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Pell City Squadron - Dec 2011

Pell City Squadron - Dec 2011

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Civil Air Patrol - Alabama Wing
Civil Air Patrol - Alabama Wing

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Published by: Civil Air Patrol - Unit Newsletters on May 01, 2012
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Vol. 2, No. 12 December 2011
Inside this issue:
Commander’s 1
Standards and Eval
“Did you Know?”
Senior’s Corner 
Character 8
Cadet Page
Iron Man
“Happy Birthday”
Thanksgiving has passed. The smell of turkey is still in the air.Many families traveled great distances to be together tocelebrate this day of thanks. At this time of year, one day oftengets overlooked. That day is the birthday of the Civil Air Patrol.December 1
will be the 70
birthday for our organization. Civil Air Patrol was founded on December 1, 1941, which was lessthan one week before the attack on Peal Harbor that broughtthis country into World War II. Many individuals flew missionsduring World War II for the Civil Air Patrol, and many of thesewere dangerous. Several aircraft and aircrews were lost. Todaywe are still performing missions.One thing that has not changed in 70 years is that the Civil Air Patrol is still composed of individuals willing to volunteer their time to help their community, state, and nation. In this aspectthe only thing that has changed is the faces and the names in the organization. The biggestchange is the technology available to help us carry out our missions. All aspects of our organization have improved with the advancements in technology. With the improvements intechnology comes increased effort to remain proficient and mission ready. Take some time thismonth to review your skill sheets, review a mission profile, or go out and practice in order to remainproficient and ready.
Most of us look forward to this wonderful time of year. The holidays bring a time of joy andfestivities that only occur this time of year. The air is cold and crisp. We spend time with closefriends and family as we celebrate the holidays of Thanksgiving and Christmas. Thesecelebrations may be local, or involve long trips to visit family and friends. We gather to celebrateour friendships and common goals with co
workers. We also gather as members of a great civicorganization. It is truly a great time of year.
During this time of increased celebrations, we need to remain cautious. The days have gottenshorter. The weather is colder. Roadways may be contaminated with water or ice. Visibility maybe reduced by fog or darkness. Many impaired drivers take to the road and create dangers for usall.
Let us remember the true reason for the season.It is my wish that everyone has a Safe and Happy Holiday Season.
Jim Gosnell
Commander AL
SquadronCommander—Maj. Jim Gosnell
Deputy Commander for Cadet Programs
Capt. Cindy Bennett
“To serve America by developing our Nation’s youth; accomplishing
local, state and national emergency and humanitarian missions; and
educating our citizens on the impact of aviation and space.”
- CAP Mission Statement
2nd Lt. Elizabeth Shurbutt,
PAO and Newsletter Editor 
Cadet MtPT at
8 PELLCITYChristmasParade
Deadline toRSVP for CadetChristmasParty
NO CadetMeeting
16 Cadet’sChristmasParty 18:00CommunityCenter 
CAP CadetMeeting 18:00
Newsletter SubmissionDeadline
29 CAPCadetMeeting18:00
January 1,2012
December 2011December 2011 
Calendar . . . Page 2
Cadet Schedule and Uniform for December 2011:
December 1— PT, Safety Brief, Practice Drill
December 8—Parade at Pell City, meet at High School at 5:30 p.m. (BDU’s)
December 16— Cadet Christmas Party (uniform—civilian) 18:00 community center 
December 22— Aerospace and Character Development (BDU’s)
December 29— Leadership, Testing, Drill (Blues)
December 1 is Civil Air Patrol’s 70th Birthday!
Safety . . . Page 3
" I wanted to say something about aircraft icing in this newsletter and I decided that what I said last year was about the best example I could manage. Please do me the favor of reading it again. Thanks, Ron Harlan" 
Safety: Sometimes it’s hard to convince AL pilots that icing can be a problem. So, in our Nov 2009 Newsletter, I briefedyou on an incident involving a Cirrus SR22. The pilot and two passengers took off from BHM and were so severelyiced up by the time he was over Childersburg that he ended up using his aircraft parachute and was found soon after lodged in some trees. He and his passengers were not seriously injured but it was a serious accident without a doubt.
NASA tells us that Al has icing conditions about 20% of the time during the period of November through March. We areexposed to this hazard a lot less than our northern neighbors but NASA also says that our icing situations are morelikely to be “severe” when they happen.
Shortly after writing the November 2009 article, in early December of 2009, my crew and I, consisting of Rich Burkeand Jon Garlick experienced a first
hand encounter with in
flight icing. We were to leave Pell City to attend a SaturdaySAREX at Bessemer. We were supposed to arrive at EKY at 0800 with briefings to be held at 0900. There was a warmfront moving through the area, conditions at takeoff were forecast as IMC with conditions improving to VFR later in themorning. Since the ground level temperature was right at freezing (0 degrees C), I was very concerned about icingconditions in the clouds. In fact, I called flight service (4) times over about an hour and a half period. There wasn’tmuch flying activity in our area that early on a Saturday morning, so there were no pilot reports in our area. One pilothad reported a “trace” of ice near Montgomery at 9,000 feet. Since our flight was to be at 4,000 feet and well north of the pilot reporting, I didn’t think that this report was relevant. After waiting a while to see what was happening to thefront, the conditions at PLR started to clear and it appeared that the front was moving through on schedule. Wedeparted PLR and flew through a few scattered clouds on our way to 4,000 feet. No ice was noticed in passing throughthese clouds and we continued on to Bessemer.
Shortly before the time that ATC was to start giving me vectors to the ILS rwy 5 at EKY, we entered a bank of cloudsand were IMC. Shortly after that, a few small droplets froze on the windshield and then started a gradual accumulationon the leading edges of the aircraft. The ice we observed could be classified as a combination of rime/clear ice. TheOAT was –4 degrees C. The type is important because, as I will discuss later, there is one type of ice that is verysevere. Once the icing was observed, I took the aircraft off autopilot and hand flew the rest of the way. We flew the ILSapproach, broke out of the clouds at about 1,500 AGL and made a successful no
flaps landing. On the ground, wecould see that the ice had covered the leading edges in about ¼ to 3/8 inches of rime/clear ice. There was noaccumulation on the blades of the prop but there was some on the spinner. I didn’t notice any adverse handling of theaircraft but I didn’t do anything quick or suddenly either. We were the first aircraft to arrive at Bessemer but withinabout 20 minutes, two or three others arrived that had flown through clouds coming into EKY, and had encountered noice at all. That shows how fickle the icing situations can be and why it is so hard to forecast and even harder for a pilotto determine if it will be a hazard to his flight.
The above flight was into a slow building sort of icing and, as long as you can exit the situation in a short period of time, will rarely be fatal. There is a type that is a horse of a different color, freezing rain or FZRA on the sequencereports. This type, too, occurs most often in warm fronts and in a temperature range of 0 to –5 degrees C. Freezingrain has to have layers of air in just the right format. There must be a cold layer up high with moisture in the form of snow or sleet, an intermediate layer with above freezing temps, and a colder area below were the melted precip fromthe higher layer forms super 
cooled droplets that are just waiting for a cold object (an airframe will do nicely) to spatter on and freeze into a clear layer. Even airliners with certified de
icing systems have been known to succumb to this typeof “flash freeze” situation. Maybe you have witnessed this type of icing on the ground known as an “ice storm” thatbrought down trees, power lines, and some buildings. A pilot must do everything possible to avoid flying into this typeof icing and must immediately exit the area in the event he encounters it inadvertently.
There is much more to learn on this topic, and a good place to start is to view “Weather Wise; Precipitation and Icing”on the www.asf.org web site.
Stay Safe! Ron Harlan, 118 Safety Officer 
Reminder: Read the newsletter and receive a Safety Briefing Credit.Please email Ron Harlan at

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