Next Meeting

Our next meeting will be Monday, July 20th at 7:30pm.
Snacks: Last names starting with N - P.

Table of Contents

• President's Report for July 2009
  • Tulsa Fly-In cancelled for 2009
  • July Program
  • TASM outing a success
• Board doings and then some!
  • Hangar Maintenance
  • Tulsa Fly-In Canceled for 2009
• FAA Issues New Advisory Circular for Vintage Aircraft
  
  
• Flying a 1909 Bleriot
• Breaking In Helicopter Pilots To Fixed Wing Aircraft
• Ex-Pilot's House (Eat your heart out!)
  
  
• Items For Sale
• 2009 Calendar Of Events
• Who Brings Snacks????
• Web Page Newsletter

President's Report for July 2009

by John Nys

Tulsa Fly-In cancelled for 2009

For those that haven’t heard, the Tulsa Fly In has been officially cancelled. The resurfacing of the runway, which was supposed to happen last year, and caused the fateful move to the worst weather weekend of the year and subsequent cancelation of Tulsa Fly In 2008, is now under way and will not be completed in time for Tulsa Fly In 2009. Charlie Harris vows we will be back in 2010, bigger and better than ever. There is hope we can have a smaller local gathering, on or near that weekend. More on that later.

July Program

Our program for this month will be Art Saunders RV 8. He has been flying for several months, I believe the time is flown off, and all the little problems solved. For those that attended the Sand Ridge Burger Bash, he was the unpainted RV 8 parked in the row just in front of my RV 10. It is a very good looking airplane. A polish job and military markings are still in the works.

TASM outing a success

Last month’s Air Museum outing was a success. We had seven airplanes there on each day. Saturday was extremely hot, and most of the people weren’t staying outside for long. Thank you everyone who donated your time, and especially Jim Gallaway, who put the whole thing together, and came out both days.

Our meeting is Monday, July 20, 2009. Oshkosh starts one week later. If you need info, a ride, or just want to talk about the greatest airplane show on earth, come join us.

Our next regular meeting is Monday June 15th, 7:30 P.M.

Thanks,

John Nys
President EAA Chapter 10

Board doings and then some!

by Terry Boswell

Hangar Maintenance

The Board decided to delay repairing our roof due to a more pressing need: toads in the bathrooms. We plan to apply some weather stripping to the doors in an effort to block their entry into our WC’s. This request was pressed upon us by our fairer members. We will work on the roof in the early fall when things cool a bit. Stay tuned for more on this endeavor.

We do appreciate the volunteers who mow around our hangar as this keeps the grass low enough to not damage fairings.

Tulsa Fly-In Canceled for 2009

Charlie Harris reported the Tulsa Fly-In that is usually held at Bartlesville in the fall will be suspended this year as a contract has finally been issued to resurface and extend their runway to accommodate larger aircraft. There is a chance we will see a one day fly-in at Claremore’s airport to substitute for the three day event at Bartlesville. This will be coordinated with their last Saturday of the month fly-in with lunch. If you haven’t tried the Claremore Airport you should. It has 5400’ and adequate facilities. Its runway and taxiways will be resurfaced in the near term.

Our own Craig Loomiller won his glider association’s Per Ardua Award for his efforts with their Newsletter.

Jim and Roxanne Smith with their Zenith 750

Our appreciation is extended to Jim Smith for bringing their recently completed Zenith 750 for our June meeting. His recommendations for construction of this light sport aviation craft was superb. For your review, a photo of Pilot: Roxanne Smith, Extraordinaire, and Crewchief: Jim Smith.

FAA Issues New Advisory Circular for Vintage Aircraft

July 2, 2009

In a move intended to help keep vintage aircraft safely maintained, restored and flying, the FAA has issued new Advisory Circular AC 23-27, Parts and Materials Substitution for Vintage Aircraft, dated May 18, 2009. The AC, created by the FAA’s Small Airplane Directorate in Kansas City, Missouri, was a joint effort by the FAA in consultation with industry representatives including EAA and EAA’s Vintage Aircraft Association.

The publication gives guidance to both owner/restorers and FAA aviation safety inspectors when collecting information needed for an FAA approval when parts or materials used in the original construction of the type-certificated airplane are no longer available, or newer, more appropriate materials are now common and would be more appropriate to be used when repairing or replacing components.

EAA regularly works with the Directorate on matters related to small aircraft certification, including the recent Part 23 Process Certification Review. This AC, an outgrowth of the FAA’s recognition that obtaining exact original parts and materials was becoming problematic for aircraft restorers and owners, is one example where the agency has reached out for industry input to resolve a problem and EAA stood ready to help. When asked to comment about the process of creating the AC, Kim Smith, the manager of the Directorate, highlighted the cooperation the FAA received: "It is a great accomplishment to proactively work together and make it easier for owners to enhance the safety of their vintage aircraft."

The advisory circular details the level of information needed to document a part or material substitution, and while it is not intended as a “how to” manual, it does give specific examples of the types of changes that can be made with a simple logbook entry. Examples shown in appendix 1 include the use of ANSI specifications for bearing substitutions, or the use of generator or alternator belts made to an SAE specification.

Also detailed is the AC is the use of the same series of batteries in a particular airplane. If your airplane takes a series 35 battery, but your vintage aircraft is not on the PMA list, you do not have to obtain an STC to install the battery, as long as it weighs the same (plus or minus one pound) and it’s form and fit allows you to install it without modification to the original installation. Installation of a same series battery is a minor alteration, and becomes a simple logbook entry with the information needed in the entry spelled out in the advisory circular.

In appendix 2, clear guidance is also given regarding the substitution of 4130 steel instead of older, milder steel specifications in both nonstructural and structural applications. Of course, structural modifications or repairs are still considered major repairs requiring FAA approval, typically done via an FAA Form 337.

Only gliders, or fixed-wing aircraft powered by reciprocating engine(s) which are unpressurised and have a certificated weight of 12,500 pounds or less, and which were certificated before January 1, 1980 (and follow-on type certificated models of the same aircraft) as well as those certificated under Group 2 Memos, (and ATC aircraft certificated by the Department of Commerce) are eligible for parts and material substitutions using AC 23-27 as approved data. Also, the change cannot cause a perceptible change to the certification basis for that particular airplane.

It is expected that this AC will be a living document, amended as new examples of parts and materials substitutions come to the attention of the FAA. While there is no set schedule for the revisions, the FAA’s Small Airplane Directorate is responsible for the creation and oversight of the AC.

If you have suggestions regarding the incorporation of other parts and material substitutions, send them to:

FAA Small Airplane Directorate
Attn: ACE-100/AC23-27 comments
910 Locust
Kansas City, MO 64106-2641

Flying a 1909 Bleriot

by Capt.Hugh Schoelzel

Former TWA Captain Hugh Schoelzel is now the head guy at Old Rhinebeck [NY] and has been responsible for totally reorganizing the operation over the past couple of years to put it back on a sound footing. If you’ve never been there it’s quite worthwhile for a trip back in history and witnessing what the “barn storming” and WWI pilots experienced.

It was my honor to fly this original 1909 Bleriot this week. It is the oldest flying airplane in the country, second oldest in the world. Its sister ship was the first airplane to cross the English Channel, also in 1909. It has an original Anzani engine, which has been powering it for 100 years. Since it has no flying instruments, I have no idea how fast it flies, but would guess something around 30mph. It uses wing warping for roll control, which is marginally effective at such slow speeds. The rudder is small, but produces adequate yaw, albeit somewhat delayed after control input. Pitch control is similar to modern light airplanes when flown at absolute minimum speeds. The 35 hp engine starts and runs well, but having only three cylinders fires every 240 degrees of rotation, which is to say it is not the smoothest. Who knows how much horsepower it still produces? There are neither brakes nor any way to steer it effectively on the ground, so wing walkers are necessary. It barely makes enough speed to takeoff, and with its highly cambered airfoil seems to levitate as much as fly. In flight it feels like I imagine a butterfly would, affected by the slightest wind change. The margin between stall and level flight is only a couple of knots. Drag is very high, so it descends quickly with either less than full power or minor excess pitch. It lands nicely, but with little control at such minimal speeds. Built just six years after the Wright brothers first flew, it is an amazing accomplishment for Louis Bleriot to have flown across the English Channel in an identical airplane. Sitting in its wicker seat, surrounded by an incredible century of history and patina, and flying with the same sense of anticipation of the unknown as Louis Bleriot, was humbling and an honor.

Judy and Terry Boswell were stationed at Stewart AFB, NY in the late 60s and often viewed their Saturday program of vintage and WW I aircraft. Two photos are presented below, one of the Bleriot and the other of the throttle. In that day engines ran at full RPM or were retarded by turning their ignition off. This added to the mystery and difficulty of flying one of these creatures.

Breaking In Helicopter Pilots To Fixed Wing Aircraft

by Humphry R Glocko

When I served in the F-15 wing at Luke AFB there was an element of three UH-1 Huey helicopters for range support and crash recovery. Never mind that the F-15s did not fly air to ground, the sister wing of F-16s did and needed all the help they could muster.

The young group of helicopter pilots took great delight in teasing me about my inability to complete the final tuck necessary to land. I just never mastered the cyclic and collective as well as the stick, rudders and throttles. The process of hovering before takeoff was not an issue nor was flying to a given destination; the process of landing was beyond me, however.

One especially eager Lieutenant really bore in on me so I casually asked if he had ever experienced a flight in the F-15. “No, can you get me a ride?” was his reply. I said, “Lieutenant I can get you a ride but want you to have a ride that will really help you appreciate the Eagle.” (Oh, to be young and dumb again!)

At that time I was attached to the 555th TAC Fighter Sq. for training of aspiring fighter pilots. In planning for this demonstration it was necessary to choose the most difficult aerial mission possible. A brief discussion with their scheduler secured a sortie with one of their better young pilots in offensive basic fighter maneuvers or OBFM. These mission are flown before the defensive phase as it is easier to fly looking forward than looking back over your shoulder at high g’s. As his instructor we would be his target and spend most of our time looking back as he maneuvered to achieve a “kill.”

Because this was a one vs. one mission it would be simple to request a dual F-15D to accommodate the helicopter pilot hereafter referred to as the Lt.

The Lieutenant attended the complete briefing with the F-15 student. I was responsible for conducting his egress training and cockpit check out while life support helped the Lt. with his g-suit, harness, parachute familiarization and ground egress. He then followed me thru the ground preflight before strapping in. Ground procedures are rather normal so the Lieutenant never suspected what was coming.

A typical sortie usually included several similar sets up beginning with a long range radar lock-on for a simulate radar (Fox 1) shot 30° to 45° off from the stern. As the attack is pressed from about 15,000’ astern the geometry closes. The radar lock-on will be maintained as the distance is closed to 6 to 9,000’. This is a good range for a simulated Fox 2 or heat missile shot. The radar lock-on is retained as the student presses to achieve a Fox 3 or gun tracking solution. Fox 3s usually occur from 3,000 to 1,000’ with 45° to 135° angles off. As the student works thru these maneuvers I must defend and comment on his offensive flying.

Because we were on the defensive we were looking back at our student. During the Fox 1 & Fox 2 calls we would be turning at 7.5 to 9 G’s. During the Fox 3 we would be jinking to keep out of the attacker’s plane of motion. Bullets would be streamed in front of the target and drug back thru the target’s plane of motion. Jinking involves random maneuvers at high g’s. When the student can no longer keep his nose in front of the target he will perform a quarter plane procedure to reposition. At this instant the target will shift from as many positive g’s as possible to about 1.5 to 2 negative g’s in an attempt to gain energy.

Usually three set up are possible within 5 or 6 minutes. The ride back to Luke was gentle. As we exited I had to help my helicopter pilot un-strap and climb. How he managed to not get sick is beyond me.

After debriefing I asked what the Lieutenant thought. He said, “I never knew the Eagle was so physical.” Justice achieved! No more teasing either. How sweet it is!

Ex-Pilot's House (Eat your heart out!)

Items For Sale

FOR SALE BY OWNER
Glasair I/II RG
300 hrs TTAF
Lycoming O-320 70 hrs SMOH
Lightspeed electronic ignition
High compression pistons
Large rudder
Dual sliding canopys
Panel mount GPS, xponder, intercom and more
New 3 blade MT propeller
New custom interior
Extended wing tips 80% completed
Ready for your paint
$55,000
See at Gundy's (O38), Owasso, OK
Contact Mark Fridley @ 918-274-3574 or 9rmfridley@cox.net
(NOTE: remove the leading 9 to make email work)

Franklin Aircraft Engine
Model 4AC171 60 HP
37/8 bore x 33/8 stroke 6/2 C.R.
s/n 2052
17/32 venturi
Eisenman magnetos
complete
No log book
$1000
Contact Ken Smith 698-4129.

Lycoming O-235-0
T.C. 223, 100 HP, 2600 RPM, SM 1571-15
Two magnetos, no carburetor, otherwise complete.
No logbook
$1,000
Contact Ken Smith 698-4129.

Lycoming O-290-D2
135 HP, T.C. 229, no magnetos, has vacuum pump
engine damaged at L/H magneto mount area
L/H crankcase broken out
accessory case broken out
data plate is titled Lycoming Aviation Engine
No logbook
$1,000
Contact Ken Smith 698-4129

1946 Aeronca 7AC
Continental A65
6078 TT 167 TSMOH
LSA qualified
new struts, wing spars, and cover, Millennium cylinders
32K firm
Contact 918-371-2001

Acreage for sale
2.5 Acres with 330’ of Runway frontage
Airman Acres Airfield, Collinsville OK
Sets on dead end road.
No covenants.
Secluded area.
Build exactly what you desire.
$67,500
Contact Darren 918-857-2728

To list your aviation items for sale, contact newsletter editor Terry Boswell.

2009 Calendar Of Events

To add an item to our calendar, get the information to the newsletter editor Terry Boswell. See the contact info on the home page for e-mail, phone, and mail addresses.

Recurring events

Who Brings Snacks????

If your last name starts with N through P then July is your month to bring a snack for the meeting.

Web Page Newsletter

If you would like to receive the newsletter electronically off of the chapter web site (www.eaa10.org) every month, just send Secretary Marvin Williams or our web editor Bob Minich an e-mail. This action saves the chapter money on printing and mailing costs, which in turn, helps keep your dues low. It's really simple to do. We send you a monthly e-mail notice when the latest newsletter is posted online. Just click on the provided link and you are there!