TRIPLE five FLIER. Established January 1976 Volume 41 No. 7

Transcription

1 TRIPLE five FLIER Established January 1976 Volume 41 No. 7

2 CHAPTER OFFICERS 2017 President: Wes Baker [eaachapter555 at gmail.com] Vice President: Larry Kindrick Treasurer: Carl Brown Editor s Selfie Secretary: John Hotovec Directors: Bill Madden, Mark Drexler, Fritz Wagoner, and chapter officers Newsletter Ed: Carl Bogardus [eaa555chapter at gmail.com] Web Editor: Jerry Gaber Young Eagle Coordinator: Chris Campbell Official Disclaimer Attention folks Carl here, all building hints, tips and suggestions put forth in the newsletter or at Chapter functions are informational only. Chapter-555 assumes no liability or responsibility for the accuracy of such material. Anybody applying such information to their flying or project does so at their own risk. Additionally, the Chapter assumes no responsibility or risk for use of products occasionally listed for sale. This is a service to members and does not constitute an endorsement of such products by the Chapter, its members or the EAA. EAA-555 EAA 555 Hangar at KLRU Saturday July 15th on Twitter Join the EAA today - Chapter 555 s Website Pilots ABQ Lunch Every Thursday, Formation Begins at 11:15 AM, at Monroe s Restaurant at 6051 Osuna Rd. NE (about four blocks East of San Mateo on the North side of Osuna). Pilots Mid-Valley Lunch Every Tuesday, Formation begins at 10:00 AM at Bob Henning s Hangar, 3884 Tammy Ct. SE, Los Lunas, NM, (Mid-Valley Airpark) Ph , then onto Lunch at T J's New Mexican Restaurant at 235 Highway 314 SW, Los Lunas at 11:45AM. Benson AZ The third Saturday of every month Southwestern Aviation at the Benson AZ Municipal Airport serves breakfast FREE so if you are looking for some place new to fly for breakfast, give it a whirl 8:00-10:00. (E95 Airport I.D.) Pancake Breakfast July 16th 8 to 10 am. Cover: Coming next month,. story of this Thorp T-18 2

3 Join us, all friendly people invited, click below or scan the QR code on your smart phone for the registration form. Table of Contents President s Corner Pg 3 Agony and Ecstasy of ADS-B Pg 5 Meeting Pg 7 Waiex Photos Pg 9 Advertisements Pg 18 Tech Page Pg 32 Chapter friends, This month, I d like to write about one of the most important figures in aviation history, John Thomas Daniels Jr. That name is probably not immediately familiar to most of you, though I d be surprised if any of you do not carry a deep emotional attachment to him, or more specifically to something he did, that you discovered when you were a small child. I know I mentioned him here before, but I ve uncovered a few new details this time: It s a story so good that it bears frequent repeating, particularly in southern New Mexico, during our current time of rapid private spacecraft development. To understand John Daniels Jr. s place in history, we first have to consider the extraordinary accomplishments of Wilbur and Orville Wright. Everyone knows they made the first controlled flight of a powered heavier-than-air machine, in Once the Wrights showed the world what could be done, aviation technology exploded at a rate that is truly staggering. By 1947, less than 45 years after that first 120- foot hop at Kill Devil Hills, we d already broken the sound barrier, and Orville was still alive to hear about it. But the amazing thing about the Wrights is not that they made that first flight, or even that they developed the world s first reasonably useful airplane. It s the way they went about it all that is so impressive. When you study Wilbur and Orville, you find that they were a lot like the folks who hang around our chapter hangar. They were interested in all kinds of mechanical inventions, and went to extreme effort to understand how things truly worked. They also had no difficulty going off in their own direction when they discovered problems with accepted theory and practice. For example, during glider experiments in 1901, they became suspicious that the equations then in general use were overcalculating the amount of lift available from their airfoils. So they devised a way to measure lift and drag reliably with model wings, and thus invented the first wind tunnel. Using that system, they uncovered the aerodynamic explanations for adverse yaw during turns, and eventually determined that their aircraft should be turned by banking the wings, and coordinated with the rudder. They were also the first to consider the relative efficiencies between wings of different aspect ratios, and used this knowledge to dramatically improve the lift to drag ratio of the wings of their 1902 glider. Of course, in addition to their theoretical work, they were consummate builders and tinkerers. All of their early aircraft made extensive use of parts derived from their bicycles. They constantly refined every part based on their own testing and experience. After determining that there was no workable theory of how to design air screws, and much arguing 3

4 between them, they developed one of their own, based on the idea that propellers were merely rotating wings. According to a 2004 study, Wright 1903 propellers could convert as much as 75% of their input torque to forward thrust, and may have reached over 82% peak efficiency. We can t do much better than that now. Sometimes, they did things themselves because they knew they couldn t trust anyone else to do quite as well. When they weren t able to find a powerful engine that was light enough for their airplane, they just designed their own, and had it cast out of then-exotic aluminum by one of their close associates. Not trusting the press, they decided to document their early flights themselves. They even had their own darkroom in Dayton where they could develop photos taken on glass plates. Which finally brings us to John Daniels. Wilbur and Orville were ready to fly their first powered airplane on 17 December, They needed help to handle it in the winds that day, gusting over 27 miles per hour. They asked for assistance from The Kill Devil Hills Life-Saving Station, and Daniels was one of the three men who came to their aid. Orville had prepositioned his Gundlach Korona camera, and told Daniels (who had never even seen a camera of any kind before) to squeeze the shutter bulb if something interesting happened. Daniels was so excited to see the airplane fly that he forgot to squeeze the bulb for quite some time. But, miraculously, he produced that iconic photo of Orville struggling with the flyer while Wilbur trotted along beside the airplane. Nobody knew what he had captured at the time, of course. The Wrights watched the image develop in their darkroom in Dayton weeks later. Try to imagine what that must have felt like. There are few photographs that capture important historical events so perfectly. Even if it had been taken at the 20 th flight, I d still be dazzled by its quality and evocative power. Then try to imagine if Daniels had not been there that day. What if nobody was available to take that picture? Most people refused to believe the Wrights were really flying for several more years anyway. The French press continually reported they were frauds, until Wilbur made routine demonstration flights around Le Mans in Fortunately, we do have the magnificent photo Daniels triggered. Later on the 17th, a very strong gust flipped the airplane over. The crash was so strong that the engine block broke into two pieces. Daniels tried to grab on to one of the struts, and somehow ended up uninjured between the wings when it was over. He told the story of his part in those events until he died in 1948, the day after Orville passed away. I wonder who will be the John Thomas Daniels Jr. of our time. Maybe one of our chapter members will make some important contribution to history during the first commercial tourist launch from the Spaceport. Clear Skies, Wes Baker 4

5 The Agony and Ecstasy of ADS-B 2017RoseMarieKern I ve heard a lot of complaints about the fact that the FAA is requiring anyone who flies in controlled airspace to purchase ADS-B by I feel your pain. The FAA is trying to make it more affordable by offering rebates, but it is still one more piece of equipment most GA pilots feel is unnecessary. There are actually two very good reasons however to get ADS-B on board your aircraft. Right now all air traffic control uses radar to separate aircraft. The FAA is in the process of upgrading all its equipment so that in the future ATC will primarily use satellites to determine an aircraft s location. Ground based radars send/ receive signals that slant from the base location upwards and outwards. That slant angle means there is an error factor depending on the distance of the aircraft from the ground based unit. It is for that reason the center controllers must ensure the computer readouts are at least five miles between targets (aircraft) at the same altitude. Satellite readouts are much more precise and unlike ground based RADAR s they can read aircraft locations across oceans and in mountainous terrain. Obviously trying to mix the radar returns and the satellite returns is problematic. In order to have the most precise display of aircraft location, ALL the aircraft must be monitored using the same system. That is why ATC wants everyone on ADS-B. Now, there is another compelling reason why every VFR pilot should also want ADS-B in his aircraft search and rescue. Right now if a pilot files a VFR flight plan and something goes wrong which forces him to land here is what happens. Half an hour after the ETA on the flight plan, Flight Service contacts the aircraft s destination airport to inquire if the aircraft landed. Then they call the number on the flight plan. If they get no response then they start the communications search and alert RCC that there is a potential for an overdue/missing aircraft. The com search includes querying all the air traffic facilities on the aircraft s route and calling every airport on the route to see if the aircraft landed short. 5

6 Two hours after the aircraft s ETA, RCC takes over and sends aircraft out to begin searching the route for the missing aircraft. They start by flying a search pattern along and 50 miles either side of the whole route. So essentially, if you were on a four hour flight and something caused you to land unexpectedly just an hour into the trip, the physical search for your aircraft would not begin for five hours after your accident. Assuming you lived through the landing but injured, that s a long time! If you are on that same flight plan and your ADS-B is registered and operational, the satellite pings every couple minutes. If your aircraft stops moving before it is supposed to and the flight plan is active an alarm tells flight service that something is wrong. They can then open a screen that shows the track your aircraft took and the precise location where of the last satellite hit. The physical search is begun immediately and the rescue crews know exactly where to go to find you! So when you go to get your ADS-B, don t think of it as something forced on you by the Feds, think of it as your personal safety net. Rose Marie Kern s book Air to Ground, a Guide to the World of Air Traffic Control and Aviation Weather, is now available on Amazon and on her website at She will be touring the country this spring speaking to various aviation groups if you d like to meet her check out the calender on her webpage. Rose will also be at the Land of Enchantment Fly IN August 26th and at Oshkosh. Remember, T-18 story in next month s issue, (what a nice panel notice lighting) 6

7 Most of this months meeting morning was take up by the initial weight and balance of Bob Diven s Neiuport. Many hands were used to get the plane on the scales and weigh it. That was the easy part, the next part was to determine the relationship between the center of balance and the center of lift, needless to say determining that took a bit of mental work as the plane is a biplane with wing sweep involved. The meeting was capped off with the memorial to Marti Ditmore. Attendees gave their remembrances of touching moments with Marti and his involvement in the chapter. Ahh, the problem seems to be right there! Ok, by TLAR standards, our job is done, (for those not in the know, that means That Looks About Right. Here Fritz works on the goesinto, (that part goes in to that one). 7

8 Above: Putting the prop on Below: Connecting the electronic scales 8

9 Ted told me that his work on the cooling system is sometimes baffling. Mark made this cowling blister to clear the oil pump cover on the cowling. Mel has got most of the plumbing and wiring in for the panel. In fact, there is a surprise at the end of this section 9

10 These are the companies that have provided either material support or donated money to the project Sonex provided the wings and builder support 10

11 Avio Lights, another aviation company, has sponsored our exterior lights for the Waiex. They are an All in One lighting solution Aircraft Spruce sponsored an account for the builders ordering parts. Your companies logo belongs here and on our sign, banner, and plane. We even have room for business card advertisements. Donations can be equipment suitable for the Waiex or a cash contribution. Contact Carl Bogardus Ph: (leave message) eaa555chapter@gmail.com 11

12 Large Individual Donors Brett Hahn Martin Ditmore Bernie and Ryoko McCUNE Mike Singleton John Hotovec Chuck Ritchey Its not too late, your tax deductable donation will help, you can use credit cards to donate. Click to use PayPal for your donation, (no PapPal account needed). 12

13 Cool air flows through that slot to the oil cooler. All of this had to be custom designed and fabricated by the building crew. More of Ted s baffles. The view from the right side of the panel. 13

14 Above: Mark s handiwork Below: Take me to your leader 14

15 See, it works! Mel got finished installing the panel and powered it up 15

16 The Commemorative Air Force recently had a maintenance photo contest among the planes currently in airshow circuit, here are the winners. Takes lots of work to keep them going and looking this good. First Place Mission Departure CAF by Mark Naumann Sentimental Journey at Sunset Second Place by Mark Naumann 16

17 Sunset Belle third place by Mark Naumann Honorable Mention Nuts to You by Steve Templeton 17

18 Fly Mart Cherokee 140 Rear seats snap out for larger luggage area Hat Rack New Red and White paint scheme not standard Piper motif No Corrosion and currently in Las Cruces, NM Interior Good upholstery and headliner All Logs 150 H.P. Lycoming E3D New #1 and #4 cylinders Gibson Compression checks have remained consistent and in range No drips or leaks anywhere. Runs great on MoGas ACTT ENG TT TSMOH Good Tires - Wheel Pants (currently off aircraft) Sensensich 74DM Prop Pitch changed from 58 to 56 by Precision Prop in Boise Idaho ACK E ELT transponder MX 170 KX 170 Bendix King KT 76A Mode C Transponder Simple audio panel w/flightcom 403MC Intercom Comes with Garmin 196 Yoke mount and two head sets No foot brakes central brake handle Cabin Cover, Cowl Plugs & two piece aluminum hand tow EXCELLENT STABLE PLATFORM FOR GA/ VFR FLIGHT 18 Fresh Annual 7/2016! Ready to Fly! Asking $22,500 Cathy Myers Leave message flying4myers@gmail.com

19 KR-S2 Project for Sale. Frank had a stroke and can't work on it anymore. Fuselagae and wings are complete. Has wing tanks plus a header tank. High intensity landing lights in the wing root. Has flown, but is being sold as parts. Needs tires, wheels, brakes and prop. $4,000 Zero-time Revmaster R2100D turbo engine and Dynon EFIS D-60 $5,900 Discount for airframe and engine together. $9,000 Contact: Patrice Gapen flypatr@yahoo.com 5301 Kennedy Drive, Cheyenne, WY

20 For Sale Barely used 2007 Airborne XT-912 Touring 2-Place Trike w/ available hand controls Engine: Rotax 912, 80hp, 4- stroke, liquid & air cooled, 18 usable gallons of auto-gas or 100LL, 2.5gal/hr burn rate 140 hours on engine and trike frame, 2500hr engine TBO Wing: Airborne Cruze w/ 60mph cruise, dual surface, adjustable trim speed Equipment: AMPtronic SKYDAT GX2 instruments, MicroAir Radio and Transponder w/ Altitude Encoder Accessories: Two Lynx helmets with wind visors, Two MicroAir headsets, two under-seat storage bags, Large dual helmet storage bag All maintenance and flight records available Hangar kept in Las Cruces, NM Please first visit: ml_xt912.php ml_xtc912_specs.php Now $29,000 Please call Gary for further questions and to arrange a showing

21 2008 Thatcher CX TTAE, single place inexpensive flying at 120 MPH and 3.5 GPH. Extremely well built (looks like it came out of a factory). Flies great and looks pretty. Single com and transponder. $18,500 obo. Call Bert Benavidez in Deming, NM at (575) desertnm310@gmail.com Don t forget, PDF of this newsletter at: 21

22 Partner Needed! 1/4 share for sale Sky Ranger Plane is registered as Experimental Light Sport 100 HP Rotax 912ULS, radio, nav lights Simple, basic VFR aircraft Useful load 612 pounds Excellent performer at altitude/high density days Earn your Sport License or fly on driver s license, (licensed pilots). Inexpensive flying, Carl Bogardus at or weemooseus@yahoo.com 22

23 - Stinson CALL FOR PRICE 408hrs TT Since new 1946, 2015 Annual New Ceconite & New Interior, Cleveland Brakes, Scott Tail Wheel, No alcohol Car Gas, NavCom, Transponder, GyroCompas, ELT=AK-450, Artificial Horizon Contact Bud Hefley Owner - located Portales, NM USA Telephone: Fax: budhefley@plateautel.net 23

24 Learn to Fly Please note: This is not an endorsement of any services listed. If you need more information about these sources of flight training, Please contact them for references. Great Way to Fly! Reduce cost by sharing fixed cost expenses Cessna 182 available for training and travel Online Scheduling Monthly Dues $ Flying cost per flight hour approximately $ Based on fuel cost Doug Newton, General Manager 9400 Zia Blvd. Hangar B Las Cruces, NM newt727@aol.com 24

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27 Joe s Flight School Aircraft Services, LLC Joseph Vasquez CFII, MEH, ATP Doña Ana County International Jetport 8063 Airport Rd Santa Teresa, NM Boeing Dr El Paso, Texas Office: Cell: info@flyredarrow.com (575)

28 INFORMATION FOR NON-EAA/CHAPTER MEMBERS EAA and chapter membership offers many benefits for those that are interested in aviation, aircraft design, homebuilt aircraft, and aviation education. Involvement in EAA and one of its chapters can lead to lasting friendships and lifechanging activities at many different levels. 28

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32 Military WW1 Uncut 8 - Combat in the Skies WW1 Fighter Aircraft - Twilight Dogfight 430th FS "Back Door Gang" P-38 Lightnings Lockheed EC-121 Super Constellation Departing Camarillo 1/14/12 RNZAF 'Red Checkers' Aerobatic Team Air to Air Two WW2 P-40 Warhawk Fighters - Low and Loud 5 Corsairs flying at the Planes of Fame Airshow 2017 Civilian Kohler ultralight engine FX Glider Display Team at Little Gransden Super Petrel LS amphibious light sport aircraft bi-plane Jasons flight, Sky Ranger Nynja Onboard Gyrocopter During Airshow Display Float Training! 1st Lesson - J3 Cub Fun Flying Superstol landing at the beach house The Art of not crashing into the plane beside you To Idaho SKYRanger - EPMX-EPNC ferry flight + PAX AirVenture 2016 Part 1 flight to OSH AirVenture 2016 Part 2 The show Verner Radial Engines, Verner Scarlett 3VW, Scarlett 5 Series, Scarlett 7 Series 32