Copperstate Fly In, Bucking the Trend
Much has been said about sequestration and the negative effect it has had on not only aviation, but many public events. To be sure, elected representatives who serve inside the beltway seem to have gone out of their way to make sure recreational events are adversely affected, perhaps highlighting what the ruling elite consider to be “unnecessary activities.” Airshows and celebrations of our military services have been hit particularly hard, with the shutdown of military demonstration teams (like the Blue Angles and Thunderbirds), causing the cancellation of many aviation programs that have long and proud traditions. FAA political management follows the leadership of our politicians by implementing illegal service fees on programs that have used pre-paid FAA services in the past. Such fees, often running into hundreds of thousands of dollars, have caused many airshows to simply pack it in. Others fear potential liability issues (the predatory legal system), and do not proceed with an airshow in a non-towered environment. It is a disappointing trend.
Fortunately, aviation has a proud tradition of breaking trends, both in terms of technology and flight operations. It is these trend-breakers that created the remarkable aviation infrastructure America enjoys, unequaled in the world. This writer hopes the upcoming Copperstate Fly In will be recognized as the trend-breaker that demonstrated that major aviation activities can successfully take place, without the overriding control of “Big Brother.”
Since 1971, the Copperstate Fly-In & Aviation Expo has been a great place to see a diverse blend of aircraft in action, attend informative workshops and check out the latest, greatest aviation products. In its 41st year, this year’s fly-in – scheduled for Thursday, Oct. 24 to Saturday, Oct. 26, 2013 at the Casa Grande Municipal Airport in Casa Grande, Ariz. – promises to be no exception. Through the years, Copperstate has grown exponentially, attracting more than 500 aircraft and 5,000 attendees per year representing 10 countries and 40 states. Attendees particularly enjoy the wide variety of aircraft on the ground and in the air – from ultralights, to WWII fighter jets, to “micro-jets” and much more. And, the Fly In receives many compliments on how family-friendly the event is: More than 1,000 people attend Copperstate’s workshops and forums every year, and several dozen children participate in youth activities, including a wing rib-building workshop. It is a fly in worth attending. More about the Fly In and all planned activities, aircraft judging, banquet and fly in procedures can be explored at www.copperstate.org or on their Facebook page (www.facebook .com/CopperstateFlyIn).
When Copperstate President, Stephen Bass, learned that the FAA would not participate in the program this year unless insurmountable fees were paid, the Copperstate team was pulled together for a serious sit-down. To be sure, all options were on the table. Local FAA could do nothing, as they were being ordered to follow a political agenda from the top. The Copperstate team took on this disappointing situation in a calm and positive manner, recognizing that the aviation system we have today evolved in a world of non-towered airports. They recognized that pilots are smart folks who pride themselves on operating their aircraft with safety and with common sense as the primary guidelines. The recreational world of flying does not need “Big Brother” telling them not to run into each other. Belief in the skills of recreational pilots won out and the Copperstate Fly In is going on as planned, in a non-towered environment. In Flight USA applauds the trend-breaking decision.
As a pilot who has attended hundreds of major aviation events, many non-towered or no-radio airplanes, this writer knows that safety will prevail, but would like to share some thoughts that have served me well over a flying career spanning more than half a century. Like many of these editorials, let’s get to the “to do” part, by the numbers. While certainly directed towards the upcoming Copperstate Fly In, much of this material is straight out of what is now being taught in Flight Instructor Refresher Clinics under the topic of airport operations and collision avoidance. Consider applying some of these suggestions to your everyday flying.
1. Put your temper in a strong steel box, lock it tightly and leave it at home. To be sure, you are going to encounter some duffus who is not flying in a professional manner. Crowded traffic patterns are no place for anger, only cool, calm professionalism. You can always “chat” about perceived indiscretions after you have landed, tied down the airplane and have visited the rest room.
2. Attendees must go to www.copperstate.org and select the “Fly In” tab on the left side of the home page. A pop-down menu will appear and the first selection is “Notice to Pilots.” Pilots must print this information out and carefully study it before you take off for the event. This writer has actually encountered pilots who are obviously reading the AirVenture NOTAM as they enter the arrival flow at Oshkosh… really! Not just once, but many times!
3. Study traffic pattern procedures and pattern altitudes before you take off for your trip to Copperstate. It is simply wrong to try and remember how your 6 year-old grandchild taught you to use your new electronic flight bag on the downwind leg. Electronic gadgets and traffic patterns do not mix. Do not attempt cross-wind entries, mid-field entries, up-wind entries or any other such pattern tricks that are not in the AIM. A clean 45-degree entry to the down-wind is the standard defined in the AIM.
4. Consider listening to CTAF at least 15 minutes prior to making your first call-up or entering the traffic pattern entry. Remember, CTAF is not a tower and cannot actively maintain aircraft separation or give specific arrival or landing instructions. CTAF can, at the most, provide wind and, maybe, runway in use. Keep your own CTAF calls short, plan to say “Casa Grande” at both the beginning and end of every transmission. Refrain from calling CTAF (UNICOM) for taxi or ground related information; you will be met by flagmen (flagpersons?) for ground operations. When things get very busy, consider calling the type and color of your airplane, not the “N” number. It is much more meaningful to look for a “red and white Cessna” (or high wing) than to try and read N1234B.
5. Anytime you are within 15 minutes of the airport (arrival, departure or just flying around), maintain a quiet, attentive, cockpit. No talking or other activities not directly related to the safe operation of the airplane. Use passengers as an extra set of eyes. Passengers should be briefed about the need to remain quite unless they think a safety or flight issue is at hand. The autopilot should be disconnected and any special mode of PFD operation you chose to use with an advanced technology airplane (like a Cirrus) should be selected and left alone until after you are tied down.
6. Consider flying between 80 kts and 100 kts (90 mph to 115 mph) as you head in on the 45-degree entry. Cubs, Champs and STOL planes may need to power up to maintain these speeds. Complex, high performance aircraft should think about having the gear down and approach flaps (typically the “first notch’) set as they approach the pattern entry. Do not descend into the pattern, be in level flight. If you feel uncomfortable flying a high performance single at 100 kts, get some dual. The downwind leg is no place to demonstrate STOL or high speed cruise performance. You may need to extend your downwind to accommodate the number of planes in the pattern. Do not allow your plane to drift off the correct downwind heading, in other words, remain parallel to the runway. You have a compass… use it. There may be warbirds or other planes that simply cannot fly at these slower speeds. In all probability, they will be flying a wide pattern, so be sure to anticipate this if you see someone flying outside of your pattern. That plane may need to turn in front of your plane. Give the pilot room.
7. Plan carefully for a go around in advance of needing it. In executing a go-around, or for that matter, simply departing the airport, consider flying straight out until you are at least one mile from the end of the runway. An early cross wind turn could take you right into the path of arriving airplanes. Remember, with a 60 kt climb speed, that one mile will take a minute. With a 90 kt climb speed you will cover that mile in 40 seconds. Do the math for your plane.
8. This pilot strongly recommends that sightseeing flights not be conducted in the traffic pattern. Demo pilots and sightseers might plan to leave the airport area and then return using standard traffic pattern entry procedures. Remember the “15-minute rule” concerning a quiet cabin with minimum knob twisting or gadget demonstrations. Always check with Copperstate ground personnel if you have any questions specific to airport operations at any point in time.
9. Finally, make sure you have adequate fuel. Do not arrive, or fly in the area of the Fly In with minimum fuel. An extended pattern, the need to circle until traffic lets up or the possibility of a closed runway could cause you to use up what might normally be an acceptable reserve.
The preceding are recommendations based upon years of experience. The preceding comments have not been approved by the Copperstate team and should simply be thought of as suggestions that are used by many fly-in activities around the country with great success. One last thing, bring your credit card. Copperstate is well known for hosting a fine selection of venders, many of whom offer special pricing that is time limited. Venders interested in participating in the Copperstate Fly In are making a smart decision and should visit www.cooperstate.org for details, or give Stephen Bass a call at 480/609-4302. For both visitors and venders, the Copperstate Fly In is a “must do” event that is leading the way in trend-braking independence. Let’s hope others learn from Copperstate’s success.
