May, 8, 1999

PRESIDENT'S MESSAGE
By Chapter President Burrall L. Sanders

Chapter 72's new Young Eagles coordinator, Loyd Remus, Is currently putting together a rally scheduled for June 12. I have arranged for Steve Buss, National Young Eagles Director, to bring the Young Eagles RV6A and participate. Steve is a very gracious and friendly chap and he will be a terrific start-off for our 1999 Young Eagles Program. I encourage everyone in Chapter 72 to come out and be a part of a very worthwhile event.

I recently came across a new aviation magazine called Mountain Pilot. It is based in Englewood CO and is part of the Mountain Pilot Association. I looks to be a decent magazine. There are several good articles in the issue I read. One of those articles was written by a SuperCub pilot from Alaska about landing and taking off from water with only tundra tires. We’re not talking about a few inches of water on a runway but a river or bay of several feet of depth. According to the Author, you only need enough terra firma to accelerate to about 30 mph and then you hop off onto the water and hydroplane to flying speed. Simply reverse the procedure for landing. I am not sure I would have believed it but the article included pictures. (And a disclaimer!) Just thought you might be interested.

Happy Flying, Burrall Sanders

MEETING: Tuesday may 18, 1999 at 7:30 PM
In the Remus, Mallott, Hall, Lynn hangar.

Going South on Cessna Drive - Take the road just north of Roger Bloomfields hangar. the meeting will be in the first hangar on the right side. (tan with brown trim)

Program:
Loyd Remus & his RV4, Lee Lesher & his rv8

EDITORIAL COMMENT
by Jean Jenkins, Newsletter Editor

ODE To The Taildragger

By Mike Headrick, (CPT.CLOUD@AOL.COM)

Taildragger I hate your guts,
I have experience, ratings, and such;

But to make you go straight is driving me nuts.
With hours of teaching and the controls in my clutch,
It takes a little rudder, no less, a little too much!

You see I learned to fly in a tricycle gear,
With one up front and two back here,
She sleek and clean and easy to steer,
But this miserable thing with wires and struts,
Takes a little bit of rudder, easy, that's a little too much!

It demands your attention on take-off roll,
Or it'll head towards the boondocks, as you pour on the coal,
Gotta hang lose don't over control,

This wicked little plane is just too much,
Give her more rudder, oops, that's too much,
With a lot of zig-zagging, and the word obscene,
I thing I've mastered this slippery machine,
In fact I think I'm going to like this thing,
It's not so bad if you have the touch,
Just a little bit of rudder, easy now, not too much!

I relax for a second, and from the corner of my eye:
I suddenly realize with a gasp and a cry,
That's my own tail that's swinging BYE!
You ground looping wreck, I hate your guts,
Give her the rudder, Great Scott, that's too much!

Golden Eagles Aviation, Buena Vista
Calendar of Events

14 ^th – 16 ^th Bike Fest
21 ^th – 23^rd Skylane Weekend/Competition
28 ^th – 31^st Memorial Day Military Fly-In / Open House

11 ^th – 13 ^th CCRA Taildragger Stampede & Competition
18^th – 20^th Rocky Mountain Radio Control Rendezvous
25^th – 27^th 9^th Annual Great Western Shootout

July

23^rd – 25^th Aviat Husky Fly-In & Competition

August

6^th – 8^th Certified Flight Instructors Competition
7^th  3^rd Qtr "Wings" Flight Safety Mtg 10 AM

Bits of Wisdom Thanks to Bob Hall

Don’t drop the aircraft in order to fly the microphone.

An airplane flies because of a principle discovered by Bernoulli not Marconi.

Cessna pilots are always found in the wreckage with their hand around the microphone.

If you push the stick forward, the houses get bigger, if you pull the stick back they get smaller.

Hovering is for pilots who love to fly but have no place to go.

Then only time you have too much fuel is when you’re on fire.

1. The average time from when an aircraft is known to be missing and help arrives at the site of the aircraft is:

Feature Article(s)

THE DREAM OF A LIFETIME
LOYD REMUS RV4

As long as I can remember I have been fascinated by planes, have wanted to become a pilot and own my own plane. It was later in my life before I finally got my pilots license. Then I began the selection process of choosing the plane I would like to build. Many of the models available were eliminated because of being 6’5" tall, they simply did not work for me. Ultimately I chose the RV4 because it would accommodate my height, pleased my taste and fit in the budget.

Finally at the Annual EAA Fly-in at Oshkosh, WI, in 1992 I purchased the plans for a RV4 and took them home to study. The studying process lasted two years before I purchased the tools at Oshkosh in 1994 and in November of the same year I finally ordered and received the empenage. I unpacked and inventoried it in the living room of an apartment and began the building process in the spring of 1995 in a building I rented from friends on a farm north of Ramah. The empenage was finished in August of 1995. I ordered the wings that fall and in January 1996 we moved into a house with a garage so I would be able to work at home. The wings arrived in February 1996 by October I had the wings finished and the fuselage ordered, it arrived in February 1997. In September 1997 the fuselage was finished and the finishing kit was ordered. While waiting for the finishing kit to arrive I bartered for and overhauled an 0320 H2AD engine. I received the finishing kit by February 1998 I had the plane finished to the point that I needed to move it to the hangar. It was moved to the hangar the weekend of February 14^th, 1999, the wings attached and the last details done. By mid April I had it ready for inspection, which took place April 27, 1999. Then plane received the air worthiness certification and was ready to fly but the pilot wasn’t. I am scheduled to take transition training at North Plains Oregon on the 20^th & 21^st of May and when I return the dream of a lifetime will become a reality. I should be flying my own plane before the first of June.

3^rd TIME’S A CHARM IN AIRCRAFT BUILDING
DENNIS KRUMMEL RV6A

On November 1^st 1997 I began a building process that was both rewarding and a headache. My involvement did not begin with the initial purchase of the RV-6A, but was delayed through two previous owner/builders - the original builder in California, and a local builder here at Meadowlake.

The original builder decided to alter the original RV plans by building a beefier and faster plane called a "Harmon Rocket". These were popular in Bakersfield, California, but the folks in North Plains, Oregon did not approve of any their major changes. Whether this builder grew tired of the building process, or was not impressed with his total lack of building prowess, no one knows. But he decided to put an end to his misery by selling his "project rocket" to a better builder at Meadowlake.

Builder number two had his hands full. Faced with misaligned sections, dented aluminum, misplaced rivets, large and dysfunctional fuel tanks, and a number of pieces that were supposed to resemble aircraft parts, he diligently began to right the previous wrongs and put some decency back into this little RV-6A. It is here where I bounce into the picture.

I was only looking to slowly join the ranks of "Kit Builder", and volunteered to help put the –6A back together. But instead, I was offered the entire project and jumped feet first at the opportunity. With the help of many friends explaining how to put drill to metal and bucking bars to rivets, I steadily transformed flat aluminum to shaped aluminum. Anyone who has been through this building process can empathize with the time, effort, study, and diligence it takes to see it through to the end.

After over 1500 hours, 215 days, and many more agonizing hours of deciphering plans - kit #22707 - N85ED became a reality. I am proud of the result. Not because it will ever receive "Best of Show", but because it’s finished, it’s mine, and it’s a reflection of a driving passion to complete something I’d started. If your wife won’t support you being a slave to a long term project, or if she won’t like working in small areas as your bucking partner – think hard on starting a kit plane. Some of the equipment the bank and I put into 85ED include: Dual Lightspeed Electronic Ignitions (no Mags); Micro-Systems VM-1000 Engine Monitoring System; Electronics Int’l FL-2R Electronic Fuel Gauge; a PM-2000 Stereo Intercom; EXP/Bus Load Center; an AM/FM/CD Stereo (so my wife would fly with me); and an HIO-360B1A (180HP++) engine turning an Aymar-DeMuth 68 x 77 propeller with a Harmonic Dampner.

Lessons Learned:

Reprinted from AM/September 1998

There is no doubt that operating and maintaining an aircraft can be expensive, so private pilots often look for bargains in everything from an engine overhaul to a gallon of avgas.

At this year's Sun 'n Fun Fly-In, several pilots told us they were experimenting with using automotive oil in their aircraft because they can buy it at local discount outlets for about one-third the cost of aviation oil from an FBO. Another reason was that the aviation oil they preferred using wasn't always available at their local FBO.

As producers of both automotive and aviation oils, this concerns us for many reasons, but specifically because automotive oils are neither made for nor tested in aircraft engines.

Consider these factors before trying automotive oil in an airplane engine:

The additives in automobile oils may harm an aircraft engine. Detergents and anti-wear additives in automotive oils are prohibited in aviation oils because their ash content could create deposits that cause pre-ignition or even detonation in aircraft engines. Ash content is not restricted in automotive oils, and can range from one-half to one percent. Aviation oils, such as Phillips 66 X/C multi-viscosity oils and Type A 100AD single-grade oil, on the other hand, use ashless dispersants to suspend dirt in the oil, avoiding the risk of pre-ignition.

Structural and operational differences between aircraft and automotive engines mean oil must perform differently in each. Automotive oil additives are designed to work best within a range of temperatures and pressures at constantly changing power levels inside water-cooled auto engines. However, aircraft engines are air-cooled, and aviation oil additives must protect engines under completely different conditions. Other structural and operational factors also may affect oil performance: Automotive engines are made mostly of steel, while aviation engines are primarily made of lightweight alloys. Auto engines run at varying RPMs, while aircraft engines run at constant speeds. Automobiles experience stop-and-go operations, while aircraft engines, we hope, do not.

Aviation oils are made specifically to meet aviation engines' performance requirements. Aviation oil formulations do not change unless they are extensively tested and approved for use in aircraft engines. That means the aviation oil that met an airplane engine's needs 30 years ago will still meet those standards today, and that same oil will also meet the needs of a new aircraft engine.

Automotive oils are not uniform. The composition of all aviation oils is stringently regulated to avoid harming any aircraft engine components, so there is no problem with using different brands of approved aviation oils. Conversely, formulations for automotive oils may differ with each lubricant supplier. American Petroleum Institute (API) guidelines for automotive oils permit the use of different base oils, additives and viscosity modifiers even in the same brand of automotive oil. While automotive oils can meet all API standards, without approved standards for testing auto oils in aircraft engines, there is no way to tell what their effect will be in aviation use.

Automotive oil formulations change frequently, using different additives, base oils and viscosity modifiers that have been proven in automobile engines. These changes in automotive oil formulations are spurred by the development of new, high-performance auto engines. Without aviation engine testing, however, there is no proof that these oil formulations will perform acceptably in aviation engines.

Aircraft engines require higher viscosity than many auto oils provide. Automotive oils are getting lighter (less viscous) all the time.

So, while we understand an operator's desire to save money with ever-increasing aircraft operating costs, cutting corners on the lifeblood of the engine is not the way to do it.

March 20, 1999

Chuck Grow, Chapter Secretary

unavailable at press time.

Treasurer's Report

unavailable at press time.

Old Business:

unavailable at press time.

unavailable at press time.