Chapter 675. Marshalltown, IA WHAT S FLYIN THIS WAY!!!

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1 May 2011 Chapter 675 Marshalltown, IA President MAY MEETING WHEN: Thursday the 12th 7 pm WHERE: PAUL ADAMS HANGAR-KMIW PROGRAM: BLAKESBURG DREAMING Paul Adams 2144L Marsh Ave dladams@marshallnet.com Vice President David Cheung 703 W. Main St davidscheung@juno.com Sec/Treas WHAT S FLYIN THIS WAY!!! FINALLY! Some good flying weather has arrived. Hopefully it will be nice on Thursday for our meeting. If so, expect some airplanes in the air prior to the meeting. Rides are a possibility! At the meeting, we will see what it s like to participate in the largest Antique Airplane gathering in the US. Blakesburg, Iowa is home to the Antique Airplane Association and a great place to be over Labor Day weekend. We are very fortunate to have the AAA in our backyard. Also, Don Lutes will be turning 80 years young and will share his birthday cake with us during the meeting. Tune up your lungs, there may be some singing involved! Don t forget...come early and watch the airplanes. WHAT FLEW BY!!! 19 members and 7 guests were in attendance at our last meeting! I didn t get all the names of the guests, but we hope to see them again. Paul and Dan Adams went to a leadership conference in Oshkosh, and Paul received a letter from Paul Poberezny thanking him for coming up. The EAA Museum has a room set aside that replicates Paul and Audrey s basement workshop. Fireplace and all. Jim Jones gave an update on Fly Iowa which is going to be held in September. If you have access to Facebook, you can see the updates to the events and schedules. Go to... < Dave McCurry 5 Valley View Rd dmccurry@marshallnet.com Newsletter Editor Corey Butcher 2940 Arney Ave State Center, IA (hm) (wk) coreybutcher@voisin35.com The EAA produced video has been released, and Paul obtained it when he went to the conference. We all watched it and those who were there can not forget the unprecedented flooding! All the highlights were on it as well such as the DC-3 reunion. On May 6th Doug Boyd, Dave McCurry, Miek Tingley, Paul Adams, Dave Cheung, and Les Risius gathered at the airport entrance and walked the airport road to clean the ditch. Thanks to all who helped! A special front page note about Doug Boyd...He s a new Grandpa! Grandson Hudson James Boyd was born on Thursday, April 21st. Hudson has some heart problems, but as of last report on May 3rd, he has undergone an operation and is doing well. I m sure Doug can give an update at the meeting. There has been a lot of flying going on! Some of those reports are inside. Let your newsletter editor know YOU are UP to!

2 CALENDAR For those of you on the internet, all of the information for aviation events are available in many places. Links to the websites that have all the info you need are listed below. If you do not have internet access, and a specific event you are interested in is not listed in the newsletter, just call me and I will be happy to look up the info for you. May 2011 Ankeny Regional Airport 5/21 Ankeny Flying Clubs Open House 9:00 a.m. 12:00 p.m (Joel Severinghaus) Independence Municipal Airport 5/21 International Learn to Fly Day Open House 9 a.m. 12 p.m (Jonathan Walter) jwalter@connellaviation.com Website: Boone Municipal Airport 5/21 7 a.m a.m Website: Sunday, May 22 Sioux Gateway Airport 5/22 Mid American Aviation and Transportation Museum Fly-In Breakfast and Car Show 7:00 a.m. - Noon Free to all fly-ins Website: Pilot Safety Meeting 5/24 Ankeny Regional Airport Secrets of an effective flight review 6:30 p.m. 8 p.m. Pilot Safety Meeting 5/25 Waterloo Municipal Airport Understanding the WINGS Program 6:30 p.m. 8 p.m. Livingston Aviation Pilot Safety Meeting 5/26 Eastern Iowa Airport (Cedar Rapids) Meet your local Air Traffic Controllers 7:00 p.m. 8:30 p.m. Public Safety Building Council Bluffs Municipal Airport 6/04 Spring Open House & Fly-in Breakfast 8:00 a.m. 4:00 p.m (Dale Standley) dales51503@cox.net Denison Municipal Airport 6/05 7:00 a.m. - 11:00 a.m Fly-ins eat free (John Amdor) Audubon Municipal Airport 6/05 6:30 a.m. 10:30 a.m. Fly-ins eat free (Barbara Smith) audchmbr@iowatelecom.net Clarinda Municipal Airport 6/12 7:00 a.m. 10:30 a.m. Breakfast 10:30 a.m. Airshow (Barb Nothwehr) bnothwehr@bankiowabanks.com NW Iowa Regional Airport (Spencer) 6/12 7:00 a.m. - 11:00 a.m. Fly in pilots eat free. Leading Edge Aviation spencerairport@smunet.net Iowa City Municipal Airport 6/ th Annual Air Race Classic Kickoff (Minnetta Gardinier) m.gardinier@gmail.com Website: Saturday, June 18 - Sunday, June 19 Quad City Air Show Featuring the Navy Blue Angels Davenport Municipal Airport info@quadcityairshow.com Website: Visit your Chapter 675 website!

3 The Numbers of WWII Continuted from last months newsletter In a single 376 plane raid in August 1943, 60 B-17s were shot down. That was a 16 percent loss rate and meant 600 empty bunks in England. In it was statistically impossible for bomber crews to complete a 25-mission tour in Europe. Pacific theatre losses were far less (4,530 in combat) owing to smaller forces committed.. The worst B-29 mission, against Tokyo on May 25, 1945, cost 26 Superfortresses, 5.6 percent of the 464 dispatched from the Marianas. On average, 6,600 American servicemen died per month during WWII, about 220 a day. By the end of the war, over 40,000 airmen were killed in combat theatres and another 18,000 wounded. Some 12,000 missing men were declared dead, including a number "liberated" by the Soviets but never returned. More than 41,000 were captured, half of the 5,400 held by the Japanese died in captivity, compared with one-tenth in German hands. Total combat casualties were pegged at 121,867. US manpower made up the deficit. The AAF's peak strength was reached in 1944 with 2,372,000 personnel, nearly twice the previous year's figure.. The losses were huge---but so were production totals. From 1941 through 1945, American industry delivered more than 276,000 military aircraft. That number was enough not only for US Army, Navy and Marine Corps, but for allies as diverse as Britain, Australia, China and Russia. In fact, from 1943 onward, America produced more planes than Britain and Russia combined. And more than Germany and Japan together However, our enemies took massive losses. Through much of 1944, the Luftwaffe sustained uncontrolled hemorrhaging, reaching 25 percent of aircrews and 40 planes a month. And in late 1944 into 1945, nearly half the pilots in Japanese squadrons had flown fewer than 200 hours. The disparity of two years before had been completely reversed. Experience Level: Uncle Sam sent many of his sons to war with absolute minimums of training. Some fighter pilots entered combat in 1942 with less than one hour in their assigned aircraft. The 357th Fighter Group (often known as The Yoxford Boys) went to England in late 1943 having trained on P-39s. The group never saw a Mustang until shortly before its first combat mission. A high-time P-51 pilot had 30 hours in type. Many had fewer than five hours. Some had one hour. With arrival of new aircraft, many combat units transitioned in combat. The attitude was, "They all have a stick and a throttle. Go fly `em." When the famed 4th Fighter Group converted from P-47s to P-51s in February 1944, there was no time to stand down for an orderly transition. The Group commander, Col. Donald Blakeslee, said, "You can learn to fly `51s on the way to the target. A future P-47 ace said, "I was sent to England to die." He was not alone. Some fighter pilots tucked their wheels in the well on their first combat mission with one previous flight in the aircraft. Meanwhile, many bomber crews were still learning their trade: of Jimmy Doolittle's 15 pilots on the April 1942 Tokyo raid, only five had won their wings before All but one of the 16 copilots were less than a year out of flight school. In WWII flying safety took a back seat to combat. The AAF's worst accident rate was recorded by the A-36 Invader version of the P-51: a staggering 274 accidents per 100,000 flying hours. Next worst were the P-39 at 245, the P-40 at 188, and the P-38 at 139. All were Allison powered. Bomber wrecks were fewer but more expensive. The B-17 and B-24 averaged 30 and 35 accidents per 100,000 flight hours, respectively-- a horrific figure considering that from 1980 to 2000 the Air Force's major mishap rate was less than 2. The B-29 was even worse at 40; the world's most sophisticated, most capable and most expensive bomber was too urgently needed to stand down for mere safety reasons. The AAF set a reasonably high standard for B-29 pilots, but the desired figures were seldom attained. The original cadre of the 58th Bomb Wing was to have 400 hours of multi-engine time, but there were not enough experienced pilots to meet the criterion. Only ten percent had overseas experience. Conversely, when a $2.1 billion B-2 crashed in 2008, the Air Force initiated a two-month "safety pause" rather than declare a "stand down", let alone grounding. The B-29 was no better for maintenance. Though the R3350 was known as a complicated, troublesome power-plant, no more than half the mechanics had previous experience with the Duplex Cyclone. But they made it work. Navigators: Perhaps the greatest unsung success story of AAF training was Navigators. The Army graduated some 50,000 during the War. And many had never flown out of sight of land before leaving "Uncle Sugar" for a war zone.. Yet the huge majority found their way across oceans and continents without getting lost or running out of fuel --- a stirring tribute to the AAF's educational establishments. Cadet To Colonel: It was possible for a flying cadet at the time of Pearl Harbor to finish the war with eagles on his shoulders. That was the record of John D. Landers, a 21-year-old Texan, who was commissioned a second lieutenant on December 12, He joined his combat squadron with 209 hours total flight time, including 2½ in P-40s. He finished the war as a full colonel, commanding an 8th Air Force Group --- at age 24. As the training pipeline filled up, however those low figures became exceptions. By early 1944, the average AAF fighter pilot entering combat had logged at least 450 hours, usually including 250 hours in training. At the same time, many captains and first lieutenants claimed over 600 hours. FACT: At its height in mid-1944, the Army Air Forces had 2.6 million people and nearly 80,000 aircraft of all types. Today the US Air Force employs 327,000 active personnel (plus 170,000 civilians) with 5,500+ manned and perhaps 200 unmanned aircraft. The 2009 figures represent about 12 percent of the manpower and 7 percent of the airplanes of the WWII peak. IN SUMMATION: Whether there will ever be another war like that experienced in is doubtful, as fighters and bombers have given way to helicopters and remotely-controlled drones over Afghanistan and Iraq. But within living memory, men left the earth in 1,000-plane formations and fought major battles five miles high, leaving a legacy that remains timeless. Thanks to Garry Brandenburg for submitting this article

4 Member News Paul Adams-First Flight The first flight occurred on Tuesday April 12 around 5:30 PM. Prior to the flight in the week previous, I had done some taxi tests including slow and high speed tests. During the high speed tests I raised the tail which came up easily at 30 MPH with the use of forward stick. All taxi tests revealed a very steady aircraft. Thus, on April 12 I felt confident I was ready to go, although as usual a little nervous. The initial test on April 12 was to be a taxi test, however it did not go that way (the same happened with the first flight of the Celebrity). After ling up on runway 13, with a very small cross wind, I applied partial power. At 30 MPH I applied forward stick and the tail came up as usual. However I had added a little more power then the earlier taxi tests and she wanted to fly (also during the taxi tests Dan was in the plane and even with all his weight loss the plane wanted to go airborne without him in the plane). Since the plane felt very light I added the rest of the power and off we went. No problem man! Climb out was at a predetermined number by me which was 75 MPH indicated. Even at that speed, man what a climb. She climbs like a real home sick angel. It might be noted although the airframe has gone threw some changes the original S6 flew on a Rotex 447 which I think was around 46 HP, so 100 ponies does provide a stellar climb. I leveled off at 4000 feet and cooled myself down. The engine was all in the green although a little on the cool side. I circled the airport a few times getting the feel of the controls at various speed and power settings. I had a little trouble determining cruise attitude by looking over the nose. It turns out the view over the nose is spectacular with a real low nose look, hardly any obstruction by the cowling. It is a very light controlled aircraft and I am glad I have a lot of time flying light control aircraft like the Quickie and the Celebrity. Next came some practice approaches up high to prepare for the landing. I think I made about six, each getting a little lower followed by a small climb. The first thing I noticed is the plane does not like to descend. The first power setting I used was 4000 RPM (I was cruising around earlier at 4500 RPM, normal cruise is 5500 RPM or 75% at 5000 at sea level). This resulted in a slightly lower speed but not much of a descent. I continued this in 500 RPM increments until I got to 3000 RPM and 75 MPH (the normal approach speed is slower and I am not using flaps ((I decided flap testing fill follow later)), I merely picked this for the first flight). My plan was to land half way down runway 13 and nurse it dissipating any residual speed. I do not have a VSI so I do not know the actual descent rate. I made the decision to land and all went well with a slight hope after my initial touch down preceded by a fair amount of float. Total flight I noticed later was.8 hours. As I was taxing in I saw my little wifey the project banker and support team and I gave her a ride to the hanger (all taxing of course). After I flew, Dan flew for.6 hours. Upon his return we compared notes and both felt it was one of the best planes we have ever flown. Easy, stable, in trim, nice controls with an awesome view. He also had a time finding the appropriate pitch looking out the front window for a non climbing cruise. Upon comparing rides one difference was I felt it was a non rudder plane. He felt it needed rudder like a Cub or a Citabria. He was right, I was nervous. Subsequent flights have shown me it needs rudder to coordinate the turns. The only other think to report of significance from later flights is a cruise report. Although a lot of testing needs to be done at normal cruise settings the initial cruise speed was 111 MPH indicated, which I believe is basically by the book. As I say, more work to do there. All in all it was a great feeling to get to the first flight. Some times I don't think it actually settles in until later when things quiet down and I have time to reflect. I had made a list of the "definition of N708PA. It is included below: N708PA Construction Details RANS S6-ES, tail dragger with new sport wing and molded wing tips Options from RANS -Super six upgrade *12 inch spinner *super six fiberglass cowling *super six enlarged instrument panel *super six lexan wind shield -Molded interior *rear baggage compartment -Dual hydraulic brakes -Volt meter -Parking brake -Heater -Gascolator -Wheel Pants -Main Landing gear fairing -Wing strut fairing -In dash pitch trim -Aft baggage compartment -Rotex 912ULS 100 HP *2000 TBO upgrade *soft start module upgrade -Sensinech propeller -Communications antenna mount -Tinted windows Builder additions -Removable upper and lower walnut instrument panel -Dual throttle -Xcom 760 radio *includes integral intercom -Radio Master switch -Intercom on/off switch -Wired for dual headsets -In panel Gizmo GPS mount -Garmin 196 GPS -Sensitive altimeter -Ball inclinometer -Hobbs meter -ELT -Aileron push/pull tube fiberglass cover -Two part Dupont paint with four coat urethane top coat -Powder coating on *jury struts *upper and lower instrument panel supports *wing root covers *green house interior moldings *Main window moldings -Clear window for air worthiness holder -Rear jury strut covers -Alcohol resistent fuel lines -Metal rudder return springs -Vinyl N numbers

5 Member News cont. When Doug Boyd got home from visiting his new grandson, he made up for lost time in the flying department. He joined Ed Boehm and Corey Butcher for breakfast in Grinnell on Tuesday the 3rd. Then went again on Saturday morning to Sully along with a few others...not sure who. After Ed and Corey returned from Grinnell, they decided to fly to Green Castle over by Cedar Rapids around 4pm so Corey could take his BFR. It was quite bumpy on the way over, much as it was on the way home from Grinnell, but it calmed down considerably once over there. The BFR went great, Corey got his sign off for flying into controlled airspace, and the flight back afterwards was just magnificent. We were flying directly into the sunset and touched down with eight minutes to spare before the end of civil twilight which is when a Sport Pilot has to be on the ground. Sunset enroute to KMIW Here is Paul Adams after his SECOND day of flying his new Rans S6-ES.