November 2013 - EAA Chapter 326

Thun Field
Thunder
EAA Mount Rainier Chapter 326 Newsletter
November 2013
Next Meeting
Cap Building at Thun Field
Tuesday, Nov 12th, 7PM
Program: Deb Wallace, Pierce County Airport and
Ferry Administrator
Refreshments: Paul & Bette Wescott
179
Thun Field Timeline
· 1944 - Puyallup businessmen develop a gravel landing strip on
the South Hill plateau along the primary route between the
communities of Puyallup and Eatonville.
· 1949 - The airport was purchased by John Thun, Sr. and
renamed 'Thun Field.'
· 1967 - After 18 years of private ownership, the airport and
surrounding land (500 acres) is sold to the Puyallup Development
Company.
· 1979 - Pierce County acquires Thun Field (150 acres). The
Federal Aviation Administration and Washington State
Department of Transportation - Aviation participate in the
purchase of the airport.
· 2006 - A bench, placed adjacent to what was once the Thun
family home and is now the airport office, is created in memory
of John Thun, Sr.
· 2010 - A memorial plaque is added to John Thun's bench. In
part, the inscription reads: '...John's spirited character, personal
integrity, and noted involvement in the community helped make
this airport a popular gathering place for many diverse groups of
people...'
EAA Mount Rainier Chapter 326
From Ed Shadle
Oct 11, 2013
Alvord Desert
I ran a 450 at 12:30 PM. We then put Jessi Combs in the cockpit and she
ran a 371 first pass then turned her around in 55 minutes and she ran
the opposite way at 440. Two way average of 392 over the measured
mile. We did this with a 20 Knot head wind and a total distance, start to
stop of 7.8 miles. Now we know we can challenge the world record. The
Eagle runs so straight you can run hands off!!! It is totally AWESOME!
Video of Jessi Combs in the North American Eagle Supersonic Land
Speed Challenger (video by David Cohn)
I have just completed a video showcasing the second of Jessi’s record
runs on October 9, 2013. That video is now live on YouTube:
Jessi Combs
Arrived back home this evening. I'll send out a trip report in the next
couple days but the final results were:
I posted one run at 450 knots (515 MPH) and Jessi ran a two way
average over the measured mile of 392.954 MPH.
Jessi's terminal velocity on the down run was 371 and return run 440.7.
These were done on a total distance of 7.8 miles, start to stop.
One of the important factors was the ability to stop the Eagle in 2.8 miles
from 500 MPH. The magnetic brakes worked to perfection with the
rotors only getting up to just over 120 degrees F. when cooling water is
sprayed on them during deceleration. The steering is absolutely perfect.
Almost no steering input is needed at the higher speeds.
What a great two weeks we had..............Ed
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EAA Mount Rainier Chapter 326
the left wing and hopped off the front. He said it was built in 1947 and he
had been the sole owner. I told him it was a beauty and took off. I wondered
I was finally signed off to do my solo cross country about mid - October. how he was going to get back into that plane.
I planned my trip, a round robin from my home, Albritton Airport 9WA7
I flew onto Skagit Bayview and wow what a glorious flight. The visibility
via Arlington, Skagit Regional, Everett-Paine and back home.
was excellent and here I was flying by myself in Old Blue between a
I had to have at least one airport 50 nautical miles away and the trip had gorgeous mountain range and the San Juan Islands. It just doesn't get any
to be more than 150 NM total. I had all my paperwork done, chart was better than that. I landed at Skagit. It was a nice size airport with not a lot
mapped off with a yellow highlighter, my flight log with all the necessary going on. I reviewed my information on Paine as I wanted to sound
data. We were to have the next ten days of sunshine so I was looking professional when I talked to the tower. I let them know that I was a student
forward to getting her done! I woke up the next am and FOG. The next on my solo cross country. I was given clearance to make a straight in
day FOG. That went on for days then weeks. It was getting kind of approach for 16L. I felt really good with all my landings that day including
discouraging, but I kept studying my trip and praying for sun. Then, this one. Upon departure I asked to depart to the southwest so I could fly
October 29th, my day came. I woke up to a bright sunny morning with Mt. down the Puget Sound. I was cleared and made my way to the middle of
Rainier sitting out there as big as the day itself. I knew it was going to be the Sound. I was flying right down the middle and as I came up to Seattle,
it made me think of the day I was flying back seat in our RV-8 with Randy
a great day. Old Blue was all ready to go and had been for weeks now.
flying and we were off of John Brick's wing showing us the way down the
I did my pre-flight check and with my lucky hat, my lucky feather, and my Sound. We had been flying with the Blackjacks that day. That was a really
momma's angel pin, I hopped in Blue and fired her right up. I taxied her special day and so as I was flying along I could smile with great memories
down to the north end of the runway and did my run-up. Old Blue just already. I flew down into the Port of Tacoma where I turned to the East
leaped into the air even with full fuel tanks as the air was still a very chilly and headed for home. Me and Old Blue... we know our way home! I crossed
43 degrees. I set my course for Arlington and decided to transition through over Lake Tapps, flying over the neighbors as if to say look, it's me up
Renton's airspace so I could get some more tower time in. It all felt good. here. I line up on the downwind where all you can see is trees. Turning to
I kept my eyes roving in and out, enjoying when I would get a glimpse of base then final. I pull my last flaps over the hundred foot trees in our
the fall colors out there. I passed over Harvey airport knowing I was on neighbors property on the south end so I can balloon just enough to fly
the right track. I heard only a couple of planes flying around Arlington. over them and point the nose down. Our runway slopes up so after nosing
They were using runway 34 so I asked for a straight in approach. It worked down you have to nose up. Randy was there on the runway as he always
out well as the other planes were on the forty five of the downwind and is to watch and grade my landings. He said that was my best landing in
the other just arrived on the downwind. I was proud of the landing and there ever. I smiled as it felt so good. My husband whom I simply adore
taxied Blue over to the restaurant so I could take advantage of their fine is so proud of me and I am proud of myself too!
facilities. I got out and tied her down. Another pilot in a yellow RV with
a Canadian number pulled up next to me. He was the pilot on downwind The next day was partly sunny so I was able to fly my second solo cross
and informed me it was good. I had my landing light on as my plane was country. This time I flew to Tacoma Narrows, Shelton, Olympia, Chehalis,
Toledo and back home. When I landed at Shelton, where they have just
not easy to spot.
re-paved the runway, they asked me if I could stay on the ground for about
I was coming out of the restaurant and noticed another plane next to Blue. ten minutes so the helicopters could practice their maneuvers. I agreed and
It was a Navion. I walked up to the fella climbing out of it and man was I boy was that fun to watch. One helicopter kept shooting the other one with
shocked as this little man got out of such a big plane. He walked across some type of fireworks while the one being shot at would try to dodge the
Kerry’s Solo Cross Country
3
"bullets".
were
yanking
EAA MountThey
Rainier
Chapter
326 and a banking hard and fast. It was really
cool to watch them. I then went on to Olympia airport and couldn't wait to
get on the ground. My morning coffee was desperately wanting out. I made
a really nice landing considering I felt like my legs should have been
crossed. The control tower asked
me where I wanted to go and I
swiftly asked for the transient
parking by the Gee Bee QED. I
knew there was a bathroom in
their hangar. The tower informed
me that the QED just took off so
it wouldn't be there. I told him I
needed somewhere to go to the
bathroom and he asked me to
switch to ground control. I guess
he figured this is one conversation
that didn't need to be on the air!
He told me to go on over to where
the Gee Bee QED hangar was at
and I could go in there. I thanked
him and taxied to where I knew
relief would be. I saw a couple of
friends, Dick Migas and Rich
Aldredge in front of the QED's
hangar. The QED was out flying
some time off and they were so
kind to invite me to hang out with
them. I used the restroom and
came out happy to finish my conversation with the guys. I informed them
that I still had two more stops and the weather was starting to worsen and
I needed to finish my flight, so I flew off to my last destinations making
it home safely once more.
Now, all I need is a good clear night for some night flying, a day of
polishing and I'm good to go for the private pilot check ride!!!
Kerry Albritton,
Aspiring Pilot
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EAA Mount Rainier Chapter 326
Friends and family,
A few more pictures of this project that has captivated me for the last
few years. The windshield, which has been a huge obstacle, is now
finally installed. I have to thank my friend Dean Nault, for his time and
help. It was truly a 4 handed job. We must have taken that thing out
and back in 2 dozen times!
Mike Latta
Interstate Cadet
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EAA Mount Rainier Chapter 326
If you haven't had your picture made for the EAA website or if your picture
has gotten too old, please contact Andy Karmy, our website master.
Recap of October Meeting
Visitors:
Brett Stephan who is from EAA headquarters here to visit our
chapter while in the neighborhood.
Charlie Grey who is retired from Boeing and built an amphibious
Sea Ray.
Kerry announced that she bought a sympathy card to send to EAA
Headquarters in memory of Paul Poberezny. It was signed from the whole
chapter.
Joe Andre said no one has turned in the prop wrench, but the scales have
been used a lot and at only $20.00 that is a good deal.
Norm with the treasury report:
Beginning Balance - $5,162.28
No deposits/withdrawals
Ending Balance - $5,162.28
Norm has windbreakers, shirts and hats with our EAA logo for sale.
Contact Norm if interested.
Steve Dickinson would like your input. Steve is our events coordinator
and is the one who schedules most of our meeting guest speakers. If there
is something you would like to see or hear about, give Steve a holler.
Kevin Behrent spoke of the change with the Eagles Nest. They are no
Norm also announced that he and Isadora have some utensils and bowls longer associated with Eagles Nest and now are teaming up with "Team
from the Burger Burn that they took home to wash in case anyone is Flight of Puyallup" sponsored by Alaska Airlines. They are also partnered
up with Team Flight of Portland. The EN4 project is now Team Flight one
missing one or two.
and there are six new kids on board training. Fourteen more kids will be
Tom Brown and Bruce Hughes flew to Reno in the 182 for the races. The coming on board for a total of twenty kids. Alaska looks good and on track
warbirds were awesome to watch flying at 500mph and greater. They both for setting up the facility, insurance policies, etc. Kevin is asking for
said they had a great time and you could tell by the smiles on their faces! volunteers to help set up compressors and lines in the new hangar so they
can get back into full production soon.
Tom is also looking for hangar space for the 182.
Curt Bryant said that the Avionics radio shop at Tacoma Narrows Airport
will check your transponder for only $54.00. I flew Old Blue over there,
parking at the front door. The fella(Dan) asked if I had called ahead of time
and I told him "No" so I am guessing he would like a call before you just
waltz in. He came right out and it didn't take 5 minutes. He looked around
Tom Brown came up with an idea that if someone wants to donate money inside of Old Blue and said he had never seen a 172 with a stripped out
to the chapter when they pass away, they might consider naming the interior and I'm sure he has seen a lot of 172 interiors!
chapter as a beneficiary in a bequest. You don’t have to be rich.
Brett Stephan spoke for a few minutes. This was his first visit to a chapter
John Brick asked for volunteers for refreshments for November and meeting without his umbilical cord to Jeff Skyles. Brett is director of
January. Bette Westcott volunteered for November. Randy and I will Education (Young Eagles), flies a warrior and wants to build an RV-10.
He spoke of his high admiration of Paul Poberezny and that they are
bring something for January.
working on some way to honor him at Airventure 2014. At this time there
is no theme for 2014, but they are already gearing up for it as there are
Randy noted that post-flight checks are just as important as pre-flight
checks. The other day after flying in his RV-8, he noticed oil dripping from
the rudder. Randy popped the cowling off to get a look and saw oil
squirting out of a broken fitting from an oil pressure line.
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EAA Mount Rainier Chapter 326
applicant must have flown a minimum of 50 hours in the last 24 months.
The pilot applicant must hold at least a valid class 3 medical certificate
and must supply a copy of the Certificate of Insurance applicable to the
aircraft that will be used for AFW missions providing at least $500,000
liability coverage with a minimum per-seat coverage of $100,000.
more vendors than ever before and the campers loved the changes going
on in that area. He was asked if extension of days has been considered.
Once they did a ten day show, but that did not go over too well. Smitty
asked if EAA headquarters will ever get back into local fly-ins like
Arlington. Brett said that they had conversations on that subject at
headquarters just the past week and how they could help out. Ken Finney
spoke to Brett about the Northwest Aviation conference and noted that the
AOPA's presence is always there, having one of their top officials as a
keynote speaker each year. EAA headquarters is never there. Ken told Brett
if ya’ll get a booth, we will staff it for you. You Go Ken! Brett also spoke
of Eagle Flight, hooking up folks who want to fly with an instructor, sort
of like a dating service. He said Eagle Flight will be evolving and changing
over the next several months. Jeff Skyles is still working on the Grassroots
Tour and plans to continue going around the country meeting with local
chapters.
Leslie said that two of the most important qualities that all AFW Command
Pilots possess are compassion and a desire to help others. Some pilots like
to really get involved with their patients. Some just like to fly the missions.
Either way these guys and gals care. They are not always able to help, but
do their best to find the resources for that patient or their families. Leslie
said that many of the patients are children with cancer. They and their
families have to make multiple visits to doctors and hospitals which can
be both emotionally and financially draining. The pilots for AFW help to
lessen the financial burdens for those patients and in turn end up helping
emotionally. If you are unable or don't wish to become a pilot for AFW,
Guest Speakers : Leslie Barstow and Dr. Hunter Handsfield, both with but you would like to help, Shop at Amazon.com and each time you place
an order AFW can receive a contribution. You must go to or click on
Angel Flight West.
http://www.amazon.com/?tag=afw-homepage-20
Angel Flight West (AFW) provides free transportation for patients who
cannot afford or are unable to travel to a medical facility for their medical If interested in knowing more about Angel Flight West you may also
needs. They also provide services of delivering units of blood or donated contact Leslie or Dr. Handsfield at
organs. If it is a child, they arrange for one or both parents to fly with the Dr. Hunter Handsfield hhh@uw.edu
patient. The AFW even provides in the state of Utah a Santa service Leslie Barstow leslie.barstow@kingcounty.gov
complete with donated gifts, Santa, Mrs. Claus, and all the elves for passing
out the donated gifts to needy school kids. Each year a different school is Kerry Albritton,
chosen.
Secretary/Biographer
In the year 2012, AFW arranged more than 6,500 flights impacting
hundreds of lives and surpassing a milestone of 56,000 total missions
flown. Also in 2012, they launched an updated Angel Flight Information
Data System 2.0 (AFIDS) that offers more options to pilot and passenger's
perspective. AFW serves eleven western states and has more than 1,900
volunteer pilots who not only volunteer their time, but also their own plane
and fuel. Some pilots rent a plane to use for their flights, but must show
proof of a checkout from the FBO or flying club CFI for the aircraft to be
used on the AFW missions. The pilot must have flown a minimum of 250
hours of PIC time and 75 PIC cross country to apply. In addition the pilot
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EAA Mount Rainier Chapter 326
Job Opening
As of now, we only have bio info on John Brick so you can check it out
and see how it works. We will be asking you to give us your biographical
info. Here is a suggested outline but it will be about you, so customize and
make it personal.
Yes, approaching soon at the end of this year, I will have served for 15
years, publishing 180 newsletters for chapter 326. It has been an honor
and privilege. But it is time for the younger generation to take charge.
As of ___date______
Name & wife’s name
Date of birth
Pilot Certificates
Are you flying / building / restoring
Airplanes flown / owned / built
When & where did you learn to fly?
Flying experience
Day job(s)
Claim to fame
Famous family members
Awards / achievements
We have many in our chapter who are well qualified to fill this position.
And digital technology offers so much in the way of publishing these
days. If you are into that, this can be a very fun and satisfying
experience. It is also critical to the success of any chapter.
We need to get started on this transition asap. Contact me or Randy if
you are interested.
Thanks,
John Brick
253-230-8516
New Feature on our Website Coming Soon
Chapter Board Meeting
Andy is working on way to add a short bio to each of our pictures. When
you click on a members name, a picture will pop up, and on the picture
Sunday November 10th at 3:30 pm at Kevin’s Hangar
will be a link to the bio. We will be putting out a generic outline of the info
we will want in the bio, but the format is very flexible and customizable
Lots of issues to discuss for the Christmas Party and next years’
to meet your approval.
activities. All members are welcome and encouraged to attend.
So if your picture is not yet on our website, send one to Andy or get with
him at a meeting. That’s the first step.
Dues
Go to http:www.eaa326.org.
We are doing well on collecting dues for 2014. On occasion, some will
pay for more than one year. We are not set up to handle that very well
although I’m sure we could. At the beginning of each October meeting
we simply zero everyone out and start over. That means you get a notice
to pay your dues even if you overpaid in the previous year (s). If that
happens, just send us a reminder and we will credit you.
Click on Members, then Members Only Login,
Username: eaa326
Password:fun2fly
That will get you to the members area and you can open the picture Some have also suggested a life time membership provision. Something
directory.
to consider at the board meeting!
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EAA Mount Rainier Chapter 326
"I'm going to turn you loose on your own. Remember what you have
learned. I don't want to ever have to scrape you off some hillside with a
book on your lap!"
The Lessons Pay Off
In any field of endeavor, luck favors the prepared mind.
Twenty years later, I was the Captain on a Boeing 720 from San Francisco
to Chicago. We were cruising in the cold, clear air at 37,000 feet.
South of Grand Junction a deep low-pressure area fed moist air upslope
into Denver, causing snow, low ceilings, and restricted visibility. The
forecast for Chicago's O'Hare Field was 200 feet and one-half mile, barely
minimums.
Over the Utah-Colorado border, the backbone of the continent showed
white in the noonday sun. I switched on the intercom and gave the
passengers the word.
"We are over Grand Junction at the confluence of the Gunnison and
Colorado Rivers. On our right and a little ahead is the Switzerland of
America--the rugged San Juan Mountains. In 14 minutes we will cross the
Continental Divide west of Denver. We will arrive O'Hare at 3:30 Chicago
time."
Over Glenwood Springs, the generator overheat light came on.
"Number 2 won't stay on the bus," the engineer advised.
He placed the essential power selector to number 3. The power failure light
went out for a couple of seconds and then came on again, glowing
ominously.
"Smoke is coming out of the main power shield," the engineer yelled.
"Hand me the goggles."
The engineer reached behind the observer's seat, unzipped a small
container, and handed the copilot and me each a pair of ski goggles. The
smoke was getting thick.
I slipped the oxygen mask that is stored above the left side of the pilot's
seat over my nose and mouth. By pressing a button on the control wheel,
I could talk to the copilot and the engineer through the battery-powered
intercom. By flipping a switch, either of us could talk to the passengers.
"Emergency descent!" I closed the thrust levers. The engines that had been
purring quietly like a giant vacuum cleaner since San Francisco spooled
down to a quiet rumble. I established a turn to the left and pulled the speed
brake lever to extend the flight spoilers.
"Gear down. Advise passengers to fasten seat belts and no smoking."
Dedicated to Frank Crismon (1903-1990)
by Capt. G. C. Kehmeier (United Airlines, Ret.)
“I ought to make you buy a ticket to ride this airline!" The chief pilot's
words were scalding. I had just transferred from San Francisco to Denver.
Frank Crismon, my new boss, was giving me a route check between Denver
and Salt Lake City.
"Any man who flies for me will know this route," he continued. "'Fourteen
thousand feet will clear Kings Peak' is not adequate. You had better know
that Kings Peak is exactly 13,498 feet high. Bitter Creek is not 'about 7,000
feet.' It is exactly 7,185 feet, and the identifying code for the beacon is
dash dot dash.
"I'm putting you on probation for one month, and then I'll ride with you
again. If you want to work for me, you had better start studying!"
Wow! He wasn't kidding! For a month, I pored over sectional charts, auto
road maps, Jeppesen approach charts, and topographic quadrangle maps.
I learned the elevation and code for every airway beacon between the West
Coast and Chicago. I learned the frequencies, runway lengths, and approach
procedures for every airport. From city road maps, I plotted the streets that
would funnel me to the various runways at each city.
A month later he was on my trip.
"What is the length of the north-south runway at Milford?" "Fifty-one
fifty."
"How high is Antelope Island?" "Sixty-seven hundred feet."
"If your radio fails on an Ogden-Salt Lake approach, what should you do?"
"Make a right turn to 290 degrees and climb to 13,000 feet."
"What is the elevation of the Upper Red Butte beacon?" "Seventy-three
hundred."
"How high is the Laramie Field?" "Seventy-two fifty."
This lasted for the three hours from Denver to Salt Lake City.
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EAA Mount Rainier Chapter 326
I held the nose forward, and the mountains along the Continental Divide
came up rapidly. The smoke was thinning.
"Bring cabin altitude to 14,000 feet," I ordered.
At 14,000 feet over Fraser, we leveled and retracted the gear and speed
brakes. The engineer opened the ram air switch and the smoke
disappeared. We removed our goggles and masks.
Fuel is vital to the life of a big jet, and electricity is almost as vital. The
artificial horizon and other electronic instruments, with which I
navigated and made approaches through the clouds, were now so much
tin and brass. All I had left was the altimeter, the airspeed, and the
magnetic compass--simple instruments that guided airplanes 35
years earlier.
"Advise passengers we are making a Denver stop."
"The last Denver weather was 300 feet with visibility one-half mile in
heavy snow. Wind was northeast at 15 knots with gusts to 20," the
copilot volunteered.
"I know. I heard it."
The clouds merged against the mountains above Golden. Boulder was in
the clear. To the northeast, the stratus clouds were thick like the wool on
the back of a Rambouillet buck before shearing.
I dropped the nose and we moved over the red sandstone buildings of the
University of Colorado. We headed southeast and picked up the DenverBoulder turnpike.
"We will fly the turnpike to the Broomfield turnoff, then east on
Broomfield Road to Colorado Boulevard, then south to 26th Avenue,
then east to Runway 8."
The copilot, a San Francisco reserve, gave me a doubtful look. One
doesn't scud-run to the end of the runway under a 300-foot ceiling in a
big jet.
Coming south on Colorado Boulevard, we were down to 100 feet above
the highway. Lose it and I would have to pull up into the clouds and fly
the gauges when I had no gauges. Hang onto it and I would get into
Stapleton Field. I picked up the golf course and started a turn to the left.
"Gear down and 30 degrees."
The copilot moved a lever with a little wheel on it. He placed the flap
lever in the 30-degree slot.
I shoved the thrust levers forward.
"Don't let me get less than 150 knots. I'm outside."
I counted the avenues as they slid underneath. . .30th, 29th, and 28th. I
remembered that there was neither a 31st nor a 27th. I picked up 26th.
The snow was slanting out of the northeast. The poplar trees and power
lines showed starkly through the storm. With electrical power gone, we
had no windshield heat. Fortunately, the snow was not sticking.
"Let me know when you see a school on your side and hack my time at
five-second intervals from the east side of the school yard."
Ten seconds.
"There it is. The yard is full of kids. Starting time now!"
Good boy. Smiley faced Holly. From the east side of the school yard, I
counted Kearney, then Krameria, Leydon, Locust. Remember the double
lane for Monaco Parkway. Then Magnolia, Niagara, Newport. Time the
speed at 130 knots. Only eight blocks to the end of the runway. Oneida,
Olive, Pontiac, Poplar. From Quebec to Syracuse, the cross streets
disappear; figure eight seconds. Keep 26th Avenue under the right side
of the nose.
"Full flaps."
Dead ahead, glowing dimly in the swirling snow, were the three green
lights marking the east end of Runway 8.
We crossed 20 feet above the center green light and touched down in a
crab to the left. I aligned the nose to the runway with the right rudder,
dropped the nose wheel, popped the speed brakes, and brought in reverse
thrust.
It took us 10 minutes to find the terminal in the swirling whiteout. We
saw the dim, flashing red light atop the building indicating the field was
closed to all traffic.
A mechanic materialized out of the snow carrying two wands. He waved
me into the gate.
I set the parking brake.
"We have ground power," the engineer advised.
"Cut the engines."
The bagpipe skirl of sound spiraled down to silence.
"My hat is off to you, skipper. I don't know how you ever found this
airport."
"I used to fly for an ornery old chief pilot who made me learn the route,"
I replied as I hung up my headset and scratched the top of my head
where it itched.
Frank Crismon passed away at his home in Denver on 25 Jan 1990.
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EAA Mount Rainier Chapter 326
Vickers Wave LSA Amphib
Cessna: Bright future for bizjets, none for
Skycatcher
October 21, 2013
By Alton K. Marsh
Cessna Aircraft President and CEO Scott Ernest gave updates on nearly
the complete lineup of Cessna products during the National Business
Aviation Association convention Oct. 21—but made it clear there are
issues he doesn’t want to talk about.
Asked about the light sport Skycatcher by another reporter during the
press conference, Ernest summed up the aircraft by simply saying, “No
future.” A reporter’s attempt to ask additional questions brought the same
answer, “No future.” However, after the press conference, Jodi Noah, who
heads up the propeller-driven product line at Cessna, said the company
had Skycatchers available for delivery and that it was still in their product
line. She did note that a report from AOPA Online in March that nearly 90
Skycatchers were in inventory was “about right.” A more recent check of
FAA records suggests that about 87 of the light sport airplanes are still
owned by Cessna. None are currently in production, she said. Ernest said
after the news conference that the airplane simply failed to find a home in
the marketplace. It was a project begun well before his arrival at Cessna.
The company had suggested last year that it might try to certify the
Skycatcher in the Primary Category for delivery in Europe, where aviation
authorities do not recognize the U.S. light sport aircraft standards.
However, Noah said that effort has been halted because the FAA was
demanding changes to the airplane and a flight test program rather than
just paperwork changes, making the project not financially feasible for
Cessna.
Vickers Aircraft has unveiled a new LSA amphibian design powered by
a Lycoming IO-360 engine that they say will be ready to start deliveries
by next summer. The Wave prototype, which has been in the works for
about three years, hasn't yet flown, but it's "80 percent finished,"
company director Paul Vickers told AVweb this week. "We have
achieved our production weights on completed assemblies that include
wings and tail," Vickers said. The components are built from a
combination of aluminum and carbon fiber. "We can state with
confidence that we will achieve our design weight to enable the Wave to
be certified LSA," he said. It will sell for under $180,000, he added.
Vickers said the Wave amphib will have a useful load of 500 pounds, a
three-blade 72-inch prop custom-designed by Catto Propellers, wings
that fold with the push of a button, and an optional ballistic chute. The
amphib will compete in a crowded field, including the Icon A5, which it
strongly resembles. Icon recently said it will roll out its first preproduction aircraft next summer, and plans to build three more to
complete the ASTM compliance process before starting deliveries. Lisa
Airplanes, based in France, also is working on an LSA amphibian, with
funding from China. Vickers says the Wave amphib will be able to fly at
120 knots for up to 720 nm, burning either avgas or auto gas. He said the
company plans to have its prototype flying soon and use it for flight
testing, and will have a second aircraft ready to deliver perhaps as soon
as EAA AirVenture at Oshkosh in 2014.
At the end of this article, there is a raft of critical comments, from pilots.
Go to
Skycatcher
11
EAA Mount Rainier Chapter 326
Seafire - Great Airplane Story
While Sarah Hill and I were taping the first Central Missouri Honor
Flight special in the Ozark Hangar at Columbia Regional Airport in
January 2009, I noticed Jim Cooper working on a plane in the corner of
the hangar. I love airplanes and this sight piqued my interest.
The corner was enclosed by plastic from floor to ceiling and inside sat a
plane, wings folded toward the ceiling and a paint job that left more to
be desired. It was the Seafire XV - one of only a handful still in
existence. As soon as I saw the plane and learned a few facts about it, I
knew I wanted to do a story on it and follow Cooper through the rest of
the restoration process.
painting, revealing the paint job, testing the landing gear, testing the
engine and of course the first flight.
After 10 trips to the airport, 130 miles and nearly 6 hours of video, it was
time to start the editing process. Once all the video was in the system, I
spent 14 hours typing the details from of every sound and interview
captured in the video. That log was essential in writing the story. I
needed to know exactly what was said in order to organize everything
into a story that would hopefully hold people's interest. After I had a
rough script written, I began to edit the video. After about 15 hours in
the edit bay tweaking every little audio and video cut, then re-tweaking
them, I was finally finished. Nineteen months later. It was a tough job
picking the best four minutes from six hours of video, but in the end, I
think I accomplished what I set out to do."
Shows the workmanship involved in a vintage plane restoration. The
guy's other hobby is restoring and building from scratch wooden
musical instruments.
Cooper had already been working on the Seafire for nearly a year and
half by the time we met, but there was still plenty of work that had to be
done. I started shooting that night and throughout the next year and half,
whenever Cooper would move to a different stage in the restoration, he'd SEAFIRE video
call and I would head to the hangar to shoot video. I didn't shoot every
part of the process, but tried to capture the big ones ?cleaning the plane, 4 minutes
How to land a Cub on a 11,000 foot mountain in Nevada.
Video of supercub landing on windy mountaintop.
3 minutes
Yikes
12
EAA Mount Rainier Chapter 326
Tool Crib
Joe Andre is our tool custodian. 253-753-6116
Marv Scott and Andy Karmy do the prop balancing. $50.
Marv 253-691-5496
Andy 253-347-1597
Compression Tester
Mag Timing Buzz Box
Scales $20
Engine Stands, vertical and horizontal
Craftsman Air Compressor
33 gal, 6 hp, 150 psi, oil free
Kerosene heater
Gas Welding Rig
Riveting tools
C-Frame
Rivet Gun
Rivet Squeezer
Bucking Bars
Clecos & pliers
Hand Seamer
13
EAA Mount Rainier Chapter 326
Chapter Membership
Refreshment Schedule
121 members (about 45 renewed for 2014)
May
the Dexheimers
June
Norm Pauk
July
Joe Andre & Tom Brown
September
Kevin Behrent
October
Steve Dickinson
November
Paul & Bette Wescott
January 2014
need volunteer
Joining or Renewing Membership?
Chapter 326 Dues are $15 per year.
Make check payable to EAA Chapter 326.
Pay our Treasurer, Norm Pauk, at a meeting,
Or mail to Norm at:
Norman Pauk
12012 SE 260 PL
Kent, WA 98030
Fly Out Opportunities
Paypal is now an option too:
http://www.eaa326.org/members.htm
Twin Oaks (7S3): Pancake breakfast by
Chapter 105. First Saturday of every
month.
Dinner at the RAM
Last Thursday of the month (not Nov or
Dec). Join us for dinner at the RAM
restaurant, at 7 PM.
Chapter 2013 Activities
NW Conf & Trade Show: Feb 23 & 24
Young Eagles Day: Sat June
The RAM is on the east side of Meridian,
across from South Hill Mall, in the same
parking lot as Home Depot.
29th
Burger Burn: Sun Aug 11th
We are normally seated as a group in the
back dining room.
Christmas Party: Tue Dec 10th 6 PM
14
EAA Mount Rainier Chapter 326
We had a power outage last week and my PC and TV shut
down immediately.
It was also raining so I couldn't golf, play tennis or drive my
classic car.
So I had to talk to my wife for a few hours.
She seems like a nice person...
—------------------------------
There are certain aircraft
sounds that can only be heard at night.
The aircraft limits are only there in case there is another flight by that
particular aircraft. If subsequent flights do not appear likely, there are no
limits.
"If the Wright brothers were
alive today, Wilbur would have to fire Orville to reduce costs." President,
Fighter Pilots: Cold, steely eyed, weapons systems managers who kill bad DELTA Airlines.
people and break things. However, they can also be very charming and
personable. The average Fighter Pilot, despite sometimes having a In the Alaskan bush I'd rather have a two-hour bladder and three hours of
swaggering exterior, is very much capable of such feelings as love, gas than vice versa.
affection, intimacy and caring. These feelings just don't involve anyone
An old pilot is one who can remember when flying was dangerous and sex
else.
was safe.
Flying is a hard way to earn an easy
I've flown in both pilot seats, can someone tell me why the other one is
living.
always occupied by an idiot?
If helicopters are so safe, how come there are no vintage helicopter fly-ins?
They invented wheelbarrows to teach FAA inspectors to walk on their hind
Real planes use only a single stick to fly. This is why bulldozers and legs.
—----------------helicopters (in that order) need two.
Okay we have ladies in our membership…
About Rules:
a. The rules are a good place to hide if you don't have a better idea and the
Q: What does it mean when a man is in your bed gasping for breath, and
talent to execute it.
calling your name?
b. If you deviate from a rule, it
must be a flawless performance (e.g., If you fly under a bridge, don't hit A: You did not hold the pillow down long enough.
the bridge.)
15
EAA Mount Rainier Chapter 326
July 6 Tacoma Freedom Fair
July 11 - 13 Arlington
July 13 - 14 Olympia
July 19 - 21 Concrete
July 19 - 21 NW Biplane Fly-In Felts Field Spokane
July 27 Friday Harbor
July 29 - Aug 4 Oshkosh
Aug 2 -4 Eastsound
Aug 10 -11 Olympic Airshow Olympia
Aug 11 Burger Burn Thun Field
Aug 16 - 18 NW Antique Aircraft Fly-In Scappoose, OR
Aug 16 - 18 Van’s Homecoming Independence, OR
Sept 6 - 8 Hood River WAAAM
Sept 11 - 15 Reno Air Races
16
EAA Mount Rainier Chapter 326
RV-4 For Sale (N474JB)
Located at Pierce County Airport - Thun Field (KPLU)
TT A&E 1300+
Aero Sport Power, new IO-360-B1B with 9.2 compression.
Airflow Performance fuel injection with purge valve.
B&C Starter and Alternator.
Lightspeed Plasma III electonic ignition in place of right mag.
Whirl Wind 200RV constant speed prop.
Full IFR panel. GPS, VOR, ILS, 2 com radios.
IFR approach certified KLN-94 (not WAAS)
Dual axis TruTrak autopilot with automatic pitch trim.
Bose headsets front and back.
Infinity stick grip with aileron and elevator trim on hat switch.
Mountain High O2D2 Oxygen system.
Antenna switchbox to permit use of bottom whip with ICOM
handheld (3rd radio).
Andair gascolator in each wing root.
Custom built alternate air door. Way better than Van’s.
Fuel capacity: 53 gallons in normal (extended) wing tanks.
RV-7 Wing Tips
Tall main gear legs.
Performance:
175 knot cruise (201 mph) on 8 gph or less.
Seattle to Oshkosh with one stop, each way.
Absolute ceiling: FL280. Yes… been there, May 29th, 2008.
Normally aspirated.
Normal cruising altitudes are 11.5 or 12.5 but cruises nicely at
FL210 too.
Aerobatic: absolutely. Loops, rolls, cloverleafs, etc. Have yet to pull
over 4 G’s.
Construction:
Two part epoxy primer throughout.
Award for workmanship at Arlington, WA.
Attractive paint and upholstery.
Reason for sale: Medical
Questions? 253-230-8516
RANS S-19 Ventura Kit
-Emp & Wings Complete… Fuselage half done.
-Finish Kit Still in Box.
Strobe and parking brake options.
New Cost $26000 plus shipping
Will Sell for $20k
Dick Migas 480-234-1471 Located in Enumclaw
17
EAA Mount Rainier Chapter 326
Chapter 326 Staff
President
Vice President
Secretary
Treasurer
NL Editor
Photographer
Webmaster
Randy Albritton 253-214-6035
Tom Brown
253-847-2507
Kerry Albritton 253-214-6035
Norman Pauk
253-630-6396
John Brick
253-230-8516
Andy Karmy
253-333-6695
Andy Karmy
253-333-6695
EAA Chapter 326
The Mount Rainier Chapter
Pierce County Airport - Thun Field
Puyallup, WA 98374
Young Eagles & Eagles Nest
Darrin Dexheimer
Technical Counselor
Harold Smith
Technical Counselor
Charlie Cotton
Chapter Flight Advisor
Jim Triggs
Chapter Flight Advisor
Marv Scott
Program Coordinator
Steve Dickinson
Biographer
Kerry Albritton
Tool Custodian
Joe Andre
Chapter Hangar Project
George Lightner
312-520-4300
253-752-5480
360-893-6719
360-438-1482
253-691-5496
206-948-2563
253-214-6035
253-539-2408
253-584-9477
Chapter 326 Website
http://www.eaa326.org
18