EAA Chapter 732

Newsletter  OSHKOSH   August 2005

 

From the President’s Workbench – Doug Stone

 

Our annual gathering at Oshkosh – AirVenture – is very appropriately named and I congratulate all of you who made the journey this year.  Experimental aviation is absolutely all about pure adventure.  Wherever you are in your own personal adventure – whether you’re still dreaming, struggling with a build, or now flying your dream – rest assured there is a very large group of people who share your passion.  This month’s newsletter shows us a glimpse of the wide variety of adventures our members are pursuing.  It also contains a very poignant reminder that this adventure is not just about the aircraft, but it’s really about the people who share our love of flight and who can touch our lives in very special ways.

 

Next Meeting:  August 21 – 4pm – Harris Watermellon Extravaganza – Floyd & Madeline Harris Home

 

Chapter Calendar:

August 13 – 9am – Young Eagles – Rogers Airport, Beaver Lake Aviation, Rogers, AR

August 21 – 4pm – Harris Watermellon Extravaganza – Floyd & Madeline Harris Home

September 18 – 2pm – Review Doug Stone’s RV-10 Project – Doug Stone’s Home

October 16 – 2pm – Wedington Woods Fly-in – Wedington Woods Airpark (67AR)

November 20 – 2pm – Review Rex Stewart’s GlaStar Project – Location TBA

December 10 – 2pm – Christmas Party – Wyatt’s Hangar, Huntsville Airport

 

July Chapter Meeting Report – Bob Axsom:

The meeting was held at Charles Caldwell’s hangar.  Only one pilot flew to the meeting – Marvin Haught in a short wing Piper.  The formal meeting was called to order by President Doug Stone at 2pm. 

 

Lester and Mickey Ward were awarded a completion & first flight plaque for their successful CH-701.

 

A minute of silence was observed in memory of Bobby Younkin and Jim Franklin who perished on July 10 while performing the Masters of Disaster air show routine at Moose Jaw, Saskatchewan.   A terrible loss felt deeply by everyone for these consummate aviators, hometown friends and most of all, family.   Jim and Ada Younkin attended the meeting but their normal joy was missing.  The chapter wants to do more and work is in process toward that goal.

 

Five guests were present :

Richard Cook – Kingair pilot from Georgia (DNN)

Doug Riddle – Paggio pilot (friend of Chip Gibbons - will join soon)

Tom Martin – Drake Field FBO Operations

Pat Ross – Instructor Pilot at Drake (may join soon)

Perrin Blount – Operations Manager at Regional Jet Center at XNA

 

The next meeting will start at 4pm instead of the usual 2pm.  It will be the annual watermelon fest at Floyd Harris’ home.  Extreme caution is recommended for anyone intending to fly in as the site is demanding of good airplane performance and piloting skills.  The Subject and location of the September and November meetings are being switched.  September will be a review of Doug Stones RV-10 kit at his home and November will feature a review of Rex Stewart’s Glastar project at his home or the airport depending on how things work out.

 

Oshkosh is highly recommended this year because of all the very special airplanes and first private space ship that will be there.  One disappointment is the withdrawal of FIFI, the lone surviving B-29, because of wing corrosion.  The Champion Autogyro will also not make the show.

 

The Lycoming Mandatory Service Bulletin 566 was discussed for the benefit of  “540” and “360” engine owners that may be affected by the newly expanded crankshaft recall.

 

Barry West once again asked everyone to check their data on the website and make sure it is up to date.  Many times the chapter wants to pass along valuable information but it never reached the intended destination because addresses, e-mail addresses and phone numbers are wrong!  Please take a little time to make sure your information is correct.

 

Chip Gibbons competed with his Extra 300/L in aerobatic competition in Nebraska and Oklahoma.  He won first place in the Nebraska contest.  Chip also related an experience where he went to a “fly-in and eat” fundraiser put on by an EAA Chapter.  He was very disappointed by the negative response to outsiders exhibited by the host chapter.  The point he wanted to make is, Chapter 732 must avoid this negative behavior in our functions and strive to make everyone feel welcome.

 

At 2:30pm the meeting was turned over to Charles Caldwell for the 14th annual review of his Defiant Project.

·         He has had the plans and been working on the project for 20 years.

·         He estimates he has invested 10,000 hours in building the airplane so far.

·         The Fuel Capacity is 110 gallons.

·         Cruise speed is expected to be 160kts.

·         It uses two Lycoming O-360 engines for power – one pusher and one tractor.

·         Endurance – one was reported to have flown for 14 hours but 5.5 hours at 75% power is more likely.

·         The workmanship looks very good.

·         The canopy has been modified to have a fixed windshield and entry clam shell doors in place of the one piece throw-over canopy (including the windshield).  This looks like a great improvement in design.

·         The one remaining problem is low static RPM.  He gets 2,000rpm max and experienced Defiant operators say you need 2,250 at least.  The props are off being re-pitched to solve this problem.

·         The first flight is not too far off but there are problems of changing FAA requirements and insurance remaining to be dealt with.

 

The meeting adjourned for close up Defiant examination, food and conversation at 3pm.

 

In Memoriam…One of our highest flyers! – Dave Bowman

 

We buried Bobbie Younkin today, well ahead of his time. “We”, consisted of fellow aviators, members of his church family, members of the community at large, and, of course, and his surviving family members. The world of aviation lost one of its star performers, and Northwest Arkansas lost a significant member of our community.

 

During the service at the First Baptist Church in Fayetteville, one testimony after another was shared about Bobby’s zest for life, his passion for aviation, his musical skill, his love of animals, and the importance of his family. The Younkin family name has been synonymous with aviation here in Northwest Arkansas, and around the world. Bobby’s Dad, Jim Younkin, was selected for membership in the Arkansas Aviation Hall of Fame, Jim’s wife, Ada, has been helping recently with the Aviation Boot Camp for young people at the Arkansas Air Museum, and his son Matt has already embarked on an aviation career of his own. And Bobby…he was in a class, all by himself.

 

I met Bobby, of course, as a result of seeing him fly at Fayetteville’s AirFest, several years ago. His flying skills were truly remarkable, but he also had the ability to speak with anyone, regardless of age, sex, education, or flight experience, and make the contact one that was both memorable, and educational. He did not talk down to people, he didn’t talk at people, rather, he talked with you. He didn’t put on special “airs” to impress his listeners, but he made people feel there was something in them. Our students in the college aviation program at NorthWest Arkansas Community College, and the members of the local Civil Air Patrol Squadron, had the benefit of listening to one of his presentations, and they were unanimous in their praise for Bobby. Making Samson fly sideways, flying inverted in a Lear Jet or slow-rolling a WWII era twin-Beech was what he did best!

 

Jim & Bobby Younkin shared a special Father and Son love for the fascinating world of flight. Bobby’s Dad, Jim, told all of us at the service, about some of their times together, and about the highest regard Bobby had for a toy airplane that became his key to a life in aviation. 

 

Personally, one of my favorite activities is working with young people, opening the doors to a future world in the sky. Last week, the day we learned of the tragedy at the air show in Canada, we were just starting a summer aviation camp for 10-14 year old students in the Air Museum at Fayetteville’s Drake Field. We held the classes in the historical, white hangar, where I had talked with Bobby just prior to the AirFest on Father’s Day weekend. The students toured the museum, and at one point, learned that some people think they have seen the spirit of one of Fayetteville’s pioneering aviators, Ray Ellis, looking at some of the displays. You may have your own views on ghostly apparitions, but in retrospect, I think a new spirit was there with us in our summer camp. The unbridled enthusiasm that Bobby had for the miracle of flight was reflected in the faces of those young people, many of whom were flying for their very first time.

 

Loosing Bobby, and his friend and flying partner, Jim Franklin, was certainly not what any of us expected, but I think Bobby & Jim would want us all to learn something from it. The investigation is progressing, & we should learn why the accident happened. In a larger sense, though, I think they would want us to learn from how they lived their lives…a challenge to us all to remember, that this life that we live, is not a dress rehearsal. Bobby & Jim lived their lives to the fullest, continually “pushing the envelope”, not unlike a certain “Jonathan Livingston Seagull” (see the book by that name, written by Richard Bach).

 

As a final salute, and a testament to the wide and loving network of supporters, the service at the grave-site was punctuated by the familiar drone of powerful, radial engines approaching the south. Nine pilots, flying nine WWII trainers, T-6 Texans, flew in perfect formation over Bobby’s final resting place, and just as they passed, two of the planes rose up and away from the rest of the flyers. In perfect formation, the two aircraft steadily climbed in a graceful turn until they passed from view. The “missing man” formation, frequently performed to salute a missing comrade, has never been done better than this! These pilots and their craft came to Fayetteville from all over our United States, to offer their final respects to Bobby and his family.

 

Bobby, and his friend Jim, have passed on to a higher plane (pun certainly intended). So many of our lives have been made richer because of them.  It is now up to us to carry on, to improve, to grow, and most importantly, to “give back”. Help our young people and those new to aviation, to know of the many wonders that await them.

 

We will miss you Bobby, but when you have the chance, please drop us a line, and fill us in on what Wilbur, Orville, Wiley, Amelia, and all the others are flying now!

 

Dave Bowman, Lt Colonel, USAF (Retired),    EAA Young Eagles Coordinator, Director, North West Arkansas Community College Aviation Department

 

Tom & Ruth Wyatt’s 50th Anniversary Fly-in - Bob Axsom  Several Chapter 732 members and airplanes flew into Huntsville airport on July 4, 2005 and joined a large turnout of family and friends to celebrate the 50th wedding anniversary of our great friends and hosts of the annual Chapter 732 Christmas Party – Tom and Ruth Wyatt.  They looked very happy after their 50 years together and their warm inspiration was felt by all present.  Below are a couple of photos of the happy couple and some of the Chapter members enjoying dinner.

 

 

Flying News:

 

Zodiac XL – Gary Simmons I had to ditch my Zodiac XL this morning due to an engine failure over Goshen. I managed to land in a farmer's field with no damage to me or the airplane.  The prospects of retrieving the plane are overwhelming to me in this moment. If I can determine the cause and fix it, I should be able to fly it back to Fayetteville (Drake). I believe that the engine problem is fuel related, but don't know for sure.  If someone who is very mechanical could assist me in the rush to get the plane either running again or dismantled for towing, please give me a call. The farmer needs his field for the cows.  You can reach me at my home: 479-363-9049. The plane is north of Goshen.  Thanks in advance for whatever help I can receive.  Gary Simmons  Barry West and Bob Axsom answered the call and between the three of them, the farmer named Dennis and the company representative on the telephone they were able to trace the problem to the Bing carburetor.  They tried but were unable to clear the blockage and get the engine started in the field.   Barry and Bob left on Saturday July 23, 2005 for Oshkosh and Gary was left with the task of removing the wings and transporting the plane back to Drake Field in Fayetteville.  Once there, Gary had the carburetor overhauled and the engine started up just fine.  He is in the process of reassembling the wings to the fuselage and should be flying soon.

 

 

RV-6A New Orleans/St. Louis – Bob Axsom  Jeanine and I flew the Blue Bird to Lakefront Airport in New Orleans on Wednesday June 29 and returned to Fayetteville on Saturday July2.  One recommendation in New Orleans - Ralph & Kacoo’s on Toulouse St.  Seafood Gumbo, Gator Bites, and Shrimp Louie Salad were personally tried and I can’t remember tasting anything better.  We also ate at Broussard’s and paid big bucks for excellent food but I liked Ralph & Kacoo’s better.  Reasonable prices, ample portions and fantastic taste.   It was the first long flight since I installed the Tru Trak Pictorial Pilot and the Altrak for direction and altitude control.  The RV is not a natural IFR friendly airplane but the TruTrak systems make it so!  The plane is a joy to fly VFR anyway but now it is also a joy (maybe that’s too strong) to fly IFR.  Saturday July 9 we flew the St Louis to attend the Muni Opera in Forest Park on Monday July 11.  The show was rained out and we flew home the next morning in rain from tropical storm Dennis.  There was a 700ft. overcast at SUS and IMC persisted all the way home.

 

Building Notes:

 

New Positech 4214 Oil Cooler Installation in RV-6 – Steve Chambers  Below is a picture of my new Positech 4214 oil cooler installation.  It's a $219 experimental version of the Stewart Warner 4214 that listed for $549.  It is a double pass cooler, hence both oil lines on the bottom of the cooler.  I'm getting approximately 20-25 degrees F cooler indications over the smaller 4211 Positech that was firewall mounted.  I had to replace the entire baffle plate behind the #4 cylinder, double up all the corners and machine to fit the cowling.  I was able to reuse the existing oil lines, but had to use a double fitting on the outboard side to make that line work.  I'll replace that line next time I'm in Tulsa.  We're planning a trip to Houston this week, so I should get a pretty good indication of how effective the new cooler really is.

 

Lycoming Engine Overhaul Seminar – AL smith This might be of interest to some members, Brenda and I have signed up to attend.  They have a nice PDF Flyer at the link:


I'm pleased to announce that we have finalized the details for a
Lycoming Engine Overhaul Seminar.  This seminar is sponosored by EAA
Chapters 1329/91 and Barrett Precision Engines in Tulsa, OK.  The
seminar will cover the COMPLETE overhaul process of a Lycoming O-320
engine from parts to completion. 

Date: Saturday, September 24th, 2005 - 8:00am
 
Location: EAA Chapter 91 Hangar, Lee's Summit Airport (LXT), Kansas City, MO.

Info/Registration: http://www.n523rv.com/EngineOverhaulSeminar.pdf

Annual Summary of Project Status – Bob Axsom

This is a summary of the latest status information available on Projects listed in the Chapter Website.  The builders were queried for project status via e-mail where possible.  Where feedback was received it is copied here.  Where no feedback was received the best information available is reported:

 

Troy Bates, RV-4 – The project is not believed to be active and was reported to be for sale.

Richard Barbour, Quickie Tri-Q-200  My project is a Quickie Tri-Q-200 which translates to a 2-place Quickie, with tricycle landing gear and a Continental O-200 (100 HP) engine.  I am trying to fit the landing gear fairings to their respective struts.  Otherwise a little sanding here and there and she's ready for a paint job.
Charles Caldwell, Defiant – The project is essentially complete and ready to fly.  The props are being repitched because the static RPM is considered to be lower than required for safe operation.   The airplane  was the subject of the July Chapter meeting.

John Goodman, RV-9A - Project status RV9A, N960JL. Approx 1200 hours into the project with the fuselage, empennage and  canopy complete except for fiberglass. wings are complete except for bottom skins and tips. Aft  dual battery installation is complete. Approximately 50% of basic wiring complete. Avionics on order. Engine will be the Subaru 3.0 H6 with constant speed MT prop. Engine and prop on order to be delivered soon.  Currently working on more wiring. I am located 12 miles North of the Joplin airport with a 1300' grass strip. Anyone is welcome to come and make an inspection. Home phone is 417 394 3163.   John Goodman

Jay Hale, Kitfox IV - Below is a rough update on the status of my Kitfox project. 
Progress on my Kitfox IV has been very slow in the last year (or has it been two?).  Moving to Fayetteville, selling our business and moving/setting up numerous machine tools has taken most of my time.  The Kitfox project is still in Pea Ridge at the moment but will be moved into its home in the shop addition to our new place in Fayetteville.  I hope to be finally and completely retired in the near future and work will resume in earnest on the 'Fox.  The current status:
Wings:  Ready to cover
Fuselage:  Ready to cover, awaiting engine mount and cowling completion
Empennage:  Ready to cover
Instrument panel:  No effort so far
Gear/brakes:  Mechanical work all done
Engine/prop:  O-200 Cont.---Ready to build motor mount and exhaust system---No prop yet
Interior:  Least of my problems at the moment
Pilot:  Needs work---gotta get current!
Bob Harlan, HX1 - I am modifying my engine shell around the muffler to allow more cooling.  Will be lining the inside of the left cowling shell with a heat barrier when I get the shell re-shaped.  I will send some photos in a week or two.  I've got to get this finished so I can crank up my engine.  The cowling has to be complete so the radiator will cool properly - and so the muffler heat won't make the fiberglass sag.

Jack Hollingworth, BD-5 – My BD-5 project started in 1973 when Jim Bede offered his BD-5 for all of us "would be" pilot jocks. Shortly after purchasing my kit, the responsibility of family and new business required sharp refocusing of my priorities. Thirty-two

years later and retirement, brought my BD-5 out of storage (looking much better than I do after that length of time) and the building is proceeding with great enthusiasm. I now have the fuselage mostly complete, pilot drilled-partially riveted-prosealed.  Now awaiting installation of the gear. The BD-5 is a gear retractable homebuilt, which gets a bit complicated with the manual retraction system. The original kit was a short winged A model (definitely hazardous to your well-being). I found a set of B wings in Nashville (longer span-lower stall-slower touchdown-better overall control). The wings were still open so I could inspect the workmanship. I'll use the .032 wing skins instead of the old .020 skins and am installing additional wing ribs between the original wing ribs to reduce the "oil canning" of the skins during maneuvering. I am going to Oshkosh this year to get a better idea of the available engines. I have a lot of work ahead to get my BD-5 in the air as well as getting current with my pilot ratings. Thanks to all of you in the EAA chapter 732 for your interest and help along the way. Jack

 

 

Scott House, Glasair Super II RG – No information available.

Don Kimbrough, Sonex – No information available.

Clark Nielsen, Loehle P-40B – No information available.

Jeff Olsen, J-3 – No information available.

David Powell, Anderson Greenwood AG-14 – Nearing completion.

David Powell, Express S90 – Stalled awaiting completion of the AG-14.

Charles Scott, Express S90 - I have the horizontal at home in my garage.  It is about ready to close but I will build and install the elevator before closing the stabilizer.  If you are familiar with the progression of design changes to the EXPRESS I have the larger horizontal stabilizer which mounts in the customary low position on the fuselage.  This makes for a very stable airplane.  The fuselage is in my hanger at VBT.  I have an original Wheeler EXPRESS lower fuselage and an AURIGA upper.  The AURIGA upper is taller and has two doors which the first Wheeler units did not have.  Most of the parts are fabricated and installed in the lower fuselage and the upper has been fitted and bonded to the lower.  The next step will be to install the horizontal stabilizer and rudder.   When I get to that point we can have a meeting at my hanger at Bentonville Louise Thaden Field.  Any one is welcome to stop by for a look just call me to be sure I am in town.  479-936-1612.  Keep the dirty side down, Charley Scott

Gary Simmons, Zodiac XL – The plane is complete and flying, going through the paint decisions.

Alan & Brenda Smith, RV-6 - We installed the brakes and are fitting the engine.

Rex Stewart, GlaStar – The plane is being painted

Doug Stone, RV-10 – The tail section is largely complete and the main fuselage and the wings have been delivered.

Jim Taylor, Starduster Too SA300 - I still have the project, and will complete it someday. I was hoping for more encouragement from the chapter, but got discouragement, especially from folks that have built similar projects. It's OK, as I have other priorities, such as a kid in college. I also have other projects, as well as maintaining both a flying 1947 C140 and a flying 1954 C 180. That and keeping up my 40 acres, cows, etc.

Joe Terminalla, JT-2 Autogyro – The aircraft has been flown.

Barry West, Turbo Pulsar - All major structural components are complete and wiring is in process.

Warren Wilkey, 1946 Aeronca 11-AC Chief – No information available.

Jim Wimberly, Rans S12 - I have completed my Rans S12 S and enjoying flying it.  I have sold my Rans S17

Bill Wolfe, Spratt Control Wing Flying Boat - The wing panel assemblies for my second Spratt Controlwing flying boat are nearing completion. Hull fabrication and Rotax 582 engine installation may be finished by spring of 2006 and hopefully demonstrated for the first time at Sun-N-Fun or Oshkosh. This aircraft is being considered as a kit prototype.

 

New Biplane Racer – Cris Ferguson – Cris’s new biplane racer built for Reno was seen at Drake Field  nearing flight status:

 

Fire Extinguisher Mount in an RV-6A – Bob Axsom

At Sun ‘n Fun this year when the three judges were inspecting our plane, one of them said "Can you reach that fire extinguisher back in the baggage compartment in case of an in-flight emergency?" I was somewhat trapped but I said "yes" thinking if there is a fire I would get it someway. Regardless, it was not a good situation, which I am sure cost me points but even worse it is an unnecessary risk. I had been carrying one in the side pocket but the top came off while it was rattling around in there with the flashlight, extra batteries, miniature chocks and rudder gust lock pins/RBF Flag.  The top is held on with internal plastic tabs.  It is Halon RT A600 in the Aircraft Spruce catalog. Anyway after conceptualizing placement I decided that between the seats would be best.  I made a little aluminum box type pedestal 1.625" high mounted it on a plate with flush screws from the bottom (into platenuts) and mounted the plate on the control tunnel cover with the existing screws. It worked out very well.

 

 

 

Young Eagles:

 

Young Eagles Event Schedule – Barry West

Beaver Lake Aviation at the airport in Rogers, AR, August 13, 2005 (date change)

 

Volunteer pilots and ground personnel are needed for every Chapter 732 Young Eagles event and should report to the airports for duty at an early start time.  Contact Dave Bowman at 479-582-0485 or Barry West at 479-267-5545 for more precise details.

 

Young Eagles in July – Dave Bowman & Barry West

 

July is nearly history, with some definite highs.

 

On July 9, our Young Eagles flights at Drake Aviation in Springdale had great weather (a little warm towards noon), good crowds, motivated fledgling eagles (51), and great support from our pilots and administrative volunteers. The ground support team included Dave Bowman, Charley Caldwell, Brenda Smith, Bob Kellett and members of the CAP.  Pilots for this rally were Jack Macy, Barry West, Scott Musgrave, Charley Scott, Phyllis McDaniel, Al Smith, Jimmy Davis, Gary Simmons, John Kinsey and Floyd Harris.  They give of their time, airplanes and fuel but the rewards are worth it.  Drake Aviation again proved themselves to be excellent hosts, providing their hangar, ramp space, and some tasty burgers & dogs!

 

Our second jointly sponsored summer camp (Aviation Boot Camp for 10-14 year olds), was completed as well, bringing our total summer camper Young Eagles total to 25 for the summer. The flights completed on July 14 were provided  by EAA pilots Bob Axsom, Barry West, & Jack Macy. Bob Kellet helped to provide his registration expertise, and the Fayetteville Airport supported the flights and graduation ceremony. Thanks to all who helped make this another success!! During their week at the airport, the Boot Campers toured numerous facilities, got “up-front & close” with Barry’s Kitfox, and trekked the stairs at the control tower.

 

We benefited from good coverage in the news media (both print & broadcast television stories)for both of these events.

 

Next up…Rogers-Beaver Lake Aviation on August 13. I’m advertising the pre-flight ground school classes to be starting at 8:45, so we should be able to start flights at 9:00 AM. See you all there!!!

 

I [Barry West] found something interesting on the EAA web site, www.eaa.org; there is a list of Young Eagles flown by our Chapter members.  Jim Taylor has flown 81, Lee Hellweg, no longer and active member, has flown 85, Chip, 89 and Jack Macy a whopping 135.  All these YE flights completed through June of this year.  The Chapter shows a total of 1354.   You can view this by clicking on “Young Eagles,” then “World’s Largest Logbook,” then on the right side of the screen where it says “Pilot Search,” enter “EAA” as chapter type and “732.”

 

AirVenture 2005, Oshkosh:

 

EAA Chapter 732 Members at Oshkosh

Bob & Jeanine Axsom (RV-6A)

Chuck Bilbe

Charles & Lois Coger

Paul Corlett

Chip Gibbons (Citabria)

Dr. Floyd Harris & Granddaughter Lindsey Smith

Jack Hollingworth & Mrs. Hollingworth

Warren Jones

Don Kimbrough & Mrs. Kimbrough

Shane & Phyllis McDaniel

Scott Musgrave (Glasair)

Dave Powell

Diana & Tom  Richards (Citabria)

Charley Scott (Glasair)

Al & Brenda Smith

Bill & Camilia Smith

Barry & Sherron West (Kitfox)

Jim & Ada Younkin (Howard)

 

Bilbe and Younkin Receive Raspet Award – Barry West  On Monday night at Oshkosh, Chuck Bilbe and Jim Younkin received an award for their contribution to Steve Fossett’s around the world flight, providing the autopilot he used.  There was a very nice full page write up in the convention newspaper about our autopilot gurus, their backgrounds, and how they got together and built their business.

 

Some of the chapter attendants from our Chapter were planning to attend the presentation ceremony at the Theatre in the Woods after having dinner at Lara’s Tortilla Flats in downtown Oshkosh.  However, it started raining while we were having desert at Leon’s and it was decided not to be practical to walk from the parking lot to the Theatre in the Woods.  There still remained the problem of getting the campers back to their airplanes but that is another story and I don’t really know how it turned out but we had a hell of a lightning and rain storm that night.

 

I will try to get a copy of the article on the web site.  Barry

 

Shayne & Phyllis McDaniel in the AirVenture Admission Ticket Line – Al Smith

 

 

S/LSA – Warren Jones  Since I'm not a builder, I went to see the new S/LSA. I was truly amazed at the planes that were represented. I have a lot of literature and will be flying some of these planes in the near future. It's an exciting time in general aviation. I'm looking forward to getting more involved in the chapter and hope to have an airplane in the next 6-12 months. Just don't know what kind yet.  Warren Jones

 

AirVenture Cup Cross Country Air Race- Bob Axsom  We flew to Dayton on Saturday July 23, 2005 and arrived about an hour before the scheduled pre-race briefing.  Many race numbered experimental airplanes of various types were parked on the ramp and in the grass.   It turned out that the briefing was not held until that evening after the dinner at the Engineers Club in downtown Dayton.  This was one of the surprise perks of participating in the race.  There was also a post-race banquet on Sunday and an awards ceremony followed by a no-host get together for a fish dinner.  Add to that a free week admission wrist band for pilot and crew and the $200 entry fee for a chance at a trophy and bragging rights doesn’t seem half bad.  It is in fact the chance of a lifetime for an experimental aircraft owner; a chance to participate in something that will be remembered the rest of your life.  The richest person can’t buy that kind of experience if the race doesn’t exist – thank you EAA and special thanks to Eric & Sarah Whyte and their dedicated race facilitating team.  

 

At 0900 Sunday morning we had another mandatory briefing before the actual race start.  There were several classes so the planes were lined up for launch in classes with the fastest class first.  Each plane was told to taxi into position and takeoff at the pilots discretion.  The officials had told us at the morning briefing that the expected discretionary response was to begin the takeoff roll when the plane ahead rotated.  Jeanine and I were in Racer #71 and we were released right behind a Sea Wind.  The race-time for each airplane began at the departure end of the runway. 

 

When we were airborne I kept the nose down to keep the Sea Wind in sight and to build speed before the timing started.  The Sea Wind did not turn on course immediately after time start so I turned inside him on a magnetic course of 305 degrees for the first “pylon” turn on the intersection of runways 36 and 7 at the Whiteside-Bittorf (SQI) airport by Sterling and Rock Falls, Illinois.   I eased up to 2,000 ft MSL and watched the Sea Wind off to our left.  We were gaining on him and would pass him at this rate.  Everyone had been talking about staying low during the race but I had checked and rechecked the winds aloft at 3, 6, 9 and 12 thousand feet and the strong headwinds were forecast to be lowest at 9,000ft.  My plan was to pull the nose up slightly so as not to lose any more speed than necessary and creep up to the advantage to be had at 8,500 ft.

 

As the plane climbed the groundspeed started decaying alarmingly but I told myself this is consistent with the forecast the headwinds will be lighter above - stick with the plan.  By the time I had reached 6,000ft. I could not remain slowly climbing in the teeth of the headwind any longer and I pulled back the stick for a faster climb and some relief.  The ground speed dropped to 102 kts.  As I approached 8,000ft the ground speed started increasing slightly and as I leveled off  I expected to see it climb far above the 157 kts I had seen at 2,000 ft. and the sacrifice would be justified.   It was not to be; 137kts was the highest speed I saw.  After a couple of minutes in steady state low ground speed I pulled to plug on the idea and started down.  I didn’t want to burn all of my potential energy in one big fast drop so I descended at whatever rate gave me 160kts.  All this time I had been listening to the race frequency and some of the up front screamers started broadcasting their approach to the first turn.

 

I heard one RV-4 broadcast that it had a problem that an area of the upper cowl had been sucked in and it was going to land on a grass strip.  The trailing safety plane – a Twin Comanche identified as Race 6 – acknowledged the report but said landing at the grass strip was not going to be an immediately supportable situation.  A short time later the pilot of the RV-4 said the cowl had come back out and it would be able to continue without landing.

 

When I leveled off at 2,000 ft again we still had not reached Kankakee.  For safety and self-preservation, everyone was broadcasting the position and altitude that they would be passing over the airport.   Through this process I learned that I had re-passed the Sea Wind and it was approximately a mile behind.  My ground speed was again nibbling at 160kts.

 

I started preparing for the arrival and turn at SQI.   We had to change frequencies for communicating with the turn timing officials on the ground.   When Jeanine and I were less than 6 miles away, Racer #72 made the required broadcast 5 miles prior to turn at SQI.  I made our report seconds later.   The required turn procedure was to descend to less than 200 ft. above ground level (the lower the better) while turning 55 degrees right to align with runway 36, fly directly up the centerline to the intersection with runway 7 then turn right 45 degrees for Rockford, Ill where pylon turn #2 was located.   As I made the mandatory 1mile approach call for the turn I saw Racer #72 dropping low and lining up for the pass.   I was doing the same and we were both tearing down the runway at the same time with our racer #71 on the right.   We passed 72 while still over the airport and I can’t tell you how good it made me feel.  It meant that at least two planes were behind us.  Such are the shameless thoughts of a tail end Charlie.

 

As we climbed out of SQI for the 38 mile leg to Rockford, I could already see the twin nuclear power plant cooling towers that serve as the initial reporting point for pylon turn #2.  I noted that our ground speed had climbed to 183 kts with this change in direction.  At the Rockford turn we were to drop down as low as possible for media coverage and fly down the centerline of runway 7 to the second intersection taxiway then turn hard left to avoid the large cargo ramp and avoid flying over the downtown buildings.   Failure to avoid either would result in disqualification.  Paul R. Searles took our photograph as we made the turn.

 

After we made the avoidance turn I saw another racer off to our right.  You can imagine the joy in the cockpit of #71 as we passed a side-by-side canard style racer.  There were 90 nautical miles left to the finish line.

 

When I tuned in the race frequency after leaving Rockford, I heard racer after racer reporting at 5 miles and 1 mile to the finish.  Our excitement wasn’t over.  The finish line was at a private strip south of Fond Du Lac marked with a “U” on the Chicago Sectional.  It has no name and it is not in the GPS database so I had plotted the point on the Chicago Sectional and put it in as a User Waypoint.  At one of the pre-race briefings they gave us the exact lat/long but the difference from what I had plotted was down in the decimal part of the minute values so I stuck with what I had.   At the northeast corner of the property is another building that we would be disqualified for flying over.  In the area where the runway should have been I saw a straight stretch of concrete squares with a half circle at each end but it had no markings.  We were roaring in at well over 200 MPH but I could not be certain that the concrete was the runway we were to fly down for the finish so I called 1 mile in the blind and pressed on.  At the last instant I determined the building location was correct and there were no other runways in sight so this had to be it.  I had to deviate right to the south end of the runway then drop the left wing and dive for the runway threshold.  We were essentially vertical to make the turn but we still overshot a little and I had to keep the turn going to get the runway center.  We were level, stable, low, fast and centered at or very near the approach end of the runway.  As we continued I saw the marked finish line ahead and I knew we had it made.  As we pulled up I heard an ominous irregular thumping and both Jeanine and I were concerned.  We continued sedately to the recovery site at Fond Du Lac.  The upper rear portion of the rubber seal had blown out of the gap between the wing closure strip and the fuselage and it was banging on the skin.  This had happened during the airplane’s test process at really high speed and I had glued it to the strip.  That was adequate until this experience.

 

We did the group fly into Oshkosh and learned later that we had indeed finished last in the RV Blue (360) class.  Bad for sure but at least we were not the absolute last plane in the race, I’ve been there and believe me that is worse.   It would have been worse if I had not installed the Altrak and Pictorial Pilot from TruTrak – they worked perfectly.  I also learned later that Race 72 had four broken hinge links in one side of the rear cowl attach.   At race speed it was forced out of the mold line and the other side was allowed to cave in.  At slower speed it returned to its proper shape and was able to continue – in other words I would never have caught Ms. Bobbie Boucher if she had not been forced to slow down.  Then there was Racer #58 Tailwind that had to slow down to make its fuel last because of the strong headwinds on the 280 nautical mile, first leg.  The other five we beat may have similar sad stories but I don’t care as long as they are safe, their planes didn’t get hurt and they took more time to get from Dayton to the finish line than we did.  It’s a tough event.  - Bob Axsom Racer #71.

 

U.S. Air Race Inc. National Air Races - Beech, Cessna and Piper Trophies – Bob Axsom   Speaking of races U. S. Air Race Inc. is putting together the National Air Races on September 23 through September 30 that gives almost every regular pilot an opportunity to race competitively. There are three races actually and they are all handicapped to give everyone a shot at winning. One race is a 300 mile triangular race out of Mesquite, Texas near Dallas on Sunday September 25. All electronic nav aids will be blocked for this race and you have to fly the course and find the turn points using charts and pilotage. There is also a race following the exact same format out of Monroe, North Carolina on Friday September 30. In between there is a 1,800 mile race with all nav aids available starting on Monday September 26 at Mesquite, Texas and ending on Wednesday September 28 at Monroe, North Carolina. You can enter one, two or all three races and pay the entry fees accordingly. There are trophies for all three races and cash prizes as well as the trophies for the long one. I have entered our RV-6A in all three races and it is the only experimental currently entered. Jay Blum had entered his Long EZ but if you saw his smiling photograph on the inside rear cover of the AirVenture Cup Race Program you know he was killed in a formation flying accident on July 10. It would be good if we could get some more entries. The web site is http://www.us-airrace.org. If you look at the "events" link there you will see much more is going on for the participants than the racing.

 

Manufacturers Beechcraft, Cessna and Piper have stepped forward to inspire participation by pilots of their products in addition to the trophies and cash prizes being awarded by the race organizers.  These are the announcements I found at the website:

 

July 22, 2005
The U.S. Air Race welcomes VAN BORTEL AIRCRAFT,INC. as a sponsor of the 2005 National Cross Country Air Races. Cessna's by Van Bortel is the premier Cessna dealership in the United States. Mr. George Van Bortel is sponsoring a pair of trophies to be awarded to the Highest Scoring Cessna entry.

July 3, 2005
The U.S. Air Race, Inc. welcomes Piedmont-Hawthorne, Inc/Garrett Aviation/Associated Air Center as sponsor of the Highest Scoring Beechcraft Trophy for the 2005 National Air Races. The world's largest Beechcraft dealer is pleased to honor the Beech pilots who can go the distance and have the right stuff.

The big question is....will it be one of the "Battling Barons" that takes the prize or will a very special Bonanza from Florida smoke the field. Maybe this will be the year that 1998 event winner Nancy Toon flies her own Beech Duchess! XC racing counts many loyal Beechcraft owners in it's ranks. If you fly a Beech, join the camaraderie and go for those trohpies.

June 30, 2005
The U.S. Air Race, Inc. is pleased to announce New Piper Aircraft is again sponsoring trophies for the Highest Scoring Piper entry in the 2005 National Air Races. New Piper Aircraft continues to build on its solid reputation and proudly recognizes the accomplishments of their loyal owners with this special award.

Cross Country Air Racing is a complete test of all pilot skills. The aircraft flown in these races are, for the most part, the owners personal planes. Piper has been well represented over our 10 year history. Winning teams have flown Piper Lances, Piper Comanches, a Piper Cherokee, a Piper Arrow and a Piper Geronimo. Competing Piper models have ranged from a 1947 Clipper to a shiney new 2003 Saratoga.

New Piper awarded two very spectacular trophies...they were huge...in 2004. Reports are, New Piper plans to make the winners in 2005 very happy with their awards. If you fly a Piper....here is one more reason to join the fun in September.

New Membership – If you are reading this newsletter and you are not a member but would like to be, please apply through the website http://www.eaa732.org or contact Chip Gibbons at the address listed below.   Annual dues are $15.  Make checks payable to “EAA Chapter 732” and give the check to the Treasurer, Chip Gibbons at the next Chapter Meeting or mail them to:  Chip Gibbons, 15480 See St., Rogers, AR 72756.

 

Chapter Website and Data Maintenance - Our website Http://www.eaa732.org is definitely one of the key features of our Chapter and can be a powerful tool for communicating with the membership and the public.  We depend on you to maintain your information (photograph of yourself, projects, completions, other aircraft, address, phone number, e-mail address, etc.).  If you have problems call Barry West, 479-267-5545) he is a wizard.