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EAA TULSA CHAPTER 10APRIL 2001NEWSLETTER
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| EAA Air Academy Dues Date BVO or Bust Who Brings Snacks? Calendar For Sale Batteries Biplane Expo Postponed Work day at the Hangar Lorin & Mary Wilkinson's new home! |
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EAA TULSA CHAPTER 10APRIL 2001NEWSLETTER
|
| EAA Air Academy Dues Date BVO or Bust Who Brings Snacks? Calendar For Sale Batteries Biplane Expo Postponed Work day at the Hangar Lorin & Mary Wilkinson's new home! |
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Editor's note: The following article is from the Union School District
Newspaper - The Communicator. It is about the young man we selected to sponsor
for the AIR ACADEMY class at Oshkosh last year. It appears the committee that
evaluated the candidates made an excellent selection.
There was also a similar article about Rich in the OKLAHOMA FAMILY MAGAZINE.
Chapter 10 should feel proud that we may have had an influence on this young
man's life.
Rich Ellis, a junior at union high school and a student in Tulsa Technology Center's aircraft maintenance program, earned his private pilot's license on December 3,2000, and can now be found behind the controls of his own airplane-a Rans Coyote S6-ES. Ellis, with the help of his father, built the experimental two seater, nicknamed "BlueBird". Completing construction on the plane last spring, Rich flew it on its first long-haul trip in August to Oshkosh, Wisconsin, Where he participated in "AirVenture 2000", an annual air show attended by aviators from across the world. Ellis and his family have attended the event for several years and he is a 1999 graduate of the AirVenture flight academy; however, this summer's trip represented his first solo flight to the festival.
As an Eagle Scout, Rich has also enjoyed sharing his knowledge of aeronautics with others. He helped organize and is actively involved in Air Scouts Post 14, an Explorer unit sponsored by Spartan School of Aeronautics at Jones Riverside Airport, Rich, who says he first took the controls of an airplane when he was "too short to see over the dashboard," is working toward completion of an aircraft and powerplant (A&P) license at Tulsa Technology Center's Riverside campus. He is also a member of the Union High School jazz band, is an Eagle Scout and enjoys a variety of adventurous hobbies - including flying, scuba diving, rappelling, rock climbing and sailing. Rich's future plans include studying business or music in college and owning his own aircraft maintenance shop.
Editor's note: (again) Sadly, we will not be sending a young person to AirAcademy this year. No one stepped up and volunteered to serve on the selection committee.
The dues date has expired and if you did not pay your dues yet, you will not
be seeing this. If one of your friends says he did not get the newsletter this
month, ask him if he paid his dues.
Back
to top
by Lorin L. Wilkinson
(Check out Lorin's beautiful
Hatz!)
The time has come, the pelican said, to speak of many things. Of fuel and winds and MEA's, and airplanes with two wings.
After seven years of loving labor my Hatz biplane was finally finished,
inspected and certified on 26 November 1999. Eager as I was to make the first
flight and then get on with the flight test program, these would need to wait as
I was scheduled for surgery on my lower spine in early December. The first
flight was further delayed by my marriage to Mary Jones on 2 February 2000 and
finally took place on 22 February 2000. I had numerous volunteers ready to help
with the flight test program but I elected to stick with one other pilot, Gary
Fasnacht, as he had also expressed the desire to make another pilgrimage to
Biplane Expo at Bartlesville, OK the first week-end in June. He had made this
flight the year before in a Stearman owned by a mutual friend, Ron Smyth.
During the flight test program there were a few small glitches that needed
attention but mostly it went quite well if you discount the Pacific Northwest
weather during the early part of the year. Whenever the rain paused we would
bundle up and add a few more minutes and hours on the tach. If you have ever
flown in an open cockpit aeroplane you are well aware that the air conditioning
always works extremely well. Our electronic tachometer did not and required a
change to a tach generator and a new instrument. We made several pitch
adjustments to the ground adjustable propeller until we had just the right
compromise between climb and cruise. All the attention and patience during the
building, assembly and rigging paid off in nearly hands off flight. The vertical
fin had not been off-set quite enough and although it was adjustable I did not
relish having to make new aluminum fairings for the fin/fuselage juncture once
the fin had been moved. I also did not care to add an ugly tab to the rudder so
I solved the problem the easy way, I changed the return spring on the left
forward rudder pedal to a slightly stronger one, eureka, it works just fine!
Thursday, May 25th I drove Mary to the Fasnacht's where she and Sharon Fasnacht
left for SeaTac to catch a SouthWest flight to Tulsa by way of Kansas City. Gary
and I returned to the Flying B, stowed our personal gear and made ready to
depart. Rain was expected that afternoon and for the next three days. You could
see it up to the northwest already, so we lost no time in getting ready to
leave. There was another weather system out ahead of us that we did not want to
catch up with so we were flight planned only as far as Pendleton, OR the first
day, a distance of 218 miles.
We were airborne at 12:30 PDT to the northwest toward the threatening skies,
made a turn to the southeast climbing toward 14,400' Mount Rainier just 39 miles
away. I was flying the first leg and Gary, in the front pit, was doing the
navigating and sight seeing. We were over familiar territory noting the small
towns that had airfields where we had landed many times as we headed for White
Pass, our route across the Cascades. Level at 7000' we slid along the south
flank of Mount Rainier and across Tieton Lake and the Forest Service emergency
landing field on it's shore then on to Yakima in eastern Washington and the
mighty Columbia River passing through the Tri Cities. The rest of the flight was
over rolling wheat land and ranches to Pendleton Regional (1497'msl). The
airfield sits on a bluff overlooking the town and the Umatilla River. We landed
at 14:42 and added 2:12 to the log.
While refueling at Pendleton Aviation, which also supplied us with a courtesy
car, Harold Nelson, owner of Pendleton Aircraft Service, drove up and began
asking about the LOM engine I had in the Hatz. While showing him the engine
installation he hinted broadly at wanting a ride. We had decided that we would
not offer rides during our trip or it might take us a week to get to Tulsa. We
had to discourage Harold. He said that he surely would like to hear the engine
run and if we would taxi down to the EAA. hangar we could put the Hatz inside
for the night. I started to tell him that we would appreciate that very much but
he was already climbing into the front pit, suggesting that I drive his pickup
down to the hangar. Gary fired up the Hatz, Harold grinned broadly, and I
followed them down to the E.G.. hangar. It was quite large and held a number of
aircraft and projects. There was a sign indicating that a $5.00 donation to the
Chapter would be gratefully appreciated for overnights. It was worth the price
of admission.
We were up early, the sun welcoming a beautifully clear day. After loading our
gear I clambered into the front pit for my first flight in that seat. I had been
in the front pit numerous times during the building but never for more than a
short time. I was thankful for the two inches of additional legroom I had added
to the front cockpit in my Hatz. Gary had us airborne precisely at 08:00 and
climbing smartly in the crisp morning air. We headed southeast at 5500'
following I-84 as it snaked it's way up the slopes of the Blue Mountains to
Meacham Summit at 4193' then on over LaGrande, OR in the Thief Valley. Off to
the east the hills rose up to the Payette National Forrest and the Hells Canyon
National Park, a very scenic ride indeed. We continued southeast down the long
valley across the Powder River and Baker, OR and many cattle ranches, mostly
Black Angus breeders like the famous Thomas Angus Ranch at Baker. We picked up
the Snake River at Payette, ID then crossed over Ontario, OR and on into Nampa,
ID (2537'msl) for fuel. We landed at 11:06 MDT adding another 2:06 and 196 miles
to the log.
After refueling and a hearty and healthful snack of two oatmeal cookies, a
Snickers Bar and a cup of coffee we saddled up for the next leg which would be
our last for the day as we were catching up to the weather ahead. It was my turn
to drive so Gary snuggled into the front cockpit with the charts and his camera.
I taxied out and took off to the northwest then made a left turn out to the
south to clear the Boise International traffic area. Once clear we turned to the
southeast on a straight line toward Glenns Ferry, ID. I-84 meandered along
beneath us through wheat land, ranches and farms. At Glenns Ferry we crossed a
bend in the Snake River and headed due east toward Pocatello, ID where we had
planned our next overnight stop. Our sectional charts no longer showed any
green, only tans and browns and the browns were getting darker at that. We were
cruising at 7500' msl.
The highway angled off to the southeast just before Gooding, ID and we began
crossing a long stretch of lava beds and sand dunes. Our only company through
this desolate real estate was a railroad track that also angled southeast after
a bit. There were a few isolated ranches and a few dirt roads, all of which
seemed to run 90 degrees to the prevailing wind, which by now was becoming quite
noticeable. Our ground speed was up to 120/125 with 95 indicated on the A/S and
it was a bit choppy. We crossed over a 2200' dirt airstrip called Bear Trap
(4716'msl) and, of course, the wind was about 70 degrees to the runway heading.
American Falls Reservoir was in sight and Pocatello Regional was on the far
shore. We gave the tower a shout and they informed us that the wind was from
230/240 degrees at 20 gusting to 30 favoring runway 21. It just had to be my
leg. The tower cleared us for a right turn in and to call on base. We did so and
we were cleared to land and, he just had to repeat the wind for my benefit.
I lined up with the left half of the runway and corrected a bit more into the
wind as we crossed the end of the pavement. I don't know that the 2 or 3 degrees
made any difference but I felt that I had to do something. The wheel landing was
one of the better ones I have made, probably because I was really working at it
in that wind. Once on, we tracked right straight down the runway keeping the
tail in the air until the speed bled clear off. She taxied like a lady to the
ramp where we refueled at AvCenter then shared a hangar with two King Air's and
a Mooney. This one cost $25.00 but I was glad to pay it. We landed at 15:53 MDT
covering the 218 miles in 1:53 for an average of 116 mph. Most of the leg was
flown at 90 mph indicated because of the chop. The wind had been off our right
quarter. Time for an attitude adjuster and a decent meal.
It was Saturday morning, May 27th, beautiful clear skies and a very light
breeze. It was cool at 4448'msl for our 08:00 take off. It would get a lot
cooler as the morning progressed. It was Gary's turn to drive and he pointed us
to the southeast climbing through a gap in the hills toward Inkom, ID. Here we
turned south through a narrow valley with 9271' Bonneville Peak to the east and
a smaller 8700' hill to the west. Fifteen to twenty miles south we turned due
east through a gap in a north/south ridge. We crossed a narrow valley then
through another gap in yet another north/south ridge in the nine thousand-foot
range and on to Soda Springs where the airport sits at 5839' msl. The
mountainous scenery is breath taking and there are ranches and small towns in
the valleys. Surprisingly there are ample places for a forced landing in between
the occasional airfield should one become necessary.
At Soda Springs we headed south/southeast to Bear Lake with an airfield at 5928'
msl. Eastward into the sun and flying at 9500' msl, it is a bit chilly and I am
glad to be dressed for it. We crossed into Wyoming five miles north of the
Utah/Idaho corner then over Cokeville, WY with an airfield at 6270' msl. It is
paved but only 3400' long so a landing would be possible but a take off would
take a bit of doing. From here we crossed another range of hills that rose to
over 9000' and find Kemmerer, WY, field elevation 7282' msl. From Kemmerer it is
downhill for eighty miles to Rock Springs, WY elevation 6760' msl where we
landed for fuel and a stretch. The 234 mile leg took 2:00 with a ground speed of
117 mph while burning 16 gallons of fuel. We made 105 mph true at altitude and
landed into a 12 mph wind on runway 27 and the air was delightfully smooth even
though a bit cool. I am sorry now that I decided against bringing the video
camera.
Our stop in Rock Springs was very brief, as we wanted to make three legs on this
day to be sure of reaching Tulsa on Sunday barring any unforeseen delays. After
fueling and a pit stop we were on our way again with me at the controls. The
take off roll was normal in spite of the elevation due to the 12 mph wind and
the very cool air. We did a downwind departure, heading due east. Our four-lane
landing strip, I-80, meandered along under our left wing and I wondered what the
18 wheel drivers were thinking as we cruised by overhead. We were flying over
high desert country with occasional ranches and spotted with oil and gas wells.
There were a few refineries and several large, coal fired steam-generating
plants along the way. They could be seen a long way off and it seemed hours
instead of minutes to reach them. As we crossed over Rawlins, WY, I wondered how
the pioneers in their covered wagons ever traversed this country with its
ravines and plateaus strewn with boulders and no roads of any kind. The airfield
at Rawlins is at 6813' msl, we were going up hill again.
Elk Mountain, elevation 11,156' looms on the horizon and we set a course just to
the north. We were now flying at 11,000' msl partially due to the terrain but
also due to a very annoying chop that increases and decreases in intensity. With
Elk Mountain behind us and Laramie, WY. (7278' msl) off our right wing we set a
course for Cheyenne, WY just beyond the final ridge of the front range of the
mighty Rocky Mountains. As we topped the ridge with Cheyenne in sight we began
our decent into warmer air. We landed at Cheyenne logging 2:12 for the 234 miles
and an average ground speed of 106 mph while indicating 95 mph in cruise. It was
time for lunch and a good stretch.
Editor's note: Next month we will continue with Lorin's fine article about his trip from Washington State to Tulsa in his Hatz Biplane. Quite an adventure and a very well written and interesting article.
Below is a list of who brings snacks for each meeting. The pressure is really on the I-L's for April because the G-H's brought really good stuff for the March meeting.
January A-C
February D-F
March G-H
APRIL I-L
June M
July N-P
September Q-S
October T-V
November W
1st Monday Each month Board Meeting at the chapter hangar at Gundy's 7:00pm
2nd Monday each month Newsletter Folding at the hangar - Gundy's Airport 6:30pm
3rd Monday each month Chapter 10 EAA meeting at the hangar - Gundy's Airport
1st Saturday each month Ponca City Aviation Booster club Breakfast Fly-In.
1st Saturday after 3rd Monday - each month Pancake Breakfast -
Gundy's Airport
April 28 Work Day At the EAA Hangar
8-12 noon Hamburgers to follow.
May 20 EAA Chapter 10 Annual Picnic 1:00
at Gundy's Airport.
June 24 Sandridge annual Hamburger fly-in
Aug 20 EAA Chap 10 Watermelon Feed/mtg.
Dec 08 EAA Chap10 Christmas Party.
1984 Pientenpol (GN1) Aircamper,
A-65 Continental TT 760 SMOH 100
100 TT Airframe, Metal Prop
$7900
David Cash 274-9909 or
Phil Hart 272-1064
Great Home at Gundy's: Immaculate 2300 sqft 2 story, 4bedrms, 2&1/2
baths, game room, 1&1/4 acres. Nice hangar with a full bath.
Call Sallie -- 272-7255
Building Lot at Gundy's: Last one available to build a home with Airport
Access. Nice Cul-de-sac.
Call Sallie - 272-7255
Mark will email a notice to each member who chooses to use the WEB version of the newsletter a note stating that the newsletter is ready and on line. Of course those who do not opt for the WEB version will continue to get a hard copy.
The chapter encourages everyone to opt for the WEB version rather than the hard copy.
Please send me an email to scoltharp@aol.com stating that you want to use the WEB version of the newsletter if you opt for it.
One advantage of the web page based newsletter is that we can finally have good quality color pictures of airplanes and activities.
by Lorin Wilkinson
I have discovered a new source for the Panasonic, Sealed, Lead Acid batteries
that are essentially a gel cell battery. They may be mounted in any position and
do not require a battery box nor a drain. They are a 17ah battery and will crank
a Lyc. like crazy. They measure 6" x 8" x 3" and weigh 14 lbs.,
half the weight of a Gill gel cell. The best part is the price: $29.95 plus
shipping. The part number is: LC-RC1217P. Contact: Universal Battery Corp., 4300
Wiley Post Road, Addison, TX. 75001, phone: 972/387-0850. I have two of these in
tandem in my Hatz for the 28v. system and recommend
them highly.
Lorin
Due to airport taxiway work at the Bartlesville airport this year it has been decided to combine the Biplane Expo with the Tulsa Fly-In in the fall this year
by Bhrent Waddell
This winter we have enjoyed the series of interesting programs that Bart
Dalton has scheduled for Chapter 10 meetings. The attendance has been very good,
and the comments from the membership have been very complimentary. As a Chapter,
we are very fortunate to have our own hanger where we can meet and enjoy these meetings during the winter months. Now that spring has
arrived, it's time to give the hanger a little TLC. Saturday, April 28, is
scheduled as a workday to clean and make some minor repairs to the hanger. The
projects for the day will include cleaning the inside, painting a few posts,
patching the roof leaks. Gravel has already been added to the parking area so that project has been completed. We'll start at
8:00 a.m. By noon we should be able to cook some hamburgers and have a
nice lunch!
Hello Again...
Mary and I would like to report the progress on our new home and hangar at
SkyHaven. The home is essentially complete with a bit of wallpapering to be done
along with the installation of some appliances, finish plumbing and the
carpeting. We are hoping for an early May completion. We poured the slab for the hangar on May 5th and the
building should be completed by the time we move into the house. The 60' x 80'
hangar will include a small office and a shop area. The sod runway at SkyHaven
is only 100' x 4400' so use caution when flying in. There is a large blue water
tank on the south-west corner and a microwave tower on the northeast corner. It
is located 1/2 mile west of I-75 near metropolitan Vera, OK on the Washington and Tulsa
County line at 186th N. (4100 Road).
Lorin & Mary Wilkinson
Lorin and Mary's new house going in at SkyHaven Airpark
WITH THE HANGAR SLAB BEING POURED
Oh!! the joy of living on an airport
Contact our chapter officers by e-mail
President: Bhrent Waddell bwaddell@tulsa.oklahoma.com
Vice President: Bart Dalton Planenutts@Worldnet.att.net
Treasurer: Craig Loomiller ccaloom@webzone.net
Secretary: Jerry Vaughn GVAUGHAN48@AOL.COM
EAA Chapter 10 Home Page
E-mail:eaa_chap10@yahoo.com
URL:http://www.eaa10.org/Newsletter/2001_04/index.htm
Contents of the EAA Chapter 10 newsletter and these web pages are the viewpoints of the authors. No claim is made and no liability is assumed, expressed or implied as to the technical accuracy or safety of the material presented. The viewpoints expressed are not necessarily those of Chapter 10 or the Experimental Aircraft Association.