of the law was not to require "charitable" sightseeing events like Young Eagles to fall under the drug testing rules. 

EAA recently received a legal interpretation from the FAA that states Young Eagle volunteer pilots are exempted from the FAA drug testing requirements as long as the pilot receives no compensation (including free fuel). EAA has submitted a Drug Testing exemption request to allow EAA Members to fly charitable sightseeing flights during Chapter events.  EAA expects the exemption to be approved in September 1999.  This will not grant drug testing exemption status to non-EAA pilots flying at EAA events or EAA pilots flying at non-EAA events.  See pages 6 & 16 of the Sep 99 Sport Aviation for more. 

Like Father, Like Son, Like Son 
Bob Ray and his grandson, Dustin Ray, are featured on page 103 of the September 1999 Sport Aviation.  Bob taught Justin to fly in the family Cessna 140. 

$$ For Sale $$ 
1946 Taylorcraft BC-12D with Continental A65-8. $13,500 / O.B.O.  2175 TTAF/ 1300 Engine / 40 STOH which included new Millennium cylinder kit; Rebuilt Stromberg NAS-3A1 carburetor; Rebuilt Bendix Magnetos; New baffling; New plugs; New engine mounts.  Burns 4.1 gph @ 2200 rpm with 24 gal cap, wired position/landing lights / Non-Electric.  Annual 4/00 All logs / No damage history.  Contact Chuz at (850) 729-2382 or ChuzBear@aol.com or chamberl@asciet.eglin.af.mil.  Photo on EAA 108 web page. 

Buck Rado’s Starduster Too 
When most folks think of a truly “fun” airplane, they thing of a Cub, an ultralight, or a biplane.  Buck Rado built a truly “fun” plane: his Starduster Too. 

Buck says he always loved airplanes but didn’t get his license until 1976.  He promptly bought and restored a 1941 Taylorcraft that he flew until five years ago. 

The Starduster Too was started over 15 years ago from plans and work proceeded as time and budget allowed.  Buck retired several years ago and went to work on the plane full time for three years.  The first flight took place in January 1998. 

The Starduster Too has a tube and fabric fuselage with wooden wing spar and ribs.  A Lycoming IO-360 180hp engine pulls the plane along at 100-105 knots cruise.  The panel is almost full IFR with plenty of gadgets in both cockpits.  The eye-catching paint scheme was “borrowed” from another Starduster in California. 

Drop by Milton and see this beautiful plane.  While there, look at Gene Hudkins’ award winning Starduster Too, too. 

The New SERFI Arrival Procedure 
(Adapted from www.serfi.org) 

Temporary Control Tower 
The Federal Aviation Administration will operate a temporary control tower at Middleton Field (GZH) during the following dates and times: 

October 8, 1999 
 Friday 1300 - 1800 CDT 
October 9, 1999 
 Saturday 0800 - 1800 CDT 
Middleton Field and the Control Tower will be closed Saturday, October 9, 1999 from 1400 - 1600 CDT for the air show. 
October 10, 1999 
 Sunday 0800 - 1100 CDT 

Frequencies 
Evergreen Tower 118.9 
Ground Control 121.65 
CTAF 122.7 (If tower closed) 
 
Special Arrival Procedure  
Unless alternate instructions are issued, the following special arrival procedure will be utilized for all VFR aircraft inbound to Middleton Field when the tower is in operation: 

Belleville VFR Arrival Procedure 
Join the Monroeville (MVC) 098 Radial and then proceed eastbound on the MVC 098 Radial to Belleville. If navigation equipment is not available, follow U.S. Highway 84 eastbound to Belleville. Aircraft following U.S. Highway 84 should remain south of the highway. Monitor Evergreen Tower for runway information. 

Belleville is located approx. 4 miles west of Middleton Field and just south of U.S. Highway 84. There is a power substation at Belleville and just north of the power substation you will see a cotton gin with BELLEVILLE painted on the roof. Contact Evergreen Tower over Belleville and proceed direct to the midfield downwind for the active Runway (01 or 19). 

It is recommended that pilots join this procedure over Monroeville (MVC). However, pilots may join this procedure at any point west of Belleville. At Belleville, pilots are expected to be in-trail with traffic ahead (no side-by-side). Exercise extreme caution for the high volume of traffic expected between Monroeville (MVC), Belleville, and Middleton Field. 

Aircraft without radios follow the Belleville Arrival Procedure and follow traffic ahead. Inbound IRF aircraft are expected to utilize the Belleville Arrival Procedure if able to cancel the IRF flight plan in VFR conditions. 
 
Altitudes and Speed 
Maintain 100 knots or less within 10 miles of Belleville and join the Belleville Arrival procedure at 1500' MSL. If aircraft cannot safely maintain 100 knots, maintain 150 knots and join the Belleville Arrival procedure at 2000' MSL. Maintain these altitudes and speeds until entering the downwind or as directed by the tower. Exercise extreme caution for the high volume of aircraft inbound to the airport. Remain in-trail of aircraft ahead. 
 
Special Departure Procedure 
To the maximum extent possible during the periods that the tower is in operation, departure traffic will be expected to utilize Runway 10. Due to the volume of traffic arriving on Runway 01 or 19, departure traffic on Runway 10 should expect to depart from the intersections east of Runway 01 or 19 (approximately 3,000' of runway available). After departure, continue straight ahead until four miles east of the airport before turning on course. Do not over fly the airport below 3,000'. Exercise extreme caution for traffic inbound from the west. 
 
Ultralight Arrival and Departure Procedures 
All arriving and departing ultralight vehicles enter/exit to/from the north/northeast of Middleton Field (GZH) and remain below 500 feet above the ground. Remain clear of the arrival end of Runway 19. Ultralight vehicles will use the eastern 2000 feet of the east/west taxiway for their operations (see graphic). Use left or right hand traffic north of the taxiway. Communication with the control tower is not required. 
 
Parking Information  
After landing, aircraft should exit the runway as expeditiously as possible unless otherwise directed by the tower. Flagmen (Wearing Orange Vests) will direct aircraft to parking. Use of the parking signs will aid the flagmen. The sign should be of light color with LARGE dark lettering that can be read from at least 50 feet away. Please display this sign in the left side of your windshield. 

Abbreviation for parking signs: 
ACC - Antique Classic Contemporary 
GAC - General Aviation Camping 
GAP - General Aviation Parking 
HB - Home Built 
WB - Warbird Parking Area 

Calendar 
September 18, 1999  - SERFI Work Day 
September 21, 1999 - Monthly Chapter Meeting 
September 25, 1999 - Picnic at Ruckel Airport 
 

October 8-10, 1999 - Southeast Regional Fly-In (SERFI) at Evergreen, Alabama. 
October 19, 1999 - Monthly Chapter Meeting