EAA Chapter 732
Newsletter April 2005
From the President’s Workbench
One of my instructors had a very simple philosophy, ”When flying stops being fun it’s because you’re doing something wrong.” Usually that “something’s wrong” feeling occurs when we push beyond the limits of our experience, be it related to weather, airplane performance, or flying skills. We can’t do much about the weather but we can certainly improve our knowledge of our airplane’s performance envelope, and for sure there is no real limit to the improvements we can make in our flying skills. Knowing exactly what you and your airplane are doing during a gusty crosswind landing must be a very satisfying experience, but I have to admit that I’m not totally there yet. In fact I probably intentionally avoid crosswinds, (and short fields too), and I now realize this is placing a real limit on my flying fun. This year I’m going to make a real effort to improve my flying skills. How about you? Fly safe and have fun!
Next Meeting:
It will be held at 2
PM on April 17 in Berryville, Arkansas’s Carroll Co airport (4M1)
36:23.00N, 93:37.01W The driving map and the aerial photograph of
the field show the details necessary to get there. If the weather cooperates we should
make a good fly-in showing.
Chapter Calendar:
April
17, 2:00 pm-Meeting/Review of Mickey & Lester's 701 Project -
April
28-30 - Fly-in to tour Corvette factory and Museum,
May
15, 2:00 pm-Meeting/Annual Picnic, Election and Fun Fly -
June 12, 2-00 pm-Meeting/Review of Barry's Pulsar Project – location to be announced - Barry West
June
25-26 - Fly-in for leisure time,
July17,
2:00 pm-Meeting/14th(and final?) Defiant Review - Drake Field – Charley
Caldwell
March Chapter Meeting Report – Bob Axsom
The rest of the photos are in the photo gallery at the
Chapter web site: http://www.eaa732.org
Member & airplane attendance - The March Chapter meeting was held in the Drake Field FBO Conference Room. Once again there was a good turnout of members and airplanes. I intended to get an attendance list routed around but that didn’t happen – sorry it is something that should be reported. On the ramp outside the conference room were Joe Terminella’s original design tractor configuration autogiro, Jim Younkin’s original design Mullicoupe, Dave Simmons’ Zodiac XL, Chip Gibbons’ Extra 300/L, Barry West’s Kit Fox and Bob Axsom’s RV-6A and probably others that were not recognized. After the meeting Barry West gave rides in his Kit Fox.
Project status report – Reports were given on a plans built Sonex, a plans built Defiant, a BD-5, a CH-701, a Pulsar and an RV-6. The Defiant and the CH-701 are essentially ready to fly. The others are progressing well.
Young Eagles Event Planned – Dave Bowman reported that the
Chapter has been asked to participate in a Young Eagles event at the airport in
Missouri Pilot’s Association 51st Annual State Convention –
Members were invited to attend the banquet hosted by the Southwest Missouri
Pilot’s Association at the Neohso, Missouri Airport also on June 11, 2005. Dick Rutan and Dr. Carlene Mendieta will be
the guest speakers. The cost is $20 per
individual or $35 per couple. The checks should be made out to “Southwest
Missouri Pilot’s Association” and mailed to Michael Curtis,
Global Flyer Auto Pilot Report – Jim Younkin reported the impact of the specially designed autopilot that Tru Trak Flight Systems produced for the solo non-refueled flight around the world. Even though the autopilot designed especially for this mission got no publicity the mission could simply not have been completed without the autopilot – period. The autopilot was engaged shortly after takeoff and it remained in continuous control until a few miles from touchdown at the end of the mission. Jim says they intend to publicize the accomplishment at Sun ‘N Fun in April.
Newsletter publication – President Doug Stone talked about the Newsletter Publication. A good newsletter is essential for the Chapter. The cost for February and March distribution averaged just over $100. Ways are being sought to reduce that cost and to separate the editing from the publishing. Volunteers were requested to help in the duplication and mailing of the hard copy documents. The task will fall on Richard Rost if volunteers do not step forward. On the direct cost side Jim Younkin said that he would be willing to pay the extra cost of his hard copy distribution and he suspected that others would be willing to do that as well. There are still ways to get the hardcopy cost down and members who take advantage of the Chapter Website at http://www.eaa732.org for instantaneous delivery eliminate that cost all together if you advise the Chapter that you are willing to do this. You can contact Doug Stone at 479-876-2260 if you are willing to help with the publication, if you are willing to use the Chapter website as the sole source of your newsletter or if you have any ideas that might help with cost control.
Meeting
Program – The program was presented by Dave Hill and the topic is a core issue
among today’s Experimental Aircraft Association members. Everyone present enjoyed Dave’s candid
presentation on the subject. His
presentation outline follows:
"Selecting Your Kit" -The journey of a dream - Dave Hill
A. My experience -"Yes, I've built an airplane."
B. Kit selection criteria
a. Your Dream
b. The Builder's Experience
c. The Builder's Support Team
d. The Pilot and the
e. The Aircraft Kit Source
f. Time and Money
g. Reality Check -Commitment
C. My Dream
Recommendations:
·
http://www.eaa732.org.
Look-up and call any member who is building or has built and talk with
them.
·
Choosing
Your Homebuilt: The one you'll finish and fly! Kenneth Armstrong, Paperback:
360 pages, Publisher: Butterfield Pr; 3 edition (August 1, 1998), ISBN:
0932579272
·
Kitplane
Construction Ronald Wanttaja, Paperback: 432 pages Publisher: McGraw-Hill
Professional; 2 edition (June 1, 1996) ISBN: 0070681619
Members in the News – Chip Gibbons
There is a nice spread in the “AOPA Action” section of the
April,2005 issue of AOPA Pilot magazine honoring Chip Gibbons As “Volunteer of
the Month” for his work to save the
Flying News:
Charley Scott, Global Flyer - Did you know, that the Global Flyer flew around the world being controlled by a TruTrak autopilot designed especially for that mission by our member Jim Younkin? [We found out in the March meeting didn’t we? ed.]
Bob Axsom, RV-6A – Flew to
Building Notes:
Bob Harlan, HX1 - Thanks for your hard work, Bob.
I know how hard it is to get input. Mine is nil currently as my
garage is unheated and the HX1 has to have some fiberglass work around my BRS
parachute exit port. Shouldn't be too long now however.
Aerobatic Flight – Diane Richards:
Diana and Aerobatics (A Love Affair) – Diana Richards
Since I can remember, I’ve always loved airplanes, flying and pilots (my dad, mom, brother, husband and many friends are pilots). Before I was sixteen, I had shown my proficiency with the required pre-solo stalls and spins, actually enjoying both with the instructor. Then I soloed a Cessna 150 on my sixteenth birthday. I was ecstatic!
Soon after my solo, I had my first “so-called” aerobatic ride. It was a most unpleasant experience due entirely to an inconsiderate, low-time pilot. Unbeknown to me it was his last PIC flight (a heart condition) and he was going to “wring out this T-34” and do some aerobatics he had “read” about. I was in the back seat, he told me as we were taking off, to land the plane if it became necessary. (Yea right, I could barely land a Cessna 150 at the time.)
Not wanting to listen to my “objections,” he unplugged my headset and attempted some aerobatic maneuvers. I was scared and angry, a frightening experience in which I had no voice or control.
I had absolutely no desire to experience aerobatics again until last summer during a flight in an Extra 300/L. That flight FUELED my desire for aerobatics. Not only did I have complete trust in the pilot, but it was made clear to me I could say it was time to stop doing any maneuver at any time. I had verbal control of the flying we would do.
It was a beautiful summer day with puffy cumulus clouds
scattered about. As we headed out over
First we did some slow, gentle rolls and I felt less scared after each one. I even did a few myself. It was fun! Hey, I thought, maybe I could enjoy doing something like this. Then came the offer of a loop. Ohhhhh, it would be so easy to say “no.” But the enjoyment of the rolls and the sense of adventure took hold and I said “OK, let’s do a loop.” Away we went! Although it felt strange, the g’s pulling on my body, it felt good at the same time. I was awestruck with the breathtaking panoramic view evolving through the canopy, an ever-changing surrealistic view of the earth and sky.
My favorite maneuver that day was when we approached a cumulus, flew up the side, did a roll on top and flew down the other side. Wow!!! Whoever invented that maneuver was one fun person! We did it several more times. I even got to do one myself!
After that flight I was hooked and wanted to do more so I started “begging” rides with other aerobatic pilots. I became impatient waiting for others to provide me with rides, so I decided to learn aerobatics myself. After all, I have an aerobatic airplane, although the Citabria is limited in its scope of maneuvers.
After a few aerobatic lessons, I got the OK to perform loops and rolls on my own. The day I did my first loop and roll solo was more intense and gratifying than the day I soloed on my sixteenth birthday.
I worried all day about doing loops and rolls by myself. By late afternoon I made up my mind to go for it. I flew out the backdoor, hopped into the Citabria, turned soothing music on my iPod and lifted off from the farm with trepidation and determination.
My husband was ground based with his hand-held radio. I did a loop first and my husband called on the radio with “WOW, that was NICE!!!” It gave me chills. I was so happy that I did a roll and he called back on the radio even more excited than the first time (he rarely gets that excited). I landed with tears in my eyes.
I was relieved to cross yet another hurdle, accomplishing something that was initially so scary to me. Needless-to-say I was still ecstatic from the proud sound in Tom’s voice as he watched me from down below. He was my private CFI (that’s how we met) and knows how cautious and timid I am with airplanes. The fact that he was SO proud overwhelmed me.
Later that day I went flying again and a friend called on the radio saying his daughter wanted to watch me do aerobatics. They flew over the farm and circled so they could watch me from their airplane. Both kept saying how neat the aerobatics looked to them. It was my first day of doing rolls and loops solo! Obviously, they didn’t know how poorly I performed, they just liked it. This teen-age girl said it was really cool for a woman to be doing this. I felt I was a role model on my first day of solo acro.
Although the retired military instructor I recruited to work with me in the beginning was great, scheduling, weather, etc. still thwarts our efforts to fly together. Unfortunately, capable aerobatic instructors in our area are extremely limited. So once again, I sought (begged) Chip to go with me in the Citabria (and the Extra). He helped reaffirm my confidence and strongly noted I needed intensive spin training.
For Christmas my husband gave me a lesson with Bobby Younkin in his Decathlon. It was a short flight but so instructive (helpful), including the talking time on the ground. Bobby is such a wonderful man, a great teacher, a gentleman – simply a fun guy to be around. I have never flown with a pilot who was more “one with an airplane” than this man. Most of all Bobby helped me focus on the direction I need to be heading.
My aerobatic experiences just get better and better – not necessarily my maneuvers as I readily admit -- but my enjoyment of and fulfillment from each flight. Other than not always being taken seriously, typical woman issues in this arena I presume, my aerobatic endeavors are so very positive. After an aerobatic session by myself, I have such a great sense of accomplishment, satisfaction, learning and growing in the aerobatic art. Of course I’m never completely satisfied but so look forward to the next session when I can once again coax the Citabria to do my bidding. I know that if not coaxed just right, she can bite.
There always seems to be a new challenge around every corner. Basically I’m afraid of my shadow, so I am overcoming many fears and flying over hurdles and accomplishing things I never thought I could do, primarily because of walls I built in front of myself. I have learned to be less timid and more assertive with an airplane. As an example, before aerobatics I would only do stalls on my flight review, never by myself.
Just recently I spent time in
Aerobatics makes me feel more alive, makes my heart sing. It opened up a whole new chapter in my life, not only bonding with other pilots sharing this common interest but also bonding with my airplane. My love affair with my airplane is stronger and more fulfilling than ever before. It continues to grow with each flight.
Now when people visit the farm, they often want to see me do aerobatics. They seem genuinely impressed which makes me feel good inside. Perhaps that is a “respect-type” thing that evolves from aerobatics.
I love to take people flying for our mutual pleasure and fun. Now I hope
to add a whole new dimension to giving rides and sharing the joy of aerobatics
with others so inclined. My father is in
failing health and doesn’t look forward to much anymore, but he wants me to
take him for an aerobatic flight. How
can you describe having the ability to give a gift like that? I was his first passenger when he got his
license many years ago and he was my first passenger when I got mine.
Besides sharing I’m not sure what the future holds. Someday I envision getting an aerobatic airplane that would allow me to compete. Until then I will keep trying to get instruction so I can perform aerobatics in my Citabria as well as it can possibly be flown.
People often ask me why I enjoy aerobatics. I pondered this in depth and came up with many answers, none of which were completely accurate. The real answer is “I don’t know why I do aerobatics. I just know I have to keep doing it!” Obviously an obsession (addiction), my husband quickly points out.
Aerobatics has made me a more capable pilot. I developed a self-confidence I never suspected was in my nature. For this alone, I once again thank my aviation mentors: Tom, who helped me overcome some fears as a student, private and instrument pilot; Chip, who introduced me to aerobatics and continues as a constant, truthful and supportive individual of my aerobatic efforts; and Bobby with whom I hope to further enhance my aerobatic abilities and experiences. Thanks gentlemen, I appreciate you all, especially you, Tom (and your billfold).
I See the Lights – Barry West:
If you want to legally fly at night lighting becomes one of the significant expenses of building an airplane. Somehow I felt this was more expense than necessary. All that is legally required is the position lights, green on the right, red on the left and white on the rear. But strobe lights would make the airplane easier to see at night and therefore safer. And I would not want to land at night without landing lights. Position lights with strobes for the wing tips cost between $600 and $1000. Aircraft Spruce sells a landing light for $275. That’s more than I paid for the radio. OK, I got a good deal on the radio.
So, I got to thinking. I always get to thinking when something costs a lot. Why couldn’t I just find a red light bulb and a green light bulb? I knew I could find a white one. Finding color bulbs turned out not to be simple. As far as strobes were concerned, looking for lights at Wal-Mart one day I saw these lights that were supposed to flash. I sprung for $14 and decided to try them. The lights are two little sticks about the size of birthday candles. They are mounted in a grommet and come with a small power supply. In the garage, they were hooked up to a 12 volt battery and produced amazingly bright flashes, about one each second. Not as bright as real strobes, but pretty bright. There were several little colored plastic sleeves that could be slipped over the lights and the flashes would be of that color.
Somehow
in the search for colored lights I got onto LED’s, light emitting diodes . Under www.superbrightleds.com you can find
LED clusters. Click on LED Products at
the top of the page. Under 12 Volt LED Car Bulbs click “more info” and scroll
down to 30 LED clusters and click “more info” again. Here you can see the colors, intensities,
viewing angles and current requirements.
I bought 1157-R30, 1156- G30 and 1156-W30; red, green and white. Notice the intensities are for a single LED
so the total for each bulb is 30 time that number. These are in milicandelera, whatever that
is. I guess one candelera is the same
intensity as a candle, so 5000 mcd would be the same as 5 candles. That sounds pretty bright but then multiply
that times 30 and we get a big number.
Anyway, here is a photo of mine mounted in the wing tips. Notice the intensity is only at the stated
value inside the stated viewing angle.
Outside of that, it drops off considerably.
These fit into standard automobile light sockets. The red is only available for the 1157 socket
but the other two use 1156 sockets. I
was able to buy the sockets at Bluff City Electronics at 2200 Hwy 265 in
These things probably don’t meet the FAA requirements for intensity at the different angles. You can look up the requirements in FAR 23.1391 and 23.1393 but I don’t have the equipment to measure intensity so I don’t know. Probably the only one that will ever know is the insurance company after an accident.
Look
at www.creativair.com and www.killacycle.com for more information
on LED’s. These guys have apparently
figured out how to make LED position lights meet the FAA requirements and will
sell you a kit for making your own for only $270, but then you have to assemble
the whole things and do all the circuit board soldering. Or you can get it already assembled for only
$345. I bought the 75 watt halogen lamps
only and will try to figure out how to mount them. These lights are less than 2 inches in
diameter.
While I was at it, I found some strip lights at www.elwirecheap.com. These are thin strips of plastic that glow when 12 volts are applied. They are adhesive backed and will be bonded to the inside of the glare shield to light the panel. Two more will be added if these are not bright enough.
I will let you know how it all works out when the Pulsar is flying.
U. S. Air Race September 22-29 – Bob Axsom
The races (two 300 milers and an 1,800 miler) are being organized as this is being written so all of the details are not known at this time. Visit http://www.us-airrace.org for details.
New Membership – If you are reading this and you are not a member but would like to be, please apply through the website http://www.eaa732.org or contact Richard Rost at the address listed below.
Dues - If you are already a member and haven’t paid your annual $15 dues – it is time to do take care of that responsibility. In April everyone who has not paid their dues will be removed from the active member list. You make them payable to “EAA Chapter 732” and give the check to the Treasurer Richard Rost at the next Chapter Meeting or mail them to:
Richard Rost
Data Maintenance - Our web site is definitely one of
the key features of our Chapter and can be a powerful tool for communicating
with the membership and the public. However, a lot of the information
there is out of date or incomplete. We depend on you, the members to
complete and update their own information including adding photographs of
themselves. Please do this. There are instructions on the web site
for doing this but if you have problems call me and I will try to help
you. Barry West, 479-267-5545).