June, 8, 1999

PRESIDENT'S MESSAGE
By Chapter President Burrall L. Sanders

I urge everyone in chapter 72 to do their best to attend the June meeting at Kelly Airpark. It is a really great place to spend a few hours enjoying a good breakfast and attending the meeting.

I recently had occasion to fly to Gunnison Colorado (GUC), and was visiting with the hbo operator (Gunnison Valley Aviation) while I was being fueled and he told me about their planned Air Show coming up on the 20^th of this month. They do put on a good show. It goes beyond a fly-in to include aerobatics and demonstrations and many other activities. He asked me to pass the word to the membership that they would love to have us attend. He told me that they give away free fuel to those who fly in. He did not include any details as to how much. GUC has a full instrument approach and a nearly 10,000 ft. Runway. It is a spectacular flight to a spectacular setting. He also told me about their fledgling EAA chapter there. It seems there were about a dozen builders working on projects and none of them new each other, so, they somehow got together and started a chapter. Would be a great place to go after the midday meeting at Kelly Airpark.

Happy Flying, Burrall Sanders

MEETING: Saturday June 19, 1999

Kelly airpark – dave Allen’s hangar

The allens provided a Directional Map & additional information which are enclosed in the newsletter.

Time: Following the annual Kelly airpark fly-in breakfast

The Program: dave allen will be sharing information with us about his champ & waco

EDITORIAL COMMENT
by Jean Jenkins, Newsletter Editor

Well, summer is in full swing and like all of you I am looking forward to the summer fly-ins, picnics and other activities that summer brings. The month of June is a busy time with several fun weekends that many of us will be attending. The month kicks off with a Young Eagles Rally at Meadowlake Airport on June 12^th. The RV6 from Oshkosh is scheduled to be here which will be a fabulous experience for the youngsters who are able to attend. Then on June 19^th we are invited to a fly-in breakfast at Kelly Airpark, after which we are having our monthly meeting in Dave Allen’s hangar. I am really looking forward to being there to see Dave’s. Earlier in the year he phoned me to talk upholstery and in the conversation I learned a little about his projects, including the Ellipse he was working on at the time. That project is on hold as the Manufacturer is out of business. Hopefully in the near future someone will reopen the plant and begin manufacturing parts again so he will have the option of finishing the Ellipse. (I plan to check it out anyway) Dave also has a Champ and Waco, which we are going to be privileged to see and hear about. A very interesting meeting, hope lots of you will be able to make it. We end the month, June 26^th and 27^th with the Annual Longmont Fly-In and I’ve heard several of you making plans for that flight already.

SEE YOU THERE! Jean

Editors Note: Loyd Remus returned from transition training with Mike Seeger, Factory Representative for Van’s Aircraft in North Plains, Oregon on May 22^nd and flew his maiden flight early on Sunday May 23^rd. It ended a little quicker than planned because of a rough running engine. Thanks to the excellent training he received from Mike he returned to the airport and landed safely. Since then he has talked to Bill Bennett the Plant Manager for Vans Aircraft and they have asked him to write about his experience. They will be featuring his experience in one of the next issues of The RVATOR, the company news letter. They emphasize the importance of transition training because of the RV being much more difficult to fly than any other taildragger. This transition training can avert many mishaps and they encourage everyone to consider taking advantage of their expertise.

Thou shalt not let thy confidence exceed thy ability, lest on the morrow thy friends have cause to mourne thee.

Bits of Wisdom Thanks to Bob Hall

Every one already knows the definition of a ‘good landing’ is one from which you can walk away. But very few know the definition of a ‘great landing.’ It is one which you can use the airpland another time.

Flying is the second greatest thrill known to man….Landing is the first!

The probability of survival is equal to the angle of arrival.

IFR: I Follow Roads

You know you’ve landed with the wheels up when it takes full power to taxi.

I had a fighter pilot’s breakfast – two aspirins, a cup of coffee and a puke.

Those who hoot with the owls by night, should not fly with the eagles by day.

By Lydia Patti

During the course of every routine aircraft piston engine maintenance inspection interval, the spark plugs are looked at and depending on their condition, they are cleaned or replaced as needed. When the plugs are replaced, massive wire electrodes are most commonly used, unless specific performance requirements dictate otherwise.

The overwhelming reason for not using fine wire electrodes is typically high cost -almost 2 1/2 times that of their massive wire counterparts. But should higher cost be a deterrent for not using fine wire plugs?

The difference between a massive and fine wire electrode Spark plug

The visible difference between a massive and fine wire plug is obvious - large nickel alloy electrodes vs. thinner platinum or iridium ground electrodes. Internally, the basic method of assembly is identical. The distinct differences are the center electrode material and the shape of the insulator or ceramic.

With a fine wire plug, the two platinum (or iridium) ground electrodes maximize conductivity and minimize wear.

The center electrode is made out of platinum, a precious metal which has a natural resistance to lead corrosion.

The long, thin insulator tip is resistant to oil fouling, fights lead build-up, and runs hot to burn off impurities, thereby maximizing service life. It also allows for more gas scavenging area to improve performance and reduce maintenance.

But while the cost of fine wires is about 2 1/2 times greater, the life is at about three times that of the massive electrodes.

'With all things equal, fine wire electrode spark plugs "burn" better and more evenly than massive wire plugs. For example, if you're experiencing excessive oil or lead fouling, using fine wire plugs will help to prevent premature failure of the plug due to firing tip build-up. This may also help to decrease the need for intensive cleaning of plugs early in engines where fouling is a problem or where operating conditions mandate.

Fuel consumption is another important consideration. Savings of almost 10 percent have been reported by fine wire plug users after switching from massive wire types.

Is plug maintenance different for either type?

Engine manufacturers determine the normal intervals of servicing spark plugs. Much of spark plug servicing is the same with both massive and fine wire types; however, there are special concerns for fine wire electrodes. Regardless, proper servicing can make a big difference to the life and performance of all plugs.

Its very important to examine spark plugs upon removal. Place the plugs into a numbered rack so that you can easily identify the plug's cylinder and position. This will aid in troubleshooting if you find there

is a need to look to other parts of the engine for possible problems and in-plug rotation.

Certain situations appear as visible signs in the spark plug firing end and can include a magneto that is not properly timed, a worn ignition harness, rings, valve guides, or cylinders; and certain operating conditions such as excessive ground idling or improper mixture. In a new or recently overhauled engine, you might see some oil fouling due to the piston rings not yet having been properly seated.

Plug rotation is important for both plug types since it helps to minimize uneven electrode wear. This is accomplished by rotating or moving the bottom Plugs to the top of a cylinder and vice versa.

Changing the polarity of the magneto is another way to enhance electrode wear. When the polarity is reversed, you are changing the direction of the spark. For example, the Path of the spark of a plug firing at a negative polarity will be from the ground electrode to the center electrode, resulting in the wear to be at the ground electrode. (Be certain to check manufacturer's service information.)

Careful handling of plugs is always important. The insulator material can crack if the plug is dropped, and the crack may not be visible to the naked eye. However during normal engine operation, the insulator material will expand due to heat. Any cracks in the insulator may expand and internal sparking (rather than tip firing) may occur.

If you have to clean and gap the plugs at the current service interval and there are no excessive deposits, soak the firing end in a degreaser such as unleaded gasoline or spray clean. Use caution not to contaminate the terminal connector end.

Lead deposits can be removed with a vibrator cleaner or with the use of a hand pick such as a dental pick. This must be done with extreme care to not put pressure on the insulator, which may result in cracking. Loose deposits can then be removed by using a minimum of abrasive blasting. Keep in mind that an abrasive blast lasting as little as five seconds can wear electrodes to the equivalent of 300 hours engine time. Use only glass beads for blasting fine wire plugs, and be sure there is no residual blasting material as it can be conductive.

Proper gapping is critical in performance and life of the plug. Key things to remember are:

Testing, installation, and storage of reconditioned plugs are essentially the same for both massive and fine wire electrode types. Be sure to read manufacturer recommendations for equipment you use and for the engine you are maintaining to insure proper specifications such as torque values for plug installation.

Conclusion

Despite their seemingly high up-front cost fine wire electrode spark plugs offer the user extended wear and performance that should more than make up for their higher price. And since fine wire plugs require the same or less attention than massive electrode plugs, maintenance will remain the same or be even less than what you're currently experiencing.

Lydia Patti is the manager of the Aviation Products business unit at Auburn Engineered Products Inc.

APRIL 20, 1999

Chuck Grow, Chapter Secretary

The meeting opened with the introduction of guests: We had no guests; just the regular crowd.

Treasurer's Report

Pete told us we have $2,322.25 in the Treasury. The National EAA Plaque has been paid for ($350.00). A total of $527.00 was collected. Thanks to all who contributed. The balance will go towards a, yet to be determined, local memorial to Jack Crater and Wayne Garrett.

Old Business:

Name tags are available for $5.00.

We are planning a young eagles rally June 12. Steve Buss and his RV6A will be here to kick off the rally. Steve is the National EAA Young Eagles director.

Kelly Air Port will be holding their annual flying breakfast on June 19.

Ray Miller is looking for a hangar for his Tripacer; any suggestions?

Howard Day is picking up a Criteria and will have it available for rent if you are looking for some tail dragger time.

Speaker:

Cary Malott discussed and demonstrated the fabrication of aluminum ribs that he used in the construction of his Midget Mustang.

Some of the points Cary made were:

If your kit can provide pre made ribs by all means take advantage of their offer.

If all the ribs are identical in your project your work is much less. Once you develop the technique to make one rib

you call make them all.

The ribs can be rough cut to the rib plus flange size with either a band saw or tin shears. The rough edges can be smothered with a Vizon file.

Pins in one of the two form blocks used to make the ribs are inserted in the center of the lightening holes in the blanks. These pins prevent slippage while pounding the rib flanges into shape. By sandwiching the aluminum blank between two form blocks bulging is eliminated while fabricating the flange.

The whole thing goes into a vice, the wider the better. C-clamp the top of the forms before pounding the flanges. Allow an additional 12 degrees past 90 to allow for spring back. Once the flange is pounded into shape the rib will bow. This

can be eliminated by crimping the flange at intervals of one to tow inches. Before crimping mark the location of the future rivet holes and then be sure to avoid crimping these holes.

Lightening holes can be cut with a fly cutter (watch this tool,it can bite). Fabricate a tool of soft material to press out

the lightening hole flanges.

Hurstle Stiedham used a flange blank to press out the lightening holes on his project.

Bill Von Dane pointed out that he had very little spring back using 6061 T6 aluminum.

All this looked easy during the meeting but Cary made an excellent point. If you think a task will take two hours; double it to four hours; and then move the decimal point to the right one place for forty hours. This is a rule of thumb for plans built projects.

Thanks to Cary, Hurstle, and Bill for sharing their experiences with their sheet metal projects.

Minutes for the May 18^th meeting

by Jean Jenkins filling in for Chuck Grow, Chapter Secretary

The meeting was called to order by President Burrall Sanders at 7:30 on May 18, 1999 in the Remus, Hall, Malott Lynn Hangar with the introduction of guests. We had one guest. Our guest was Don Wallace from Colorado Springs his first solo was in a PT 17 in 1947. Then he shared his big news with us. He ordered the empenage for an RV6A about 6 hours prior to the meeting. Congratulations Don and we look forward to following your progress.

Treasurer's Report

$2030.80 and donations of $177.00

Old Business:

Young Eagles Rally will be held on June 12, 1999 at Meadowlake Airport with the RV6A from Oshkosh scheduled to be here. The format for the rally will remain pretty much the same as it was at past rallies. It was decided that parents signatures will be verified and some formalization of procedures will be implemented. Loyd Remus, Coordinator will be contacting Pilots and Ground Crew to get everything arranged for the day.

Our next meeting will be held June 19, 1999 at Kelly Airpark. This is the same day as the Annual Fly-In Breakfast hosted by Dave and Jeanne Allen. It was brought to our attention that the WACO in the EAA calendar is Dave Allens and we will be seeing it at the next meeting which he will host in his hangar following the breakfast.

Bob Hall will be setting up a joint Fly-In for everyone to go as a group to Kelly Airpart on the Morning of June 19. Also discussed was a caravan rally to drive in a group to the breakfast.

If you are not getting the newsletter by email let Jean know.

New Business:

Burrall brought up the upcoming election of officers and would like to have a nominating committee to put together a list of candidates for the officers in 2000.

The meeting was adjourned and rolls and coffee served before the program.

Program

Loyd Remus, Dennis Krummel and Lee Lesher all showed their RV’s and talked about their experiences in the decision making and building process. Each of their stories is unique and everyone enjoyed the excellent presentation.

Duke Prichard & Howard Day