FOND DU LAC EAA CHAPTER 572 HANGAR FLYING. VOLUME 4 ISSUE 9 September, 2017

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1 89 1/2 N Pioneer Road Fond du Lac, WI President Keith Lee keleeke@charter.net Vice President Mike Stopar snopie@charter.net Treasurer John Zorn jzorn1@gmail.com Secretary/ Newsletter Ed. Dick Finn rfinn5@hotmail.com Program Chairman Jim O Connor jimpoc@gmail.com Pete Vercouteren vpete101@aol.com Young Eagle Coordinator Chuck Pazdzioch (815) Funflyin@gmail.com Newsletter Submissions Please to rfinn5@hotmail.com The Presidents Corner By Keith Lee When Sept. 11, 2017 Dinner 600 pm Flyway Chapter, I want to remind all of our members that if they travel to someplace of interest, to share it with your fellow members. Recently Dennis and I were touring with the B17 group and spent a week in Springfield Illinois as well as Lexington Kentucky. Let me focus on the second leg, in Lexington. They have a small but very nice Museum on the field. The Aviation Museum of Kentucky. What I personally like about this one are the numerous videos set up in constant play with lots of historical info presented. We often find these small gems when traveling. This month I am writing about Matthew Sellers. Pioneer in Aviation and competition for the Wright Brothers! This article is from http// The first retractable landing gear and wind tunnel designer! Continued on next page Topic Next Meeting Mike Krug, Working the Tower Where Fond du Lac Skyport Terminal Building Parking in Fond du Lac By John Zorn Many thanks to all of you who helped make this another successful year by supporting our Airventure parking and camping activity. The statistics are as follows campers campers campers parkers in the grass parkers in the grass parkers in the grass The following members and friends of Chapter 572 helped out during the week Trace Blakely, Charles Browning, Pam Ciha, Reuel Dins, Gary Hilbert, Matt Hubbard, Bruce Hybert, Chet Keizer, Jim Kelly, Donna King, Alex Kolb, Natalie Kolb, Brian Kollmansberger, Jim Kollmansberger, Grace Krahn, David Lawson, Keith Lee, Steve Malin, Andras Muranyi, Taylor Noe, John Oberg, Jim OConnor, Tom Otte, Chuck Pazdzioch, Dennis Rasmussen, Rozalin Ross, Kenneth Schmidt, James See, Oscar Seibel, Mike Stopar, Jim Straub, James Thomas, Steve Tischendorf, Pete Vercouteren, Bob Wagner, Larry Wunsch, Bill Westphal, Janine Younkin, Dean Zakos, John Zorn, Page 1 EAA Chapter 572 Newsletter September, 2017

2 The Presidents Corner (Cont.) Matthew Sellers was a pioneer in aerodynamics, was born in Baltimore, Maryland, the son of Matthew Bacon Sellers, I and Annie Leathers (Lewis) Sellers. He was educated under private tutors and at private schools. Just when his interest in the dynamics of the air had its inception, the studies he undertook at the University of Gottingen in Germany seem to indicate that his interest in the subject came early in life. He spent a year at Evreux, France, and returned to the United States to study at Harvard University where his two other brothers studied also. His younger brother Harvey died at the age of 18 at Harvard from Gastroentronitis. Matthew received his law degree in He later took courses at the Lawrence Scientific School (Harvard), and the Drexel Institute, Philadelphia. He began his active research work in aerodynamics in 1900, and continued to pursue it throughout his life, even while practicing as a patent lawyer and aerodynamic consulting engineer in New York City. President Taft appointed him to the Aerodynamical Laboratory Commission, created in 1912, and in July 1915 President Wilson, on the recommendation of the secretary of the navy, Josephus Daniels, appointed him to serve as one of two representatives of the Aeronautical Society of America on the newly formed Naval Consulting Board. He resigned from the Board in 1918 to become its technical assistant, and resigned from that position in 1919 to resume his membership on it. Much of the work done by the Board in connection with aircraft investigation devolved upon him, his independence of thought and critical abilities rendering his assistance of high value. The problems of the helicopter particularly interested him since he felt that the basic idea was probably the oldest of all "heavier-than-air machines." His theoretical research work led him to build an efficient quadroplane in 1908 for experimental purposes and he demonstrated its possibilities in actual flight. The invention and construction of the lightest aeroplane flying with the least power is attributed to him. He acted as his own pilot and thus was able fully to appreciate the technical difficulties to be encountered. Kentucky's first powered flight was December 28th, A day Kentuckians will never forget. He invented the retractable landing gear in 1908, which was patented in They were on his first powered flight that day. He constructed a wind tunnel for testing propellers and airfoil shapes for discovering their aerodynamic possibilities. Five patents were issued to him one for aerial apparatus in 1908, for an aeroplane in 1909, for his quadroplane in 1911, and two in 1914 were issued for improvements in steering and running gear on aeroplanes. While technical editor of Aeronautics from 1911 he aided others in presenting to the public the results of their work, reviewed books on aeronautics, and carried on a series of answers to questions involving the principles and experimental data of aerodynamics. His most prolific period of publication was from 1909 to The results of his experimental work appeared in aeronautical periodicals of the day and included his studies of arched surfaces, wings, propellers, wind tunnels, gyroscopic forces, lateral balance, the aerodynamic resistance of solid bodies, and all kindred subjects. He proved the lift and drift of arched surfaces and this was in Scientific American as a supplement. He also held a copyright on this article. Matthew's Retractable Landing Gear he invented and patented 1908 On June 18, 1918, he was married to Ethel Clark, who was half his age. She and their two sons and one daughter survived him when he died of a pulmonary embolism while recovering from pneumonia at his home at Ardsley-on- Hudson, NY. Page 2 EAA Chapter 572 Newsletter September, 2017

3 VOLUME 4 ISSUE 9 September, 2017 The Presidents Corner (Cont.) Matthew taking off from his wooden runway 1908 Matthew's Wind Tunnel in Kentucky, in which the Wright Brothers came down from Dayton, Ohio to see. 6 months later they came out with theirs...the same as Matthew's Page 3 EAA Chapter 572 Newsletter September, 2017

4 VOLUME 4 ISSUE 9 September, 2017 August Meeting Many thanks to Keith Lee and Dennis Rasmussen who provided the dinner for our August meeting. The pulled pork was great. Shawn Zinke provided us with an overview of the Boy Scout Aviation Merit Badge at our August meeting. This was especially timely as we will be sponsoring an Aviation Merit Badge session in September as part of our second Young Eagles event of the year. The second part of Shawn s presentation was on the Civil Air Patrol. The CAP has a congressional charter to provide emergency services, cade programs and aerospace education. In providing these services, they have divided themselves into eight regions across the US. Wisconsin is in the Great lakes region. They have a total membership of over 57,000 adults and Shawn Zinke presented us with an overview of the Boy cadets spread across 1,439 Wings. The wings are predomiscout Aviation Merit Badge and the Civil Air Patrol, nately equipped with small single engine planes (primarily the Cessna 206, 182 and 172. Page 4 EAA Chapter 572 Newsletter September, 2017

5 Boy Scout Merit Badge By Chuck Pazdzioch Saturday September 30th the chapter is hosting a Boy Scout Aviation Merit Badge class and Young Eagle rally. Besides promoting aviation to the boy scouts and assisting them to achieve a new merit badge, teaching this class will build a good relationship between the scouts, the community and our chapter. In order to host this event, I am looking for air and ground support. Pete and I will be flying Young Eagles. We need an additional 2 pilots to help as to get this complete within a reasonable time. Each flight will take one scout so they can learn how the instruments work compared to what they learned in class. We also need a few ground personnel to help teach the ground school portion. As pilots, current or not, this should be fairly easy to teach the boys. Below is the agenda and an estimation of how long each topic should take. There are five topics that should only take about 30 minutes to review. They are Define aircraft. Describe the forces on an aircraft. Explain lift and how the surfaces work. Explain the license type, Sport, Recreational, Private and Instrument. Explain charts and how to plot a course and adjust for wind, magnetic and compass variation Explain how the instruments work Explain how a non-towered and towered airport works. How runways are numbered and determined to be active. Discuss the different career and what training is needed We have the merit badge reference book to follow which should make it easier to teach and we cover exactly what is required. If we can get one person for each topic, that would be great. They re only about 30 minutes each which should go pretty quick. If you can help, please contact me at Funflyin@gmail.com or Cell at Here's the proposed agenda. May be tweaked prior to the event but should be close. 800am 815am 815am 845am 845am 915am 915am 945am 945am 1015am 1015am 1045am 1045am 1115am 1115am 1130am 1130am 100pm 1130am 100pm 1200pm 130pm FAA Intro to flying video mins Req. 1a thru e (Describe a plane, how it works, lift, License type; sport, recreation, private, and instrument) Req. 2c (Explain Sectional Charts) Req. 2c (Explain Instruments) Req. 3b (Build FPG-9 s) Foam Plate Glider Req. 4a (Visit airport) Take them around KFLD Req. 5 (Discuss careers and the required training) Req. 2b (Pre-flight) Req. 3b (Fly FPG-9 s) Req. 2a (Young Eagle Flights) Lunch (Pizza, hand out certificates and logbooks) Page 5 EAA Chapter 572 Newsletter September, 2017

6 FIVE DONT S THAT WILL MAKE YOUR FLYING SAFER By Dean Zakos Never fly in the same cockpit with someone braver than you. Richard Herman, Jr. All the mistakes leading to aviation accidents have already been made. Sadly, pilots just keep repeating them. Accident statistics confirm this. However, the odds can be recalculated substantially in your favor. There are a few simple things in VFR flying that if you don t do them (and don t even think about doing them!) will likely increase the successful outcome of your flights. Here is what the experts say First. Don t Run Out of Gas. If you walk into any FBO and ask at random five pilots sitting around drinking coffee if they have ever run their aircraft out of gas or came very close to doing so, two of them would confess they had. Of the remaining three, two are conscientious pilots; the other one is lying. I had the experience just once of almost running out of fuel. I don t ever want to have that feeling again. If you have done this, you know what I mean. The feeling is a sour mix of fear, embarrassment, trepidation, and how could I be such a dumb ass, all at the same time. The feeling (and your perspiration level) escalates as your eyes fervently dart back and forth between the needles bouncing off the E on the gas gauges and the GPS moving map, wondering if and hoping the little airplane symbol will be over an airport before the engine coughs and quits. The feeling only subsides when you are safely on the ground. It is easy to avoid this predicament. It starts with pre-flight planning. It is efficient to simply hit the Direct To button on your GPS, but it is also astute to look at that intended course line and determine how far away from or how close it may take you past airports with fuel along your route. It may only be a few miles longer, but by adjusting your legs so you are closer to airports along the route of your flight is smart planning. If you are embarking on other than a routine flight, i.e., something beyond the one-hour breakfast hop or hundred-dollar hamburger lunch, you should take your flight planning seriously. Run the charts and calculations for weight, winds aloft, and fuel needed. Remember, 14 CFR Part states you may not begin a flight in an airplane under VFR conditions unless (considering wind and forecast weather conditions) there is enough fuel to fly to the first point of intended landing and, assuming normal cruising speed (1) During the day, to fly after that for at least 30 minutes; or (2) At night, to fly after that for at least 45 minutes. Know precisely how much fuel you have on board before you take off. Don t rely on a guestimate, or the last person who flew the airplane, or the line guy. You, as PIC, are solely responsible and you need to confirm the number of gallons in the tanks. Never pass on the opportunity to add fuel when you can. It isn t inconsiderate if the line guy has to come all the way across the airport in his truck in 20 F weather and you only take seven gallons. You may need those seven gallons later. Make that unscheduled stop and take on fuel when needed. Resist the urge to stretch the last leg to get to your destination. Every year at Air Venture in Oshkosh, aircraft go down in areas like Fond du Lac, Eden, Sheboygan, or Ripon. Sometimes the cause of the off-airport landing is an engine issue. Sometimes it is a fuel exhaustion issue, as the pilot tried to make KOSH with no fuel left in the tanks. Don t let that happen to you. Second. Don t Go Near Thunderstorms. The fact that commercial airline pilots avoid thunderstorms should speak volumes to GA pilots about their potential lethality. Not only would you never intentionally want to penetrate a thunderstorm, but you should also understand the real dangers posed by flying near them. Heavy rain, hail, and winds that can tear your airplane s wings off may exist in or near a thunderstorm, including many miles from its center. Avoiding thunderstorms starts with good pre-flight planning and a good overview of the Surface Analysis charts and Weather Depiction charts for the area you intend to fly through. You should have a good understanding of High and Low-pressure systems, and expected movements and characteristics. Then you need to drill down into the Area Forecasts, TAFs, METARs, winds aloft forecasts, and cloud tops. Page 6 EAA Chapter 572 Newsletter September, 2017

7 FIVE DONT S THAT WILL MAKE YOUR FLYING SAFER By Dean Zakos Special attention should also be paid to any Convective Significant Meteorological Information (SIGMETs), which are issued for severe thunderstorms along your planned route of flight. With this information, you can start to create a safe flight plan and avoid any areas where there is risk of thunderstorms. Note also that, beginning in October 2017, text based area forecasts (FAs) will be replaced with a Graphical Area Forecast product, which will be able to visually depict precipitation and convective weather. How do you avoid thunderstorms? By flying around them way around them. The FAA s Pilot s Handbook of Aeronautical Knowledge suggests flying around them by 20 nautical miles. If you think you are getting too close to a thunderstorm, divert away or turn around. Another alternative, guaranteed 100% effective 100% of the time, is to stay on the ground. If you cannot go around severe weather, it is far better to wait it out in the comfort of the FBO or a local hotel. Many aircraft now have access in the cockpit to satellite weather services or NEXRAD weather. This is good weather information and can enhance your ability to avoid thunderstorms in flight. However, this weather data is not provided in real time. This data should never be thought of as up-to-date information. It may be five to twenty minutes old when it appears on your screen. Numerous accident reports with fatalities have described a pilot s attempt to use cockpit weather data as a tactic to thread his or her way between storm cells. This weather data was never intended for this purpose. It has many limitations in addition to real time-related deficiencies. One prominent limitation is that NEXRAD base reflectivity does not provide adequate information from which to determine cloud layers or types of precipitation with respect to hail or rain. Weather is a puzzle. The more puzzle pieces of accurate information you have and can fit together, the clearer the picture becomes. However, if there is a thunderstorm piece in the puzzle picture, you need to recognize it and avoid it. Third. Don t Try to Recover from a Botched Base-to-Final Turn. Missing the base-to-final turn is not a rare event. There are many reasons strong tail winds on the base leg; inattention; distraction; and bad planning can all come into play. The difference between showing up in the accident reports and concluding your flight successfully can be attributed primarily to what you, as PIC, do once you miss the base-to-final turn. Some pilots, both relatively new ones and relatively experienced ones, may try to salvage the landing. This exhibits poor judgment and a willingness to take unnecessary risk. Remember, an aircraft in a bank is converting vertical lift to horizontal lift. That results in more load factor and higher stalling speeds. In a 60-degree bank, the load factor is about two times normal, and the stalling speed of your aircraft increases by approximately 1.4. For example, if your aircraft stalls at 50 knots in level flight, at a 60-degree bank angle the stalling speed increases to 70 knots. I did my Flight Review with Pete Aarsvold, CFI and Chapter 93 member, at the end of June. Pete refers to the area beyond the extended runway centerline where you miss the base-to-final turn as the Coffin Corner. It is an apt description given all the stall/spin accidents that have occurred in that location. Pete has great flying knowledge, great teaching skills, and his love for flying is obvious. I highly recommend him. Of all the mistakes that a pilot can make, missing the base-to-final turn is one of the easiest to correct. If you miss it go around. It only adds minutes to your flight and it eliminates entirely the risk of a stall/spin accident in the Coffin Corner. You may think that by going around you are publicly admitting that you screwed up the landing. Well, that may be true. But would you rather be slightly embarrassed - or dead? Fourth. Don t Fly VFR in IFR Conditions. Unless you have an instrument rating and are current and proficient, stay out of the clouds. Continued flight by non-instrument rated pilots into instrument meteorological conditions (IMC) persists as a major reason for accidents. VFR pilots often do not intend to put themselves in IFR conditions. There are some exceptions, such as where an unthinking VFR pilot intentionally launches into IMC, but more often it is due to a failure of the VFR pilot to recognize what is happening around him or her over time in the air, or too often being late in taking corrective actions. This happens frequently on longer cross-country flights. Page 7 EAA Chapter 572 Newsletter September, 2017

8 FIVE DONT S THAT WILL MAKE YOUR FLYING SAFER By Dean Zakos Special attention should also be paid to any Convective Significant Meteorological Information (SIGMETs), which are issued for severe thunderstorms along your planned route of flight. With this information, you can start to create a safe flight plan and avoid any areas where there is risk of thunderstorms. Note also that, beginning in October 2017, text based area forecasts (FAs) will be replaced with a Graphical Area Forecast product, which will be able to visually depict precipitation and convective weather. How do you avoid thunderstorms? By flying around them way around them. The FAA s Pilot s Handbook of Aeronautical Knowledge suggests flying around them by 20 nautical miles. If you think you are getting too close to a thunderstorm, divert away or turn around. Another alternative, guaranteed 100% effective 100% of the time, is to stay on the ground. If you cannot go around severe weather, it is far better to wait it out in the comfort of the FBO or a local hotel. Many aircraft now have access in the cockpit to satellite weather services or NEXRAD weather. This is good weather information and can enhance your ability to avoid thunderstorms in flight. However, this weather data is not provided in real time. This data should never be thought of as up-to-date information. It may be five to twenty minutes old when it appears on your screen. Numerous accident reports with fatalities have described a pilot s attempt to use cockpit weather data as a tactic to thread his or her way between storm cells. This weather data was never intended for this purpose. It has many limitations in addition to real time-related deficiencies. One prominent limitation is that NEXRAD base reflectivity does not provide adequate information from which to determine cloud layers or types of precipitation with respect to hail or rain. Weather is a puzzle. The more puzzle pieces of accurate information you have and can fit together, the clearer the picture becomes. However, if there is a thunderstorm piece in the puzzle picture, you need to recognize it and avoid it. Third. Don t Try to Recover from a Botched Base-to-Final Turn. Missing the base-to-final turn is not a rare event. There are many reasons strong tail winds on the base leg; inattention; distraction; and bad planning can all come into play. The difference between showing up in the accident reports and concluding your flight successfully can be attributed primarily to what you, as PIC, do once you miss the base-to-final turn. Some pilots, both relatively new ones and relatively experienced ones, may try to salvage the landing. This exhibits poor judgment and a willingness to take unnecessary risk. Remember, an aircraft in a bank is converting vertical lift to horizontal lift. That results in more load factor and higher stalling speeds. In a 60-degree bank, the load factor is about two times normal, and the stalling speed of your aircraft increases by approximately 1.4. For example, if your aircraft stalls at 50 knots in level flight, at a 60-degree bank angle the stalling speed increases to 70 knots. I did my Flight Review with Pete Aarsvold, CFI and Chapter 93 member, at the end of June. Pete refers to the area beyond the extended runway centerline where you miss the base-to-final turn as the Coffin Corner. It is an apt description given all the stall/spin accidents that have occurred in that location. Pete has great flying knowledge, great teaching skills, and his love for flying is obvious. I highly recommend him. Of all the mistakes that a pilot can make, missing the base-to-final turn is one of the easiest to correct. If you miss it go around. It only adds minutes to your flight and it eliminates entirely the risk of a stall/spin accident in the Coffin Corner. You may think that by going around you are publicly admitting that you screwed up the landing. Well, that may be true. But would you rather be slightly embarrassed - or dead? Fourth. Don t Fly VFR in IFR Conditions. Unless you have an instrument rating and are current and proficient, stay out of the clouds. Continued flight by non-instrument rated pilots into instrument meteorological conditions (IMC) persists as a major reason for accidents. VFR pilots often do not intend to put themselves in IFR conditions. There are some exceptions, such as where an unthinking VFR pilot intentionally launches into IMC, but more often it is due to a failure of the VFR pilot to recognize what is happening around him or her over time in the air, or too often being late in taking corrective actions. This happens frequently on longer cross-country flights. Page 8 EAA Chapter 572 Newsletter September, 2017

9 FIVE DONT S THAT WILL MAKE YOUR FLYING SAFER By Dean Zakos VFR pilots often do not intend to put themselves in IFR conditions. There are some exceptions, such as where an un-thinking VFR pilot intentionally launches into IMC, but more often it is due to a failure of the VFR pilot to recognize what is happening around him or her over time in the air, or too often being late in taking corrective actions. This happens frequently on longer cross-country flights. Also, some pilots, for reasons of their own, believe it is acceptable to fly deliberately under low clouds, i.e., scud running. This possibly results from ignorance of weather conditions and how weather develops, or a failure to properly flight plan for weather, or an it can t happen to me attitude. Regardless, scud running is a bad choice. Keep in mind that summer weather is more predictable than winter weather. Weather systems in the summer months generally move slower. Winter weather systems move much faster, and can bring more hazards, such as sleet, snow, and ice. VFR pilots need to use basic weather knowledge and be alert in the air to the changing conditions around them. Forecasts are not always as advertised. It is also a good idea, if you find yourself in deteriorating conditions, to set a minimum altitude below which you will not descend if the clouds are coming down on you. The minimum could be, for example, 1500 feet AGL or 1000 feet AGL. If the minimum is reached, you automatically divert to the nearest airport immediately or do a 180 degree turn and go back. Always have a plan and one or more outs available to you if the weather starts going down around you. Fifth. Don t Do Stupid Stuff with Your Airplane. Buzzing your girlfriend s house. Taking selfies with your BFFs while doing steep turns at low altitude. Rolling your Baron 58 because you saw a professional pilot roll a Beach 18 in an airshow. Do you see a trend here? Darwin s Law of Evolution by Natural Selection? Low passes, high load turns, and poorly executed aerobatics are only a few of the ways pilots have come to grief by carelessly exceeding their own or their aircrafts capabilities. Can you fix stupid? Certainly. Pilots are not stupid; after all, it takes smarts and ability to learn to fly. However, some pilots will do regrettable it seemed like a good idea at the time things in airplanes. In many ways, this fault is easier to correct than executing a go-around on a misjudged landing. Pilots simply need to exercise better judgment. Don t maneuver your aircraft low to the ground to show off. Don t allow yourself, as PIC, to become distracted from flying your aircraft when you have friends with you. If you harbor a desire to fly aerobatics, then learn to do it the right way with a competent instructor in an aircraft certified for aerobatics. John and Martha King made headlines a few years ago when they publicly discussed what they termed the big lie in general aviation that it is as safe as driving a car. They contend it is not, but it can be made safer if pilots are willing to recognize, manage, and mitigate flying risks. Your own VFR flying can be made safer and the risks to you and your passengers can be reduced substantially simply by not making the five bad decisions discussed in this article. Page 9 EAA Chapter 572 Newsletter September, 2017

10 Interesting Stuff on the Web From Keith Lee, the top 20 apps for pilots on IPAD COOL STUFF http//ipadpilotnews.com/2017/08/top-20-apps-pilots/? utm_source=ipadnews&utm_medium= &trk_msg=v7qkrj7q1f94ba7bjrk8lc1o8k&trk_contact=hepcpfdv0bu3tn 8GM6TKET3FQS&trk_sid=86HENNB6E0SLHHHGFSGPVL1SUG&utm_source=Listrak&utm_medium= &utm_term=Top +20+apps+for+pilots&utm_campaign=A17083I&utm_content=Top+20+Aviation+Apps+-+Our+Updated+List Again from Keith, interesting article on Sky Kings plan in Wisconsin http// utm_medium=social&utm_source= &utm_campaign=user-share ANNOUNCEMENTS/NOTICES Wanted, Aviation Magazines By Mike Stopar Chapter members can bring aviation related magazines to our monthly meetings. Mike Stopar will label and distribute them. The Warrior House (Salute the Troops) is looking for magazines and reading materials. It s a new project for homeless vets. Dan Tinsley (president of SALUTE THE TROOPS ), is in charge of this project. They are pretty well stocked up on material donations but can always use additional funding if you care to donate. Mike is working with Dan, on this project. Dan can be reached directly by phone at for donations. You can also make arrangements, Page 10 EAA Chapter 572 Newsletter September, 2017

11 Chapter 572 Logo Merchandise By John Zorn ADS At the last meeting, John Zorn brought in several items of Chapter 572 Logo merchandise. The hats were very popular and sold out in a few minutes. Hopefully he will have some replacements for sale for the next meeting. In any case, if you are interested, please contact John at jzorn1@gmail.com. Blanket $23.00 Cooler Bag $21.00 Duffle Bag $21.00 Adjustable Cap $16.00 Elastic Cap $12.00 EAA 572 Shirts and Jackets Pete Vercouteren has arranged for us to purchase EAA Chapter 572 shirts and jackets. The cost of the shirt with the chapter logo is $28/ M $28/ L $28/ XL $30/ 2 XL The cost of the Jacket with the logo is S-XL/ $ XL/ $49.95 Please contact Pete if you are interested in purchasing. He can be reached at vpete101@aol.com Page 11 EAA Chapter 572 Newsletter September, 2017

12 2017 CALENDAR Jan. 2, 2017 Monthly Meeting Commemorative Air Force Dinner 6pm Sloppy Joes by Keith Lee Feb. 1, 2017 Monthly Meeting Presentation on Operation Vengence-the Yamamoto Raid Dinner 6pm Brats and Buns by Dick Finn March 6, 2017 Monthly Meeting Wisconsin Aviation Hall of Fame Update on honorees and activities By John Dorsey or Brandon Stormo April 3, 2017 Monthly Meeting If Airplanes Could Talk... Learning the History of Your Own Airplane By Fred Stadler May 6, 2017 Skyport Open House, Young Eagles Rally Contact Chuck Pazdzioch 900 am through 1200 pm Fond du Lac Skyport May 8, 2017 Monthly Meeting Aerobatics and Unusual Attitudes By John Chmiel Airport Manager Wausau Airport June 5, 2017 Monthly Meeting Gary Hilbert-Building a Lancair July 3, 2017 Monthly Meeting Picnic, Assemble tie downs for sale during Airventure if needed July 19, 2017 Set up Trailers for the Air Show Contact John Zorn Sept. 9, 2017 Young Eagles Rally Contact Chuck Pazdzioch 900 am through 1200 pm Fond du Lac Skyport Sept. 11, 2017 Monthly Meeting Note Meeting is one week late due to Labor Day Holiday Sept. 30, 2017 Boy Scout Aviation Merit Badge 900 am 100 pm Oct. 2, 2017 Monthly Meeting Dinner by Mike Stopar Foreflight presentation by Jordan Tewf Oct. 21, 2017 Movie Night Tentative Nov. 6, 2017 Monthly Meeting Sailplane presentation by Bob Wagner Dec. 4, 2017 Monthly Meeting Dec., 2017 Wright Brothers Banquet EAA Oshkosh Dec. 9, 2017 Christmas Party Jan. 8, 2018 Monthly Meeting Note Meeting is one week late due to New Years Day Holiday August 7, 2017Monthly Meeting Keith Lee will provide the dinner. Civil Air Patrol program and the Boy Scout Aviation Merit badge. Shawn Zinke Page 12 EAA Chapter 572 Newsletter September, 2017