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PAID
Piper Aviation Museum
One Piper Way
Lock Haven, PA 17745
www.pipermuseum.com
Learn and enjoy the history of the Piper Cub and other Piper
Aircraft with a private guided tour through the Piper Museum (the
former Engineering Building for Piper Aircraft). The Museum is
located in the beautiful mountains of Central Pennsylvania, adjacent to
the Lock Haven Airport. You’ll see lots of photos, videos, artifacts, and
various Piper Aircraft on the hangar floor.
Be sure to check out the Museum Gift Shop where you will find gifts
for all ages including T-shirts, coffee mugs, books, videos and more. See
you real soon.
SHORT WING PIPER NEWS - January-February-March 2015
SHORT WING PIPER NEWS
(ISSN 8750-9113)
820 E. University
Springfield, MO 65807
The
News
Short
Wing
Piper
January-February-March 2015
Two Short Wing Look-Alikes
When Steve Plourde’s son Ryan wanted to learn to
fly, Steve was all for it and bought Tri-Pacer N2560P for
Ryan to learn in. But what he hadn’t counted on was that
Ryan’s flight time while learning meant HE couldn’t fly.
What to do? Why, buy a Colt and paint it like the TriPacer. So there you have it --- the 1955 Tri-Pacer on the
left and the 1961 Colt, N5059Z, with the tailwheel conversion on the right. Steve lives in Woodstock, Ill., and
Ryan is a freshman at the University of Nebraska. Ryan
got his Private License in the Tri-Pacer in August before
he left for college. You can read more about the Short
Wing family inside.
Also inside . . . more on the 2015 convention,
lots of photos of Short Wings, technical articles,
chapter reports, some stories about long flights in
Short Wings, news about your fellow members,
and more!
i
THE SHORT WING PIPER NEWS
The Voice of the Short Wing Piper
January-February-March 2015 - Vol. 37: No. 1
President: Constance Stevens, MBA
PO Box 226, Homewood, CA 96141-0226
c_i_stevens@yahoo.com
855-7972-411/855-SWPC-411
Vice President: Chuck Davis
PO Box 841, Kalama, WA 98625-0800
davismailbox@msn.com
360-261-3100
Treasurer: Claire Karlson
27812 N 256th Ave, Wittmann, AZ
85361 --- swpc.treasurer@mail.com
623-388-0711
Secretary: Art Weisberger
3616 Blackbird Dr.
Sierra Vista, AZ 85635
tripacer19d@aol.com
520-459-3768
AT LARGE MEMBERS, EXECUTIVE BOARD
Sid Brain, 5480 Eoff Rd., Harrison, AR 72801, sidbrain@cox.net,
479-264-4517
David Hedditch, 501 Darla Dr., Victor, MT 59875, drh29@bitterroot.com, 406-360-3283
Fred Mayes, 236 Farmers Lane, Lebanon, MO 65536-3725,
fbmayes@fidnet.com, 417-532-4445 or cell 417-531-1278
Clyde Smith, Jr., PO Box 721, Lock Haven, PA, 17745-0721,
57cubdr@comcast.net, 570-748-7975
Ex-Officio Board Member: Larry Jenkins, Education
Foundation Executive Director, 4160 Green Hill Dr., Hernando, Miss. 38632,
swpcefdirector@hotmail.com, 901-212-2849 (cell)
Or to call a board member: Call the 24/7 toll-free
SWPC Hotline --- 855-SWPC-411 (855-7972-411)
See list of staff members on next page
ii
STAFF MEMBERS
Editor/Membership Services, Eleanor Mills, P.O. Box 10822, Springfield,
MO 65808, eleanormills@att.net
Chapter Coordinator, Adolph Svec, 19009 River Rd, Marengo, IL 601528500, asvec@mc.net
Panel of Technical Advisors: Tom Anderson, Doug Arpke, Ralph
Gutowski, Chuck Morris, Steve Pankonin, Lloyd Perkins, Clyde Smith, Jr.,
Doug Stewart, and Ralph Widman --- contact them through the club’s new 24/7
toll-free number, 855-SWPC-411 (855-7972-411). Your question will be given to
the Advisor you request when they are available, and if they are unavailable, a
backup advisor will answer your question quickly when time is critical. All the advisors are A&P/IA rated, plus Chuck Morris is a DAR.
Librarians/Tool Acquisitions, Terry Karlson, 27812 N 266th Ave, Wittman,
AZ 35361, swpclibrary@yahoo.com
Education Foundation Director and club store manager, Larry Jenkins,
(contact info on preceding page)
Historian, Jan Widman, Box 573, Lynchburg, OH 45142, jamocadura
@aol.com
Chapter Presidents, pages 84-86
Check out the club’s website and the club webstore!
www.shortwingpiperclub.org
Need information or tech help?
Use the new 24/7 toll-free
HOTLINE - 855-SWPC-411
(that’s 855-7972-411)
Vol. 37, No. 1 The Short Wing Piper News (ISSN 8750-9113) (USPS 738-590)
is published quarterly by the Short Wing Piper Club, Inc., 820 E. University St.,
Springfield, Mo. 65807, with additional entry at Halstead, KS 67056. Annual membership dues are $45 for U.S. members, $55 for Canada and $80 for overseas
members ($40 of which is subscription price, with the extra to include postage),
all in U.S. currency. E-subscriptions available for $40. Periodicals postage paid
at Springfield MO 65808 and additional entry.
POSTMASTER: Send address changes to The Short Wing Piper News, P.O.
Box 10822, Springfield, MO 65808-0822.
iii
Table of Contents
January-February-March 2015
President’s Report: Attitude = Altitude . . . . . . . . . . . . . .1
ShortWingPiperClub.org: A website review - 2014 . . . .2
2015 Convention
The Show Me convention marks 35 years
and counting . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
News you need to know . . . . . . . . . . . . . . . . . . . . . .5
Aircraft judging criteria . . . . . . . . . . . . . . . . . . . . . .6
Our Membership Luncheon setting . . . . . . . . . . . . .8
Branson Landing offers many attractions for
convention goers . . . . . . . . . . . . . . . . . . . . . . . . .11
Who’s new? 5-21 through 8-20 . . . . . . . . . . . . . . . . . . .14
A note to new SWPC members: Welcome to the club . .14
Calendar of aviation events . . . . . . . . . . . . . . . . . . . . . . .15
Membership Report:
News items members should know about . . . . . . . .15
More news from the mail bag . . . . . . . . . . . . . . . . .19
Technical Corner
A phone call to Eddie Trimmer about sea plane
doors on PA-22 . . . . . . . . . . . . . . . . . . . . . . . . . .26
Aileron hinge bracket corrosion/cracks . . . . . . . . . .30
Living with your generator . . . . . . . . . . . . . . . . . . .32
Pearl Tips: Stale oil? . . . . . . . . . . . . . . . . . . . . . . . .36
FAA: ADS-B system is complete . . . . . . . . . . . . . .38
Vag Rag Vol. 1 . . . or stubborn horizontal
stabilizer fit to spars . . . . . . . . . . . . . . . . . . . . . .40
Who ya gunna call? . . . . . . . . . . . . . . . . . . . . . . . . .43
.........................................
Ralph’s iFly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .121
Regional Chapter Reports
Arizona . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49
Connie Stevens
Connie Stevens
Eleanor Mills
Eleanor Mills
Frank Sperandeo
Eleanor Mills
Eleanor Mills
Eleanor Mills
Eleanor Mills
Eleanor Mills
Ralph Widman
Chuck Morris
Ralph Gutowski
Frank Sperandeo
Ralph Gutowski
Alan Arrow
Ralph Gutowski
and Reigel Law
Ralph Gutowski
Cliff Van Vleet
The Short Wing Piper News is intended as a public forum concerning
the maintenance, modification and operation of the aircraft that are the subject of the Short Wing Piper Club, Inc. In the interest of encouraging presentation and discussion of ideas concerning these aircraft, opinions of the
readers of this publication are solicited for this forum. The Short Wing
Piper Club, Inc., makes no judgment concerning any idea or opinion
expressed in the Short Wing Piper News or any other forum, including but
not limited to, the club’s Facebook page, Twitter account, or its website. The
owner or operator of any aircraft should not attempt any alteration of or
modification to, or departure from, approved maintenance or operating
procedures for that aircraft without first obtaining the written approval of
qualified maintenance personnel or the FAA. Any event announced and/or
listed herein, except as noted, is done as a matter of information and does
not constitute approval, sponsorship, control, or endorsement of said event.
iv
Florida . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51
Iris Morris
Michigan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52
Garry Butler
Mid-America . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58
Dan Miller
Northeast . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Andy Seligson
Ohio Buckeye . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
Ralph Gutowski
Tennessee . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77
Brent/Geiger
Regional Chapters/Presidents’ Listing . . . . . . . . . . . . . .84
Late breaking news . . AOPA’s Medical Advisory
Board supports Third Class reform . . . . . . . . . . . . .87
Connie Stevens
SWP Education Foundation Update
Duty Watch Stander . . . . . . . . . . . . . . . . . . . . . . . . .88
Larry Jenkins
Scholarship students taking off!
How the SWPC has shaped me: An update
from Lewis University . . . . . . . . . . . . . . . . .90
Cody Marks
Justin Holt, scholarship recipient for 2014-15,
will graduate this spring . . . . . . . . . . . . . . . .91
Justin Holt
Our Cover Planes
The next generation . . . Short Wing style . . . . . . . .92
Steve Plourde
2014 Convention
Maddens made a LONG journey to Santa Maria
and back! . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .94
J & S Madden
Flight to SMX and home shows marvelous terrain .99
Peter Jeffs
Vagabond News Venue . . . . . . . . . . . . . . . . . . . . . . . . . .103 Dave Harmon
Young Eagle Rally gives rides to 316 youngsters! . . . . .106 Cliff Van Vleet
Honor Roll inductees honored . . . . . . . . . . . . . . . . . . . .107 Cliff Van Vleet
Clipper’s new owner is a member of the club . . . . . . . .109 Jim Haynes
Wet weekend but future Short Wing pilot hooked . . . . .110 Tom Edmonson
Dates to remember . . . . . . . . . . . . . . . . . . . . . . . . . . . . .110
New member has stories about two rescued Tri-Pacers .112 Bob Tersteeg
Last chance! . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .112 Eleanor Mills
2015 Convention Registration form . . . . . . . . . . . . . . . .113
SWPC Membership Priority Survey . . . . . . . . . . . . . . . .115
SWPC Hospitality Directory form . . . . . . . . . . . . . . . . .116
Statement of ownership, management, circulation . . . . .117
Classified Ads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .118-121
Technical Corner: One more article - Ralph’s iFly . . . . .121 Ralph Gutowski
Next issue deadline (Quarterly deadlines) . . . . . . . . . . .122
Index to Advertisers . . . . . . . . . . . . . . . . . . . . . . . . . . . .122
Membership Application . . . . . . . . . . . . . . . . . . . . . . . .123
Gift membership form . . . . . . . . . . . . . . . . . . . . . . . . . .124
Unless something untoward happens, this issue should have
full color photos in the online edition (members’ only section of
www.shortwingpiperclub.org) and for those who receive their
SWPN by email. The rest of us with the mailed issue need to go
online to see the color photos.
1
President’s Report
Attitude
=
Altitude
By Connie Stevens
As we look over our shoulders at 2014’s adventures, we hold a
Northerly course of 010. I am appreciative of so many opportunities presented during the past 18 months and my tenure as your Club and
Foundation President. All decisions made on your behalf passed a fourway test from the 1930s:
*Is it the truth?
*Is it fair to all concerned?
*Will it build goodwill and better friendships?
*Will it be beneficial to all concerned?
The above twenty-four words were scripted by Herbert J. Taylor, a
Chicagoan with a positive Business Plan. This ethical yardstick guided
his actions as he led a Products Distribution Company. Taylor’s words
were later adopted by Rotary International organization. We are in good
company, indeed.
Speaking of International organizations, SWPC membership is reaching
further into that arena. Currently, our membership includes 73
International addresses and an International Virtual Chapter is possible for North & South America, European Union, Africa, Australia,
New Zealand, and Asia.
Now, as we begin SWP Club’s 37th year of membership services
and camaraderie, “Congratulations!” are in order to an absolutely fabulous group of aviation enthusiasts who are directly responsible for
Club’s existence, our Family, our Members, our Supporters. It is on your
behalf that we are ready, willing, and able to upgrade and expand the
2
following projects in this New Year:
SWPClub Website Opportunities to Include Online
*Flight Safety Training with Benefits
*Maintenance Training with Benefits
SWP Education Foundation
*Build a New Website with a Direct Link to
and from SWPC
*Develop a Professional Advisory Committee
per EF By-Laws
*Advertise Aviation Scholarships to US &
CA Youth & Students
SWPC Heritage Display and Presence at the Piper
Aviation Museum
SWPNews
*Evolve to Full Color Online at No Additional
Charge
*Evaluate a Return to Six Issues per Year
With this Attitude, we cannot help but to continue our climb toward
improvements, growth, and sustainability. Our SWP flight is on schedule
with a safe and steady climb while maintaining that
All is Calm & All is Bright for 2015
Good Cheer to You & a Happy & Healthy New Year, too!
Warm wishes to each of you and your families.
Connie
ShortWingPiperClub.org:
A Website Review - 2014
By Connie Stevens
This project, while it was not on my agenda or resume when I
first joined the SWPC Board, certainly became the primary focus
when our Website Content Manager departed with two weeks
notice, our Website Technical Consultant needed personal time
off from all Club business to assist his family, our Website
Contractor 1 needed more personal time when his daughter was
born, our Website Builder decided to be a Realtor and our next
Website Contractor 2 had a motorcycle accident. Yes, SWPC
Membership and Administration has been challenged to get
through this rather interesting and time-consuming educational
learning curve. After too many attempts and too many months to find just the
3
right person to host our website, I decided with Board approval,
to go with the right company, GoDaddy, the professionally suggested lead in Hosting Website Services which is at the top of the
top ten. This was not an instant transition and this phase of our
project required a lot more time to complete than expected, also.
However, we are seeing light at the end of this tunnel. The time
taken, while torturous, is definitely the remedy that will now protect our site with security, stability, courteous assistants, and
growth potential.
Websites are seemingly NEVER completed when they have
interactive functions and monthly changes with occasional daily
activities like ours. They are a continuous effort with updates
and transitions. They are alive and breathing and in need of constant attention; kind of like a two year old on steroids. If you do
not have trained, intuitive, intelligent, caring and attentive
parental guidance, repairs and penalties can be serious.
Domain Names that direct SWP searches were residing at different locations and now are being moved under one roof. Google
Analytics continues with our data research.
Structurally, we have 165 pages and multiple Plug-ins that
drive additional options like The Classified Ads, The Forum, The
Store, Membership Services, and all the Forms that you complete. These functions define SWPC online. They are all under
review with Membership Services, The Store and Library
at the top of the list.
Our newest associate, Contractor 3, is a former University
Computer Science Professor who taught e-Commerce and Website
Development for several years. She now operates her own business in this field. In the best interest of our membership we will
have more than one website manager working under the same
roof. We plan to retain Online continuity with ongoing Content
Management and Maintenance.
Results: We have significantly increased SWPC online security,
speed, growth options, and continuity for our future Website
Administrators and Club Administrations.
Thank you for your patience while we design and maintain the
best Type Club Membership Website – EVER!
4
The Show Me
convention
marks 35 years
and counting
June 29-July 3
Branson, MO
Hosted by the MidAmerica Chapter of the
SWPC
By Eleanor Mills
Convention Planning Committee
The Short Wing Piper Club has held
35 annual conventions (counting this
one in Branson, Mo.) and many of our
members have proved that their Short
Wings provide a magic carpet for seeing the USA, flying to conventions as
far flung as Florida and Alaska,
Michigan and Texas, New York and
California, as well as many points in
between.
The annual conventions began in
1981 and 1982 as annual meetings
held during Oshkosh’s AirVentures.
The first off-Oshkosh annual meeting
was in Minden, Neb., and it was so
successful it was repeated in 1984.
The conventions in order have been:
Oshkosh, 1981 and 1982
Minden, 1983 and 1984
River Ranch, Fla., 1985
Waco, Texas, 1986
Swan Lake, N.Y., 1987
Traverse City, Mich., 1988
Wagoner, Okla., 1989 and 1990
Brunswick, Ga., 1991
Prescott, Ariz., 1992
Ellenville, N.Y., 1993
Wenatchee, Wash., 1994
LaCrosse, Wisc., 1995
Lake Texhoma, border of Texas and
Oklahoma, 1996
Lancaster, Penn., 1997
Middletown, Ohio, 1998
Denver, Colo., 1999
Lakeland, Fla., 2000
Anchorage, Alaska, 2001
Midland, Texas, 2002
Springfield, Mo., 2003
Sault Ste Marie, Mich., 2004
Vancouver, Wash., 2005
Kingston, Ontario, Canada, 2006
Hutchinson, Kansas, 2007
Cable, Wisc., 2008
Knoxville, Tenn., 2009
Middletown, Ohio, 2010
Spearfish, S.D., 2011
Ogden, Utah, 2012
Saratoga, N.Y., 2013
Santa Maria, Calif., 2014
Branson, Mo., 2015
We want to SHOW
YOU the Ozarks and
we’d like for you to
‘Show US” Short
Wings Over the
Ozarks!
5
2015 Convention
News you need to know
June 29-July 3, 2015
Branson, MO
Convention Center: Lodge of the
Ozarks
Convention Airport: PLK, M.
Graham Clark Downtown
By Eleanor Mills
2015 Convention planning committee
Camping: Several have asked about
camping at the convention. Mark
Parent, director of the airport and a
member of the SWPC, says underwing camping at the airport isn’t forbidden, but it is probably uncomfort-
able. First, the grassy area where you
might want to park your Short Wing
for camping has chiggers —-piranha
chiggers, Mark called them. Then, the
terminal is locked at night —- no
showers or restroom facilities available. No fires, no loose dogs.
However, there are RV parks and
campgrounds in the area. Check the
website http://www.explorebranson.
com for a list of campgrounds.
Committee members Bill and Teresa
Lynch have stayed at Branson
Lakeside RV Park, operated by the city
of Branson on Tayeycomo Lake very
near the Branson Landing Shopping
Do you want to reach an audience of Short Wing
pilots? Or do you know a business that should be
reaching that audience?
The SWPC has the perfect answer:
an ad in the Short Wing Piper News!
Ad rates are reasonable:
Full page, 4.5 inches wide, 7.5 inches high, $194
3/4 page, 4.5 inches wide, 5.75 inches high, $138
1/2 page, 4.5 inches wide, 4 inches high, $115
1/4 page, 4.5 inches wide, 2 inches high, $80
Business Card, 4.5 inches wide, 2 inches high, $80
(for color, add $60 for full, 3/4, and half pages and $20 for 1/4 page
and business cards)
We can use your information to prepare an ad or you
can send copy ready ads. Either way, with the least
expensive rates available, we look forward to providing
the kind of friendly and professional service that you
can write home about.
Send ad material to
Eleanor Mills, PO Box 10822, Springfield, MO 65808 or
eleanormills@att.net.
All payments should go to SWPC, c/o Stevens, PO Box 226,
Homewood CA 96141.
6
Center. It’s 3 miles from the airport.
Close to the airport is Turkey Creek
RV Village, 1-1/2 miles from the airport.
(A fuller explanation of those two
RV parks was given in the last issue,
page 64.)
Schedule (subject to change): A
couple of changes have already been
made in the schedule. Monday, June
29, now has only two events scheduled
—- the Board of Director’s meeting
from 10-noon and the Meet and Greet
at the airport beginning at 5 p.m.
Tuesday,
June
30:
Chapter
Presidents’ meeting/breakfast, 7:308:30 p.m.; Technical meeting and open
technical forum, 9 to 11; Membership
Luncheon at the Keeter Center, 12
noon, and Membership Business
Meeting, 1-3 (or immediately following the luncheon) also at the Keeter
Center. Wednesday, July 1: Branson
Belle dinner cruise; Thursday, July 2:
Briefing for Poker Run, 9:30 a.m.;
Poker Run, 10 a.m.; Hospitality time
before banquet, 5 p.m. Closing banquet, 5:30 p.m. Friday, July 3: departure. Judging of convention aircraft at
the airport will be done all day
Tuesday and Wednesday and until 2
p.m. on Thursday.
Raffles, door prizes, silent auction: We’re asking for your donations
of aircraft items and handcrafted items
of all kinds. A couple of prizes to whet
your appetite have already been donated, a set of handcrafted gust locks by
Tom Edmonson and the STC for Eddie
Trimmer’s fuel system realignment
donated by Eddie. If you have items to
donate, you can bring them with you
or you can send them to me: Eleanor
Mills, 820 E University St.,
Springfield, MO 65807, and I’ll make
sure they get to the convention. If
you’re bringing them with you, please
email me at eleanormills@att.net and
I’ll let Teresa Lynch, who’s in charge
of all that, know.
Cookies: As usual, we need cookies
for the hospitality room. Bring them
with you to the convention! Bonnie
Mayes has already pledged to bake
cookies and sweet bread for the room,
too. But we want your baked items as
well.
Special Offer: The registration offer
is still in effect. The first 50 registrations received will be entered into a
drawing for a complimentary room for
the whole convention week. Get your
registrations in! The registration form
is at the back of this issue.
2015 Convention
Aircraft judging criteria
By Frank Sperandeo
Fayetteville, AR
miss_pearl@cox.net
(Editor’s note: The SWPC executive
committee in 2010 adopted a suggested judging form for all future conventions. There are 10 categories that will
be used to judge the listed elements for
all Short Wing aircraft. Frank
Sperandeo, who is in charge of judging
for this year’s convention in Branson,
Mo., was instrumental in developing
the form and has supplied this information on the 10 categories):
General Appearance: How does
the aircraft look at about 30 feet away?
Is the paint and paint scheme eyecatching? Are there any bug splatters
on the paint?
Cockpit: Well-sewn, fitted upholstery and side panels? Neatly installed
headliner? Attractive floor carpeting?
No stains or dirt? Quality painted trim
interior and controls? Control column
painted? Foot pedals cleaned or polished? Chrome door handles and
detailed door jambs? Inside water
damage/stains? New rubber door
seals? Cookie crumbs, potato chip
bags, gum wrappers, used diapers
under the seats? (Just kidding!)
Instrument panel: Nicely restored
paint and new lettering/placarding?
Does the panel fit correctly? Top of
panel painted flat black or covered
neatly? Windshield cross members
painted flat black? Dead bugs trapped
between the windshield and boot
cowl? Control wheel restored? All
panel knobs restored or replaced? No
loose wiring showing?
Avionics: Is the instrument lettering
aging or yellowing? Is the glass foggy
or full of condensation? Are they neat-
7
ly arranged? Do the bezels/knobs have
chipped or worn paint?
Engine: Is it oily and hasn’t been
wiped down or prepped for judging?
(The number one no-no.) The same for
the cowl doors. Corroded engine
parts? Ratty hoses? Loose wiring and
plumbing? White lead powder from
leaky exhaust pipes? Cracked baffling? Deteriorating baffle seals?
Rusty, worn screws and fastening
hardware? Leaks in gas/oil lines?
Landing Gear: Stretched/worn
bungees? (Excessive gap opening at
fuselage.) Greasy and oily? Leaky
brake fluid? Black dust from brake
operation? Worn, cracked tires or tailwheel? Stone pitted/rusty wheel struts?
Fuselage: Oily belly? (First thing
judges look at.) Cracked/peeling
paint? Rusty hardware? Bent/cracked
inspection panels? Bent sheet metal on
PEARL MODS after Christmas SALE
Get the original PA-22 Vent Window Slide
30% discount to members
Proven design of 86 years
(Model A Ford adaptation), all
mirror polished Stainless Steel,
simple installation, no cutting
Closed (above);
or welding on window frame,
open (right
uses existing screw hole for pivoting slide, slide bracket fits
Satisfaction guaranteed! Order flush in closed/locked position
now for Spring and Summer flying in to prevent arm interference,
the family PA-22. Call Franco and adjustable for cabin cooling
Sperandeo at 479-521-2609 for pric- airflow. See the SWPN article
ing/S&H.
“Pooof! Wooosh” in the
Nov/Dec 2007 issue.
Frank P. Sperandeo III, A&P, IA, DAR, DER,
EAA Technical Advisor, special expertise in SW
Pipers
(H) 479-521-2609 (C) 479-283-3383
email: miss_pearl@cox.net; www.miss-pearl.org
8
cabin/luggage doors? Rusty door
hinges? Corroded door locks?
Bent/cracked fuselage fairings?
Cracked,
crazed
or
milky
windows/windshield? Fabric tapes that
are peeling or not straight? Rubber
edging deteriorated on fairings?
Wings: Is the paint done well? Is the
fabric cracked and peeling? Gas stains
under the wing tanks? Bug splatter on
the leading edge? Condition of wingtip
position lights? Control surfaces in
good condition? Cables/hardware on
ailerons and flaps free of rust? Is the
covering neat and free of lumps on
edges? Is the taping/stitching straight
on top/bottom of the ribs? Are the fairings bent or damaged?
Empennage: Is the fabric on the
rudder, stabilizer, and elevator up to
quality as the wings and fuselage? Are
the hinge points rusty? Are they bent
or twisted? Rust on tailwires and
attachment hardware? A neat tail light?
Finish: Whether you paint for shine
or a satin finish, is it minus pits, orange
peel, bubbles, or “fish eye”? Does it
have noticeable runs? How about tape
lines? Overspray on AN hardware,
non-painted surfaces such as the door
moldings, and chaffing tape on the
engine cowl?
One last thing —- You must have
your aircraft on the field 24 continuous
hours.
For additional references concerning
judging preparation, see the May-June
2004 issue titled: “So you want to be a
Grand Champion?”
Franco
(Editor’s Note: Judging on the field
by the judging committee will be all
day Tuesday and Wednesday and
until 2 p.m. on Thursday. Award winners will be announced at the closing
banquet Thursday evening.)
2015 Convention
Our Membership
Luncheon setting
By Eleanor Mills
2015 Convention Planning
Committee
We think convention-goers are
going to fall in love with the setting for
our annual Membership Luncheon and
General
Membership
Business
Meeting, with the luncheon set for
noon and the meeting following in a
special auditorium.
In fact, we think the College of the
Ozarks and the Keeter Center are
worth a separate outing if you have
time. The college, by the way, is a
four-year school which pledges to
graduate students with no school debt;
therefore, the college is also known as
“Hard Work U.” The students, every
one of them, work at a campus job, 14
hours a week while school is in session
plus 40-hour weeks during school
breaks.
Our luncheon will be cooked and
served by students and the menu will
include campus-raised pork (vegetarian alternative available), rolls made
9
Above is a view of the setting for our luncheon and at
right is a closeup of one of the
tables --- at the time we were
there, a golf group was meeting.
But that’s a Bass Pro Shop hat
there in the center, which wouldn’t be a bad choice for a table
decoration for our luncheon.
from grain ground at the school’s grist
mill, butter churned from cows milked
twice a day at the college, you get the
idea.
For the ice cream lovers in the
crowd, a separate stop in the ice cream
parlor should be a necessity. The students prepare 10 different varieties of
ice cream and sherbet daily and make
waffle cones fresh every morning.
There’s a gift shop with items made
(you guessed it) by the students,
stained glass, flour, jellies, etc.
There’s also the Ralph Foster Museum
on the campus which features, among
many Ozarks historical items, the car
driven by the television Beverly
Hillbillies to Hollywood. Remember
Granny sitting in the rocking chair
atop the car? There’s a dairy barn
where you can watch cows being
milked (5 a.m. and 5 p.m.).
For those who would like a night at
the Keeter Center, they have 15 rooms
in the lodge ($159 per night but you’d
be close to the ice cream parlor!) The
rustic lodge itself features huge beams
of ponderosa pine from Victor,
Montana. It was designed to recreate
Dobyns Hall, a rustic Maine lodge displayed at the 1904 World’s Fair in St.
Louis. The lodge was relocated to the
School of the Ozarks where it stood
until 1930.
See additional pictures
from the Keeter Center on the
next page.
10
Everything in the Keeter
Center is built on a big scale.
Note the tall fireplace above
(with committee member Bill
Lynch to show the scale) and
the massive timbers in the dining room below left. That’s convention director Fred Mayes
with his face to the camera and
committee
member
Frank
Sperandeo with his back to the
camera. At upper left is a part of
the gift shop with student-made
items. Another gift shop has
more typical souvenir items.
Close to the gift shop is the ice
cream parlor!
On the next page is some information about Branson
Landing, a definite draw for some of our conventiongoers, with a nightly show that everyone would
appreciate!
11
2015 Convention
Branson Landing offers many
attractions for convention goers
Here’s a view of the Branson Scenic Railway, captured just
across from Bass Pro Shops White River Outpost and the Fish
House at the south end of Branson Landing.
By Eleanor Mills
Branson Landing, located on
Branson Landing Boulevard on Lake
Taneycomo next to historic downtown
Branson, is described as “where shopping, dining, and entertainment take
center stage.” In Branson, where family friendly shows abound, being on
center stage is important. The Landing
pretty much lives up to the claim, featuring over 100 specialty stores and
restaurants, plus condos and a convention center.
Shopping —- well when you’ve
said over 100 specialty shops, what
more should you say? Just go to bransonlanding.com to download a map of
the shopping area, which is anchored
on the north end by a large Belk store
and on the south end by Bass Pro
Shops White River Outpost. Hunting,
fishing, marine, camping, gifts, boats,
clothing, a marina and more are featured at the Outpost, with the White
River Fish House, a floating restaurant, just across the parking lot. And
just an hour away in Springfield is the
largest Bass Pro Shop with over
300,000 square feet under one roof.
Promotion material for the
Fountains at the Landing uses this
description of the attraction, calling it
a Crown Jewel: “Branson Landing features a scenic boardwalk along the 1.5mile Taneycomo Lakefront. At the
heart of the Landing is a vibrant town
square terracing down to the $7.5 million spectacular water attraction that
12
If you attended the 2003
convention in Springfield, you
might have gone to Bass Pro
Shops largest store, the headquarters of the enterprise. The
White River Outpost is a smaller
version of what you would have
seen in 2003 in Springfield. At
right is the Fish House restaurant, a floating restaurant on the
water. The cabins in the background are across the water. By
the way, Springfield’s Bass Pro
Shop has added many new
attractions and is maybe twice
the size it was in 2003.
features the first ever merging of
water, fire, light and music. You will
be amazed by the dazzling interplay of
water fountains shooting 120-foot geysers and fire cannons blasting, all choreographed to light and music.”
Hours at the Landing during the
summer are Monday -Thursday, 10
a.m. to 9 p.m.; Friday - Saturday, 10
a.m. to 9 p.m.; and Sunday, 11 a.m. to
7 p.m. During 2014, there was a
Liberty Light Up on July 3 with hours
10 a.m. to 10 p.m. and Independence
Day, July 4, hours were 9 a.m. to 10
p.m. I think we can safely predict the
same for 2015.
Want to get away from it all?
Branson Scenic Railway offers a 40mile round trip excursion through the
Ozark foothills and tunnels. Riders
learn the history of the area as they
cross bridges and trestles. The depot is
located in historic downtown Branson,
which is next to Branson Landing. To
make reservations, call 1-800-2TRAIN-2 (that’s 1-800-287-2462) or
order online at BransonTrain.com.
13
Checking in November, I found that
a new attraction which should be available during our convention is another
way to get away: A balloon ride. It is
supposed to be adjacent to the Belk
store on the Landing. (You might want
to check with Bill Lynch, a member of
the convention planning committee,
about what you might see. He’s a balloonist - but he’s bringing his Short
Wing to the convention instead of the
balloon, I think.)
The registration form for the 2015 Show Me Short Wings Over the
Ozarks is on pages 113-114. Please look it over, fill it out, and mail it to Fred
and Bonnie Mayes. We’re planning a great convention and we want YOU to
be part of it. Let’s get together to make the 35th annual convention the best
one yet! (See Larry Jenkins’ Education Foundation Update for some additional information that might whet your appetite for Short Wing viewing at
its best!
14
Who’s new? 8-21 - 11-20
By Eleanor Mills
There are 21 new members to report
this quarter, with two family or spousal
memberships, making 23 voting members. The new members are:
Alex Benak, Coral Springs, Fla.
Alan Clark and family, Moravia, NY
(a family membership)
Roland and Sherma Flowers, Happy,
Texas
Wayne Fuller, Mechanicsville, Va.
Rod Goering, Hutchinson, Kan.
Drew Harteveld, Maplewood, NJ
(who has a story for the next issue)
John Herbert, White River,
Mpumalanga, South Africa
Justin Holt, Coldwater, Miss.
Luke Lazare, Merrill, Wisc.
Ed and Doris Newby, Lake in the
Hills, Ill.
Owen Logan, Dothan, Ala.
Ronald Pogatchnik, Bakersfield,
Calif.
Ira Rampil, Williamson, Ga.
Barry Shone, Glen Ellen, Calif.
Ronald Thevenot, Oro Valley, Ariz.
Wayne Vance, Willow, Alaska
Laura and Kevin Wattles, Fort
Smith, Ark. (regular and spousal memberships)
Stephen Weber, Hastings, Minn.
Aaron West, Tucson, Ariz.
Sam West, Tucson, Ariz.
Jay Wilson, Alliston, Ontario,
Canada
Aaron and Sam West are brothers
and have the distinction of being the
first to take advantage of the club’s
new Student Membership, given to
them by their grandmother, Claire
Karlson, SWPC treasurer. They are
working towards their A&P and both
are very interested in aviation and the
space program, Claire said.
Laura Wattles is the daughter of
Fred and Bonnie Mayes and has made
her presence known on the club’s
Facebook page. She is also the designer of the beautiful patch that those who
attend this year’s Show Me Short
Wings Over the Ozarks convention
will receive.
A note to new SWPC members:
Welcome to the Club
Please make yourselves known to the other members by your
participation --- Fill out the Hospitality Roster Questionnaire in
this issue; Come to the convention in Branson, Mo., in 2015;
Identify yourselves there as First Timers and join in the fun; Join
the local chapter nearest you and attend the fly-ins; Send in photos
and stories to the SWPN --- we’d like to see your Short Wing and
hear about you; Participate in the comments and questions on our
Facebook page or use the new 24/7 free Hot Line (855-SWPC-411)
to direct a question to board members, staff or one or more of our
Panel of Technical Advisors or email a member of the board or
staff--- questions get answered and there’s always someone to hear
you and help you.!
15
Calendar of aviation events
This is a new/old/revived column
for the Short Wing Piper News that
began again in the last issue.
Aircraft events, chapter events,
regional events, national events —whatever pops up. If you have events
planned, we’d welcome them. But
remember, this is a quarterly publication. What we need are events that will
take place in April and beyond.
Some of the events below are chapter meetings —- a good opportunity to
meet fellow SWPC members and
you’ll be welcome whether or not
you’re a member of the chapter.
January 3, Saturday: Florida
Chapter is meeting at Tampa North
Airport.
January 10, Saturday: Ohio
Buckeye Chapter is meeting at
Sporty’s at Clermont County Airport
(I69)
March 15, Saturday: Florida
Chapter is meeting at the chapter’s
trailer at Sun ‘n Fun for elections and
business meeting. Lunch will be across
the field at Hallback’s Bar and Grille
in the terminal.
April 4-21: Sun ‘n Fun. The Florida
Chapter always volunteers. If you’d
like to volunteer with them, contact
Iris at imorris3@tampabay.rr.com.
June 13-20: Sentimental Journey,
Lock Haven, Pa. “Kiss the Ground the
Piper J-3 Was Built On.” Featured
planes will be the Piper E-2 and the
Piper J-2. The event will also celebrate
the 75th birthday of the J-5. While
you’re there, check out the SWPC display and the two Short Wings on display or flying at the museum, a TriPacer and a Vagabond.
June 28-July 3: The 2015 SWPC
Convention —- Show Me Short Wings
Over the Ozarks, Branson, Mo.
July 20-26: EAA AirVenture,
Oshkosh, Wisc.
Membership Report
News items members
should know about
By Eleanor Mills
SWPN editor
Frank Sperandeo named a DARUAS
SWPC
past-president
Frank
Sperandeo has added another title (and
an additional workload) to his already
packed schedule, having been picked
by the FAA as a DAR-UAS. UAS, you
say? What’s a UAS?
Well, UAS stands for Unmanned
Aircraft System, which is what many
people commonly call a drone. But,
Frank says, the FAA doesn’t like that
name so it’s Unmanned Aircraft
System —- officially. Frank has been
certifying light sport aircraft for a
16
Keep sending in stories and pictures to
SWPN, P.O. Box 10822, Springfield, Mo. 68508
or eleanormills@att.net
while now and he’ll be doing the same
thing for the UAS’s.
“As a DAR,” Frank said, “there is
much work to be done on my part such
as face to face interviews, and FAA
training courses in Oklahoma City.”
That’s before he begins the actual
work. The two sites that Frank has spoken to about the work are the
University of Maryland and the North
Plains UAS in North Dakota. There
are five other site operations designated for UAS research and development.
“The test sites will conduct crucial
research to determine how to integrate
UAS into the national airspace. The
Northern Plains UAS Test Site was the
first FAA test site to conduct flights,
launching its first research flight in
early May 2014,” a release from the
Northern Plains site in Grand Forks,
ND noted.
The Maryland site’s vision statement is: “A world where unmanned
aircraft systems are safely and responsibly used to improve lives.”
“These aircraft are a far cry from a
PA-22,” Frank said, “But Pearl is still a
great way to introduce these young
‘techies’ to manned SWP aircraft.”
Rava Stewart’s death reported
Doug and Rava Stewart are well
known to many in the club. Doug, until
he retired recently, and his brother Dan
have been regular advertisers in the
SWPN for their Stewart’s Hangar 21 in
Cashmere, Wash., supplying many
rebuilders with Stewart Systems aircraft finishing products. Doug and
Rava made many trips to the club’s
annual conventions but she was unable
to attend the convention in Santa
Maria this year.
Doug writes: “My beloved Rava has
passed away. She lost her battle with
COPD on November 9th at 0109 hrs.
We were very blessed that on October
29th we were able to celebrate our
17
50th anniversary and she was feeling
good enough to really enjoy it. On
November 8th, God blessed all of us
with one of her best days in the last six
months and it was a quality day for all
of us. She was able to really enjoy time
with daughters Juanita and Paula,
granddaughter Kamille, and me. We
were all with her when she went to the
Lord.
“Rava and I treasured all of the trips
to SWPC conventions starting in 1988
at Traverse City up to the last flying
trip to Cable, Wisc., and then a couple
we were able to do via travel trailer.
We made wonderful friendships and
always looked forward to the annual
family reunion the conventions provided.
“A lot of folks have asked about
flowers and she did not want that.
What would be very special for her
would be a donation to the Cardio
Rehab at the hospital. It saddened her
deeply that there were folks that could
not get the service because they did not
have the money to do it. (It’s not covered by insurance). Many times she
would tell me that she would not still
be here if not for rehab. We feel that it
added at least 1-1/2 quality years to her
life. There is now a foundation in place
for donations to help with that need.
The greatest tribute to Rava would be
donations to the following:
“The donation should be mailed to
CWH Foundation at 518 Chelan St.,
Wenatchee, WA 98801. With the donations please include the following
information: (1) Checks are made out
to: Cardiopulmonary Rehab Program,
care of CWH Foundation, and (2)
Include that this is in memory of Rava
Stewart.
“Thank you and please send my
heartfelt thanks to all of our Short
Wing Family.”
If you would like to express condolences or share a memory of Rava with
18
Doug, his email address is
tdoug11@nwi.net and his address is
224 Vine St., Cashmore, WA 988151054. Doug and Rava, by the way,
joined the club in 1984. Doug holds
membership number 1248.
Feature article about SWPC and
Dave and Stacy Sterling in AOPA
Pilot Magazine
Pilot Magazine’s October 2014 issue
features Dave and Stacy Sterling’s
beautiful 1957 PA-22 on page 1.
“AOPA’s feature article by Alton K.
Marsh takes a walk down the earlier
Piper path with a beautiful outcome as
presented by owner Dave Sterling,
SWPC Member 14901,” Connie
Stevens, SWPC president, said.
The article featured three aircraft
owners, with Dave and Stacy the
youngest of the three. “While Dave’s
PA-22 is over the top and so very perfect along with incredible avionics
including an Auto Pilot,” Connie said,
“he did wait for the asking price to
drop a bit before he embraced his
dream-come-true, much like the rest of
us on board this flight.”
Member No. 1, SWPC founder Bob
Fuller, contacted Marsh and arranged
for him to contact the Sterlings for the
story.
Two Tri-Pacers sweep contemporary awards at SERFI . . . again!
David Geiger, former treasurer of
the SWPC, and his wife, Deb, are the
proud owners of Mystery Girl,
N8430D. Eight years ago, at the 2006
Southeast Regional Fly-in (SERFI)
held annually at Evergreen, Ala., two
Tri-Pacers swept the Contemporary
Category. Ron and Jackie Collier,
Seymour,
Tenn.,
took
the
Championship with their Tri-Pacer,
N3535Z. David and Deborah, from
Murphysboro, Ill., took the Reserve
Championship.
Now, eight years later, David
reports, Tri-Pacers take both awards
once again. After an eight year break,
David and Deborah returned their
Mystery Girl to Evergreen and were
awarded Contemporary Champion!
Reserve Champion was earned by
Dennis and Paula Savarese, showing
their beautifully restored N7122B.
SERFI is held every year in October.
To make it even better, the Colliers,
Geigers, and Savareses are all members of the Short Wing Piper Club!
Nomination forms due January 10
The nomination form for this year’s
election, to be conducted at the annual
convention in Branson, Mo., was
printed in the last issue. If you have
not already filled out the form and
mailed it to SWPC treasurer Art
Weisberger, you still have a few days.
The nominations must be in Art’s
hands no later than January 10. Art
will then contact each nominee to
make sure he or she is willing to run.
The official ballot will then be printed
in the April-May-June issue.
Officers whose terms are up this
year are president, currently held by
Connie Stevens, and secretary, currently held by Art Weisberger.
If you do not have a nomination
form, please contact me at 417-8831457
or
by
email
to
eleanormills@att.net and I’ll send you
one —- by email since time is short.
Make a difference for your club:
Donations to the club, the library, and
the Education Foundation; running
for an office, nominating someone,
and voting for someone; joining your
local chapter and participating in flyins; giving a Short Wing owner but
non-member a copy of the SWPN (or
just telling him or her about the club -- these are just a few ways to Make a
Difference.
19
Membership Report
More news from the mail bag
By Eleanor Mills
Well, I hate to start out by saying I
made a mistake, but I did. Sharp-eyed
Ralph Gutowski emailed me to point
out that the registration form for the
2015 convention had the Flying Poker
Run on the wrong date in the last issue.
Sure enough, it said June 28 instead of
July 2. Don’t know how June 28
hopped in there. Some gremlin must
have been helping me compose that
form.
However, if you want to have a flyout on June 28, I’ll bet we can arrange
one. There are many interesting places
to fly to in the Branson area —- and a
couple even have restaurants. Anyone
for a fly-out lunch the Sunday before
convention events start on Monday?
And speaking of Monday events,
members of the SWPC board suggested at their November teleconference
meeting that maybe we should move
some events to Tuesday in case people
involved weren’t arriving until
Monday. So, chapter presidents or
their representatives, you don’t have to
rise at the crack of dawn on Monday
but you will on Tuesday. And there’s a
technical panel/open forum on
Tuesday after the chapter presidents
meeting and before the membership
luncheon, which is followed by the
general membership business meeting.
20
In other words, Tuesday is now a
packed-full day. Monday offers a good
chance for you to take in a show or go
zip-lining before the Meet and Greet
that evening. Tuesday evening would
be another chance for
one of
Branson’s many family friendly
nationally known shows.
One guideline the convention planning committee kept in mind was that
there is so much to do in the Branson
area that we didn’t want the schedule
to keep you busy all the time.
Meetings are necessary but we’re leaving you ample time for fun. And we
suggest you take the convention hotel,
The Lodge of the Ozarks, up on their
offer —- you can reserve rooms for
several days before or after the convention dates at the same good rate.
But you need to make those reservations soon. June and July are hot dates
in Branson and those rooms will fill up
fast.
Besides, our special offer of a free
convention stay at the hotel to one of
the first 50 to register still stands.
Members report in
Ralph Widman, Lynchburg, Ohio,
reported in mid-October that the fall
colors were just about at peak radiance, with not many reds but lots of
browns and yellows. “The bean fields
have been very colorful with their various shades of golds,” Ralph said. “I
flew two Young Eagles today. We fly
them through the EAA. We flew 17
total today. We’re trying to interest
adults into taking flying lessons. That
in turn keeps the airport busy and the
bills paid. And provides for personal
growth and challenge. Jan’s been
doing very well. She has times of ups
and downs. We just celebrated 45
years together —- married to the same
person!”
Levi
Noguess,
Belton,
Texas,
rejoined the club after an absence. He
said, “Was a member years ago but
don’t know if you still have my number. I have a PA-16, N6844K. Will
need to borrow the bungee replacement tool also.” We did have his number and I hope he got the tool.
Rod Goering, Hutchinson, Kansas,
is a new member who said, “I am looking forward to soaking up the materials.” Rod and I talked on the telephone
and discovered that I knew just where
he lived, having driven (and flown) by
there many times while we lived in
nearby Halstead.
Sparky Barnes Sargent sent a note
to say the last issue looked great with
all the color. “And I want to thank you
for including a mention of my new
book —- most appreciated,” she
added. Her book is My Father, My
Friends, Memories of World War II. If
you’re interested in the book, check
out http://www.lulu.com/spotlight/
dgaenterprises.
Clete Cisler, Green Bay, Wisc.,
wrote a note after AirVenture 14 at
Oshkosh: “I would like to thank the
Short Wing Piper Board of Directors
for the “Attaboy” award presented to
me by Butch Prillwitz at one of our
local fly-in breakfasts for the years of
setting up our booth at Oshkosh. My
thanks also go out to President
Connie, Larry Jenkins, and Daren
Whipple, who helped at Oshkosh during the vent. Daren has been very
faithful in helping several hours and
days at the booth. Larry also sold several items from the Short Wing Store.
It would be appreciated if our members would volunteer for a few hours at
our booth during AirVenture 2015.” If
you’re planning to attend, let Clete
know that you’re around and available
to help out. After all, I know all of you
like to talk Short Wings —- and that’s
what the booth is all about, introducing
people to our airplanes and our club.
You can contact Clete by email at
cncisler5@yahoo.com or just go by
the booth and leave him a note.
Ron Demmler, Childs, Md., holds
the record of being the first to register
for the 2015 convention in Branson,
Mo. He also took the time to write to
Kaaren McGlynn, past treasurer,
after reading her financial report in the
last issue.
Ron writes: “One section mentioned
the magazine. I want mine sent in
magazine form and will pay extra to
receive it in that form. I go back and
reread many articles from back issues
that I wouldn’t bother with if printed
on computer. If I had to print here at
home, the cost of paper and ink would
surpass the added cost for (the club) to
print and send. For those that receive
added service, we should pay for it and
not penalize those that do not use the
service.
“As far as increasing dues, I do not
think that a small increase would be a
reason for some to drop out of the
club. If you can afford to have and fly
an airplane, you could afford a slight
increase in dues to keep the club in
good financial shape. An increase of
dues would amount to paying for one
gallon of aircraft fuel.
“I would be in favor of each individual being charged the amount in dues
that reflect the services received.
Those that receive the printed magazine pay more than those that elect to
receive by email.”
I agree with Ron and I think most
members do also. While we have
many signing up for the E-News only
option, the majority of our members
want the printed SWPN. As one person
said, “I want to hold it in my hands.”
Another said that if his were sent via
21
email it would just disappear into
cyber space. I once inherited a bunch
of SWPN’s from a member and
noticed handwritten notes on the cover
of each listing items of interest. “Tailwheel article,” for example, with the
page number.
Doug Stewart is one of the members of the club’s Panel of Technical
Advisors. Recently, a member had to
go to some lengths to contact him.
Michael Apel, who lives in Germany,
said, “I have no idea how to contact the
Technical Advisors Board via email.
So hopefully you can help me. The
question has to go to Doug Stewart.”
Michael’s question was, “I’m covering
the fuselage on my Tri-Pacer. Now I’m
at a point where I don’t know how to
go on. I made the right side with the
vertical fin in one. The problem is now
the area in front of the fin. There’s no
junction to glue the fabric. How can I
glue the right, left, and top fabric.”
I was glad I knew how to contact
Doug since (of course) I couldn’t
answer that question. But then another
problem cropped up.
Doug emailed back to say he didn’t
have Michael’s address and his computer had just died and it would be several days before he got it back. “Will
you please send him an email to let
him know I will get to him as soon as
I get the computer back. Also he can
call me if he needs the answer right
away. He can call anytime.”
I’m sure that Michael called him —
- or else Doug’s computer fixer got
right to work, because two days later
Michael replied: “Eleanor, problem
solved, hopefully. Doug gave me some
advice and so my project can go on.
My plan is to be back in the air summer next year. Let’s see if that is realistic.”
Hurray for Doug and hurray for
Michel. I hope by this summer
22
Michael is in the air. This is a good
example of how our technical advisors
go above and beyond to help our members with problems. Don’t forget that
you can use that special 800 number,
toll-free, 24/7 —- 855-SWPC-411
(855-7972-411) to call the panel or to
speak to anyone on the board or staff.
Just tell the person answering who you
want to talk to (or what the problem is)
and he or she will immediately text or
email someone to help you.
Gail Perkins, Richwood, Ohio, got
special treatment from me recently.
Gale said, “I picked up a copy of The
SWP News at Sentimental Journey this
summer. It reminded me of the years
not missing a single issue when I
owned a Vagabond. We attended annual conventions in Minden, Neb., in
those days. I’m thinking of purchasing
another Short Wing Piper but haven’t
made up my mind. Could I subscribe
to two quarterly issues while deciding?
It’s a great publication. Thanks.”
Well, being a pushover for anyone
with a low membership number (in
Gale’s case No. 494), I agreed.
Besides, I can’t imagine him not wanting to buy a Short Wing, keep on getting the News, and becoming a fullfledged member of the club.
ed on Oshkosh: “We had nine SWPC
Short Wings in a row at Oshkosh last
week. What a blast we had. I got there
on Tuesday before the Monday opening day and I was number five in the
row. The others were there a full seven
days before opening day. The event
was very good with three evenings
where the temperature was a bit on the
cold side. And, as always, the rain . . .
day after day, the rain. Our clan is
already counting the days for the next
fly-in. Maybe we are nuts?”
Well, Jerry, if so, you have a lot of
company!
Bob Fuller, Member No. 1 from
Southport, N.C., called a few minutes
ago to tell me that he sold his Tri-Pacer
to a man from the Houston area. Bob
wanted to give the new owner a membership and as we talked mentioned
that the man used to belong to the club.
Turns out the new owner is Daniel
Nicholson, Spring, Texas, who holds
Member No. 150, joined the club in
1980 and let his membership lapse in
Dave Harmon, Short Hills, N.J.,
who is starting a new column in this
issue, Vagabond News Venue, says
he’s also a proud grandpa. Dave said,
“I saw Larry’s article on grandchildren
flying our Short Wing Pipers so here is
a picture of my 6-year-old, Ava
Harmon, flying my PA-22. She did
quite well, kept it level, and did some
turns. My son Robert, who is also a
pilot, was with us so there were three
generations of Harmons flying together.”
Jerry Isbell, Gahanna, Ohio, report-
Ava Harmon has the controls!
Larry Brinkly, Forest Grove, Ore.,
wrote to say he wasn’t going to renew.
His reasons?
*No airplane
*No license
*No medical
*No way
*Can’t get around anymore.
Larry added that his Short Wing is
now at WAAAM, Western Antique
Aircraft & Automobile Museum in
Hood River, Ore. Larry, by the way is
retired and skilled in sheet metal, a
CFII-II-MEI land - Commercial and
driver for a 40,000 pound bus.
23
joined with a family membership to
include spouse Mike Behrenbrinker
and 16-year-old Addison Hymer;
Brian Kramer, Seattle, Wash., is an
engineer and owns 1962 Colt N5555Z;
Eric Presten, Sonoma, Calif., who
owns the grand champion aircraft, the
amphibian Clipper N5875H, is an
author; Roland Flowers, Happy,
Texas, is a farmer, a cattle truck driver,
and a teacher’s assistant; Jim Beisner,
Troy, Ohio, is an A&P/IA; Holliday
H. Obrecht III, Mooresville, N.C., is
a wildlife biologist/consultant; Glenn
Brasch, Tucson, Ariz., is a retired helicopter pilot (or maybe retired and a
helicopter pilot);
John Hrubos, Trumansburg, N.Y.,
is a master plumber; Frank
Marcouiller, Merritt Island, Fla., is a
spacecraft test engineer; Connie
Stevens, Homewood, Calif., owns
1956 PA-22-150 N4301A (and of
course is president of the club).
Others who took the time to tell us
what their occupation is, their special
skills, or something else include
Rodney Reitan, Havre, Mont., who is
in electronics engineering; Byron
Stone, Beaumont, Texas, who is a helicopter pilot; David and Kay Walden
live in Mesa, Ariz., and David says
he’s a pilot; Steven Dawson , East
Troy, Wisc., rejoined recently; he is an
A&P/IA, skilled in machining, welding, etc.;
John Killian, Live Oak, Fla., is a
welder; Anthony Krause, Brentwood,
Mo., is retired and skilled in electrical;
Chad Minkel, Chanhassais, Minn., is
in the USAF and is an A&P mechanic;
Rusty Smith, Freedom, NY, is a truck
driver; Fernand Fillion, N-D-IlePerrot, Quebec, Canada, is a retired
anthropologist;
Philip
Hyatt,
Gadsden, Ala., is retired and an
A&P/IA;
Lynette
Hymer,
Laingsburg, Mich., is a pilot and
And making donations with their
membership renewals . . .
Don and Karen Baker, Macedon,
N.Y., donated $5 to the library and $5
to the Education Foundation; Charles
Eaves, Salt Lake City, Utah, donated
$10 to the library; Terry Kuebler,
Gahanna, Ohio, donated $10 to the
library (all three of these members
donated with their automatic renewal
—- which is a good way to make sure
you don’t let your membership lapse
AND donate to the club and its functions);
Chuck Warren, Sarver, Pa., donated $20 to the library; Jerry and Kay
Isbell, Gahanna, Ohio, donated $48 to
the Education Foundation (and hold
the distinction of being the second to
send in their 2015 convention registration); Thomas and Susan Susor,
Index, Wash., donated $40 to the club
and $60 to the library; Doug and Rava
Stewart, Cashmere, Wash., donated
2009. So club founder Bob turned his
Tri-Pacer over to someone who joined
the club just a few months after Bob
started it. Bob said Daniel had owned
a 135 Tri-Pacer for 35 years and now
has a Cub but wanted another TriPacer. Bob had owned the Tri-Pacer
for 36 years.
24
$50 to the library (Rava, you may have
read in an earlier story, died recently;
Doug is retired and is an A&P/AI who
holds Membership No. 1248);
John and Juanita Archibald, Cross
Junction, Va., donated $10 to the library
- John is a pharmacist who is skilled in
composite and electrical work; Donald
and Susan Dench, Twentynine Palms,
Calif., donated $5 to the library with
their family membership —- Don is an
A&P; Sam and Linda Henderson,
Huntsville, Ala., donated $10 to the
club, $10 to the library, and $10 to the
Education Foundation — Sam is a CFI
Com-Pilot Advanced Ground Instructor
who holds an instrument rating and is
an A&P/IA;
Richard Minatre, Vacaville, Calif.,
donated $20 to the club, $20 to the
library, and $20 to the Education
Foundation; Steven and Peggy
25
Thompson, Royse City, Texas, donated $6 to the library — Steve is a pilot,
A&P/IA, CFI. ATP and skilled in fabric work and painting; Robert
Harrington, Midland, Mich., donated
$5 to the library; Ben Rasch, Benton
City, Wash., donated $40 to the club.
Thank you, one and all —- not just
for your donations but for your faithful
membership in the Short Wing Piper
Club and for taking the time to send in
news items. Without you, this member-written magazine and the club
itself would be a shadow of itself.
Remember my favorite saying, “If it is
to be, it is up to me,” which in our case
is “If it is to be, it is up to us” —- true,
it doesn’t rhyme, but it’s still a good 10
2-letter word motto for all of us to
keep in mind as we try to make a difference for our club.
26
Technical Corner
A phone call to Eddie Trimmer
about sea plane doors on PA-22
By Ralph Widman
Lynchburg, Ohio
wizardofwid@aol.com
SWPC Technical Panel member
I had a customer who wanted a sea
plane door on his PA-22 Tri-Pacer.
Since I’ve always wanted one on my
Colt, I was interested in the job. My
customer had gotten a “deal” on the
Sullivan STC from Alaska. ($200).
The background on it was that Sullivan
found this expired STC in a file cabinet and decided to make it current. The
Alaska FAA blessed it.
However, Sullivan offers no advice
as he didn’t develop it. The STC has
one major drawing with ALL the
details on it, quite an intricate affair.
The customer had been a mechanical
draftsman in his previous life, and I
was an old timer at reading drawings
but this drawing left a lot to the imagination.
I kept bringing up Eddie Trimmer
but couldn’t interest my customer
because he already had his “deal.”
Sullivan replaces 2 fuselage tubes near
the sea plane door opening, one forward of the door, the other at the bottom of the opening. The old tube is cut
out of a cluster, and a thicker wall tube
is welded in. One cluster is below the
windshield area, the other is at the left
wing strut gear mount area.
Even with 28 years airline welding,
the more I thought of trying to weld a
new tube to the clusters, the colder my
feet got. The instrument panel may
have to be removed. The drawing has
spot welding involved, and the door is
made up of many locally made brackets and angles. Some were of steel but
most were of 5051 annealed aluminum. The door frame is made up of
a lot of smaller angles and channels.
On page 2, one step modifies the
fuel selector valve to include a both
setting. This was done by completing a
thru hole in the original Piper valve
and putting an additional low point
gascolator on the left floor. The drawing had no FAA certification on it or
other signatures. When the FAA was
asked for an opinion he said the fuel
valve drawing was part of the door
STC and was approved.
I have a bare frame PA-22 in my
barn, so it was easy to examine the
places I would have to cut out old
tubes and weld in new. At the last hour
I refused to do that STC. It was too
complicated. The welds were difficult.
The fuel valve mod seemed unpredictable.
So I called Eddie Trimmer in
Alaska. I got his answer machine but a
half hour later Eddie called me back.
He’s always been a one man shop, a
Texan who did F-102s in the Air Force
in Alaska and decided to stay, 25 years
or so ago. He seemed experienced and
straight forward. Here’s what I recall.
Eddie wouldn’t touch the Sullivan
STC “with a ten foot pole.” He even
commented that another sea plane
door STC by Ron used an aluminum
door frame and it is “too wimpy.” It
flexes, vibrates, cracks the Plexiglas
and bends out of shape. He said
instead of removing and replacing
tubes he adds 2 tubes of a thicker wall
in areas that are easier to weld. The
welds are lower than the windshield
and the instrument panel. He uses a
ram air fuel cap on each tank and doesn’t reroute the fuel line from the right
tank. The FAA decided there was
enough head pressure caused by the
ram air to do away with all fuel placards on the PA-22 that say ”no take off
with right tank below 1/3” and ”right
tank for level flight only.”
He moves the fuel selector valve
forward to the inside bay of the door
sill and installs a $150 Maule fuel
selector valve. It says left, right, both
and off. He did comment that if you
park on an incline you should put the
selector on “off” as one tank tends to
flow into the lower tank.
He builds up the door frame using
27
sheet steel frames from the right door
on SB 819 available through Univair.
This eliminated metal bending of the
fuselage sheet metal door frame. The
door is made of 5/8”X.035, 4130
square steel tube. It’s purchased from
Factory Steel in the Midwest. He uses
a gas strut to keep the door open. It’s
purchased for $11 from an L.A. RV
company.
He charges $6,500 for the sea plane
door installation installed by him. His
shop rate is $80 hour. He says it takes
2 weeks, and the final door weighs 9.5
pounds. He offers 50 pages of pictures
and drawings and a phone call to
Alaska will answer any question.
The left and right sea plane door
STCs are $250 each. The fuel valve
STC is $350 and is mandatory with the
left door.
Eddie Trimmer in his Pacer with the sea plane door modification.
28
Do YOUR part to increase membership! Spread the Short Wing
gospel - If you sell your Short Wing, buy the new owner a year’s
membership - Give away your SWPN (and ask Eleanor for another
copy) - Invite a friend or flying buddy to attend a chapter meeting
with you - Bring family members or friends with you to the 2015
convention in Branson.
I want to install one on my tricycle
Colt. He said he never installed a sea
plane door on a tri-gear PA-22. The
conventional gear arrangement is very
popular in Alaska. He didn’t think it
would be any different than the tail
wheel door installation, except the step
redesign may come into play.
I want 2 sea plane doors and the
Maule valve. I always thought the
entrance to the PA-22 is too difficult.
And it’s especially so as the wife and I
age. (She reminds me men age,
woman just get better.) So when I get
29
an extra $850 I’ll buy my 2 doors and
fuel valve STC and live happily ever
after.
(Editor’s Note: Ralph had this to
say as he submitted this article: “I’m
glad the News has a disclaimer at the
front that the views expressed are not
from the SWP Club. This was my experience. The real big deal is that
EddieTrimmer’s sea plane door mod
adds ram air fuel caps to each fuel
tank and does away with the fuel placards on our planes. Interesting!”)
Want more technical articles? Send us your questions, your
answers, your modifications, your rebuilding stories, your tips
and techniques. Your fellow members are interested in what you
know and what you have done to your Short Wing. Don’t worry
about spelling and grammar --- the editor will take care of all that.
Just write what you know!
30
Technical Corner
Aileron hinge bracket
corrosion/cracks
Chuck Morris (mramccm@casstel.
net) passed along this message from
Gregory Noles about possible failures
from corrosion and/or cracks in the
aileron hinge bracket. Chuck is a
member of the club’s Panel of
Technical Advisors, an A&P/IA, and a
DAR.
Noles’ message has to do with Cubs,
but also applies to Short Wings. Chuck
has supplied the part numbers specific
to the Short Wings on the diagram
included.
Cub aileron hinge bracket
Date: Fri, 7 Nov
From: Gregory.Noles@faa.gov
We’ve received reports on these
aileron hinge brackets that attach the
aileron hinge support to the false spar
in 6 places. Extensive corrosion is typical, as well as cracks in the bend.
There has been at least one report of
complete failure.
The part number may vary depending on the model of your airplane.
However, the installation is typical of
all high-wing Piper models.There may
or may not be an inspection access
point adjacent in the skin.
The failures so far do not show an
immediate safety concern warranting
airworthiness action; failure has led to
visible vibration that could eventually
lead to a flutter or fatigue issue.
There are PMA parts available.
Please pass along to any operators,
groups, etc., you may be aware of.
Area of interest (diagram taken from
SB 165)
Part detailed view
10931-002
Damaged part
Thank you.
G. “Keith” Noles
FAA Aircraft Certification Office
Chuck added the correct
part numbers for the Short
Wings on the diagram on the
following page.
Chuck also passed along to the
SWPN Piper Service Letter No. 216-
Bring YOUR Short Wing to Branson, MO,
June 29-July 3, for our 2015 convention
--- where in honor of the Show Me state,
we want to “Show You Short Wings
Over the Ozarks.”
31
See also the photo on the next page of a broken aileron hinge
from a Clipper.
A, issued December 14, 1953, which
reads:
To: All distributors, dealers, operators and owners
Subject: Replacement of aileron
hinge bearing blocks, part No. 10921
Models affected: All models
This letter is a correction to Service
Letter Number 216.
It has been brought to our attention
that dural rivets are being used when
replacing the aileron hinge bearing
block part number 10921-00 in the
aileron hinge bracket.
We would like to advise that the rivets used in the original aileron hinge
bracket assembly were 1/8” x 15/16”
round head soft steel rivets and all
replacement rivets much be of the
same material. Any repairs made utilizing the dural rivets are unauthorized
and all dural rivets must be removed
and replaced with the soft steel round
head rivets, 1/8” x 15/16”.
/s/ Rolland Boardman
Service Manager
Piper Aircraft Corporation
SWPC
toll-free 24/7 Hotline:
855-SWPC-411
(855-7972-411)
32
A broken aileron hinge on a PA-16. Chuck, who lives in Peculiar,
Mo., is a member of the club’s Panel of Technical Advisors.
Technical Corner
Living with your generator
By Ralph Widman
SWPC Technical Panel member
Lynchburg OH
wizardofwid@aol.com
Being on the technical advisory
board for the SWPC, I get an occasional call about generators. Owners
have lost touch with an item that dates
back to Model T Fords. With the alternator making life so much easier for us
in our cars, we’ve forgotten what the
amp meter says about the generator.
Our PA-22s came with a Delco 20 or
25 amp generator. The 10 pound black
steel cylinder has carbon brushes that
ride on a rotating copper armature.
The generator is nearly bullet proof.
The brushes will last till overhaul time.
The jewel about the generator is that it
is “self exciting.” If your battery is
stone dead, you can hand prop the
engine, and when it starts and runs
above 1,500 to 1700 RPM, it will produce voltage to recharge the battery.
In comparison, the alternator has to
have residual voltage to excite the
alternator field and produce electricity
at any RPM. If your dead battery doesn’t have 8 volts or so left in it, the
alternator won’t charge. Your alternate choice is to put the jumper cables
on the battery and let it charge from
the donor vehicle at moderate RPM for
4 or 5 minutes until the battery has
enough voltage to excite it and charge
the rest of the battery. The BEST way
to charge a dead battery with an alternator system is to put a battery charger
on it and that takes hours.
One of our members recently wanted to upgrade his Tri-Pacer. He purchased the InterAv/Chrysler alternator.
He sent it back after realizing he would
have to cut and modify the oil cooler
mount to accommodate the installation. I’ve been known to put a slight
dent in the exhaust pipe so the large
diameter alternator wouldn’t rub on it.
I’ve seen old InterAv installations, and
they have been very reliable even with
the snug fit.
Another complaint is that the generator won’t keep the battery charged.
This usually comes after shooting
landings at night. On the Colt’s generator, operating both landing and taxi
lights at the same time produces a 2 to
3 needle width to the left of center discharge. With those 18 amps and the 20
amp generator, the battery can get run
down just trying to keep the lights on.
Then the next time you come out to fly,
the battery is dead. You unknowingly
discharged it during the night operation. I solved this problem by purchasing a battery minder from Aircraft
Spruce for $50. The minder is not a
trickle charger; it only gives the battery what it needs and stops charging
when the recharge is done. It also
disulfides the lead plates in the battery
to prolong its life.
Three facts to remember about the
battery minder: 1. After a lot of night
operations the minder will recharge
your battery overnight so you will be
ready to fly the next day. 2. It makes
winter operations better as the battery
is charged for those cold starts. 3. The
5 years that I got out of my last battery
makes me partial to the battery minder.
(Compared to 2 years previously.)
The next generator problem is that it
will only charge above 1,500 or 1,700
RPM. The kick in voltage is deter-
33
mined by the adjustment on your regulator. Normally our flights are made
above that RPM. But I’ve made night
landings when as soon as I come back
on the power to touch down, I went
below 1,700 RPM and my panel lights
really dimmed. It’s startling to go
through this the first time. My regulator is probably not set right.
That small 2” amp meter on the
extreme right side of the panel is critical in keeping track of your generator.
Each needle width of movement to the
left or right has a meaning. To the left
of center it’s discharging. To the right
of center it’s charging. That too can be
a bad sign if after an hour the needle
doesn’t return to the center.
I had that happen on the Colt. The
amp meter constantly showed an intermittent 9 amp charge. We don’t have
volt meters on our planes like the
Cessnas do. However I have a function
on my old Garman 195 GPS that
shows voltage. When I checked the
voltage under the large discharge
times, the generator was putting out 17
volts. It had crept up from 14 to 15
then to 17 volts. That’s when we
smelled the faint whiff of solder burning. I had just found out how many
volts a 12 volt instrument would handle, and smoked my fuel gauge and
electric clock.
That’s when I finally decided to
trouble shoot the problem. I used
Michael Crow’s trouble shooting
guide. It didn’t take long to find the
problem. My generator field wire was
shorting out where the small field wire
bends around tubing to enter the main
power box under the pilot’s seat. The
53 year old insulation on the wire had
rubbed through and grounded to the
frame, removing all control over my
generator. In theory, I should have
been generating full generator 20
amps. Some of my lights and radios
were drawing the excess amps. Also,
34
if you have a volt meter someplace, it
takes 13 1/2 to 14 volts to charge a battery. Less than that and the generator
will not fully charge the battery
You can choose to manage your
electrical use by taxiing at night with
only the taxi light on. The landing light
switches on our PA-22s have 2 positions. One position is to the right, one
to the left. What you don’t know is that
the right position is the taxi light using
9 amps. The position to the left says
“landing light.” What it doesn’t tell
you is that the taxi and landing lights
are both glowing, using 18 amps. So,
after you land, shut off the landing
light and use the single taxi light.
The amp meter could be better
named a charge-discharge meter. The
goal is to keep the needle in the center.
That means all electrical needs are
being handled by the generator, and
the battery is fully charged. After starting and then flying, the amp needle
will probably read 1 or 2 needle widths
to the right, indicating the generator is
charging the battery. Then after 5 or 10
minutes, the needle should return to
center, saying the battery that was used
to start the engine has been fully
recharged by the generator.
If you fly for an hour and the needle
continues to stay to the right, something is using your generator output.
It’s time to start figuring out the problem, before you smell the expensive
smoke of solder burning.
The amp needle to the left of center
indicates a discharge of the battery and
you need to figure out why. It could
indicate the generator or regulator has
failed and will never charge the discharging battery. So find a place to
land in a half-hour or get used to having no radios or lights.
In flight with the Colt, if I turn on
both landing and taxi lights, the amp
needle goes 3 widths to the left.
Probably at that use my battery will be
dead in 10 minutes or so. The extreme
left reading needle reminds me that I
have more appliances running than my
20 amp generator can handle. Yes,
legally speaking, the total electrical
load should not be more than the generator can keep up with; mine can’t.
So, I usually don’t operate both lights
at once. I do use both lights on final at
night. I shut off the landing light as
soon as I’m landed and free to hit
switches. I use the taxi light when I
am within 10 miles of an airport. My
amp needle usually will read 1 width
discharge. If I did this for 20 minutes
or so I might kill the battery because
the generator can’t keep up with the
load.
If you are in flight and the needle
stays to the left, you are discharging
the battery. The generator can’t keep
up with the demand. Shut off the
strobes or landing light. Hopefully this
will bring the needle back to center. If
not, you have an emergency and need
to find a place to land. If you have a
back up hand held and a working
flashlight, you may choose to continue
flying with compass and map.
When I updated the Colt to 150HP, I
considered going to an alternator. But
when I compared the weight of an
InterAV alternator and my old generator they were nearly the same at 9 to 10
lbs. Now when B&C Specialty
Products comes out with an STC for
the 40 amp alternator on our PA-22s,
I’d be interested.
For the time being we can be educated on how to use the generator and
what the amp meter means as to its
operation.
Now, to help your generator today
there are the LED landing lights. They
only draw 1 to 2 amps each and not 9
and they are brighter. I long for the
LED landing light with wig-wag capabilities. I would fly with the LED’s on
during every flight. All I need is $500.
35
36
Technical Corner
Pearl Tips: Stale oil?
By Frank P. Sperandeo III
Past President
15841 Pear Circle
Fayetteville AR 72704
479-521-2609
miss_pearl@cox.net
website: www.miss-pearl.org
The following is correspondence
from me to Ben Visser of General
Aviation News and his reply to me
about the stability of Shell Aviation
Oil:
From: miss_pearl@cox.net
To: visser@GeneratAviationNews.
com
Subject: Shell OiLReport- Stale
Engine OIL?
Date: Sat, 1 Nov 2014 09:17:57 0500
Hi Ben,
A few months ago an A&P said to
me that the date stamped on the side of
a case of Shell Aviation Oil is the shelf
life spoilage and therefore should be
thrown away. At $68.00 bucks a case,
this is ludicrous! I did some research
and came up with the Shell report on
this subject (12 pages-http://www.aircraftspruce.
com/catalog/pdflaero
shellshelf.pdf) posted by our friends at
AS. The report goes on to elaborate
under the paragraph “To sum up-” that,
in general, AeroShell products are
inherently stable. If stored properly,
their quality, properties and performance should not be affected by prolonged storage. Also, I cannot find any
FAA AD’s or SB’s confirming this
report. Once again we pilots are faced
with Double Speak. Your take on this
after 33 years with Shell Inc.
Frank P. Sperandeo III
A&P,IA,DAR, DER
Ben replied:
From: Benton Visser
Date: Thursday, November 6, 2014
To: Frank Sperando
Subject: Re: Shell Oil Report - Stale
Engine oil?
The three year limit is part of the Mil
spec for oil. It states that the manufacturer must warrantee that the oil meets
the entire spec for up to 3 years. So
that is what all of the manufacturers
say is the shelf life. I have tested samples for up to 10 years and it was still
on spec. with only a small amount of
additive settling. So I would not be
concerned about using oil that is older
than that as long as it is in a sealed
container.
Ben
“The measure of who we are is
what we do with what we have. “
- Vince Lombardi, American football coach
Editor’s note: Frank has been an
EAA Technical Counselor for 24 years
and has special expertise in Short
Wing Pipers. He can be contacted for
personal technical advice to our members. He prides himself on same day
return of phone calls and emails. He is
an A&P, IA, DAR, and DER. See his
classified ad for other services he
offers.
37
38
Technical Corner
FAA: ADS-B system is complete
By Ralph Gutowski
Reprinted from the Ohio Chapter
newsletter
May, 2014
ADS-B is now installed nationwide,
the FAA said last week, although services won’t be available at all air traffic
facilities until 2019. “The installation
of this radio network clears the way for
air traffic controllers to begin using
ADS-B to separate equipped aircraft
nationwide,” said FAA Administrator
Michael Huerta in a statement. “It will
also provide pilots flying aircraft
equipped with the proper avionics with
traffic information, weather data and
other flight information.”
Of the 230 air traffic facilities across
the country, 100 are currently using
ADS-B to separate traffic, according
to the FAA. All aircraft operating in
controlled airspace must be equipped
with ADS-B Out avionics that broadcast the plane’s location by Jan. 1,
2020.
With the upgraded system now in
place, once aircraft are equipped with
ADS-B Out transponders, aircraft
positions on controller screens will
update almost continuously, compared
to every 4.7 seconds or longer with
radar. ADS-B also enables more accurate tracking of airplanes and airport
vehicles on runways and taxiways.
The new system significantly
improves surveillance capability in
areas with geographic challenges like
mountains or over water. Airplanes
equipped with ADS-B In, which is not
currently mandated, will give pilots
information through cockpit displays
about location in relation to other aircraft, bad weather and terrain, and
temporary flight restrictions.
The FAA said last month that of an
estimated 157,000 aircraft that will
need to install the ADS-B equipment,
fewer than 3,500 have done so.
People have asked me about
whether or not the “portable” ADSB
units on the market today will be legal.
According to the ADS-B rule, they do
not have to be certified until 2020, at
which time the ADS-B Mandate is
active and it has to be certified or the
transmitter needs to be turned off.
Keep in mind it is only the Transmitter,
GPS and Install that needs the certification. Nothing with the receiver,
receive antennas or AHRS (if so
equipped) needs to be certified for
2020.
By the way, as of now the requirement to have a certified transponder is
not going away; we will still have to
have them, too, after 2020.
The
unit
I
purchased,
SkyGuardTWX Vision-Pro, is currently testing for the 2020 certification.
There will be changes needed to
mounting, antennas, power connection, etc., for the certification. There is
no way the FAA is going to certify a
portable ADS-B with suction cup
antennas. This was done to get these
units into the field as part of the testing
process. Don Houtz, President of
SkyGuardTWX, has indicated to me
that he plans to make available “retro”
or “certification” kits to meet certification needs. The details and cost of
those are still unknown at this time
because it is just too early in the
process.
Regarding ADSB hardware certification, when a system is powered by a
potentially-glitchy cigarette lighter
adapter, using antennas that are draped
across the cabin and suction-cupped to
windows that may or may not have a
clear view of the ground or sky, then
there are plenty of ways for the system
to not perform well. TSO’d equipment
installed by someone who has to sign
his name to it in your aircraft records is
one method the FAA tries to raise the
bar on equipment performance. If primary radars are going to be retired in
favor of “self-reporting” by individual
aircraft, then forcing aircraft installations to have a high-reliability GPS
system (including a permanentlymounted antenna with a clear view of
the sky) and a high-reliability reporting method (including a permanentlymounted transmitting antenna with a
clear view of the ground in front,
behind, and to both sides of the air-
39
craft) all powered by a solidly-wired
power feed doesn’t seem unreasonable.
It might not be a big deal if your
portable system fritzes out and stops
receiving weather data or stops getting
traffic info in your cockpit. On the
other hand, it might be a huge deal if
ATC is tracking you on an IFR flight
plan and all of a sudden you disappear
off their screens because your antenna
fell off the plexiglass or the cigarette
lighter adapter jiggles loose.
In the meantime, for the next six
years I can enjoy the safety and peace
of mind of having displayed in my
cockpit real-time traffic on all aircraft
with transponders flying in a 15 miles
radius of me (+/- 3,500 ft altitude),
along with near-real time (10-18 minutes delay) weather in my cockpit.
40
Technical Corner
Vag Rag Vol. 1 . . . or stubborn
horizontal stabilizer fit to spars
By Alan Arrow
Magnolia, Texas
alanc4184h@comcast.net
Howdy, Y’all, as we say here in
southern Texas. This will be my first
submission on the restoration of my
1948 Piper PA-15 Vagabond with
future articles to follow cataloging the
progress of NC4184H.
During the teardown-disassembly
process of my Short Wing a typical
stubborn assembly to remove is the
Horizontal Stabilizer, which you have
no doubt encountered yourself. This
will often result in damage to the
inboard rib of the Horizontal Stabilizer
which may require repair or replacement after removal from the airframe.
I had to replace one myself and these
ribs can be purchased from either
Univair or Wag-Aero.
The Horizontal Stabilizer becomes
difficult to remove due to rust accumulation between the fore and aft
Stabilizer tubes and Spars and should
be removed before reinstallation so as
to avoid further damage or installation
and removal problems.
Here is how I treated my components prior to recovering.
Blow out the fore and aft tubes of
the Horizontal Stabilizer with compressed air; be sure to wear eye protection for all steps.
Slot a piece of dowel rod long
enough to reach as deep as the fore and
aft Horizontal Stabilizer Spars. Make
sure to allow for the amount of dowel
rod to be chucked into a drill chuck.
Cut strips of abrasive paper (sandpaper) about 1” wide and insert the abra-
sive paper into the slot of the dowel
rod now chucked into your drill and
wind the paper around the dowel rod.
Insert the abrasive paper wrapped
dowel rod into the Horizontal
Stabilizer tube and trigger the drill,
moving the dowel in and out of the
tube, like you are honing a cylinder.
Don’t get carried away with this; you
are going for a snug fit and not a sloppy loose fit. Therefore, remove your
honing tool often and check the fit of
the fore and aft spars regularly but
blow the tubes out with compressed air
prior to each trial fit. It is advisable to
lube the spars before each trial fit so
the spars don’t become stuck. Change
your abrasive paper often and start
with coarse and work down to fine. I
found 80 grit works good at first to
remove the worst of the rust. You want
a polished finish at the end; 280 grit
should be the finest you should need.
If you are reusing your old fore and
aft Horizontal Stabilizer Spar tubes
you must address any pits, burrs or rust
on each of these also. Pay particular
attention around the drilled holes the
Horizontal Stabilizer attaching bolts
pass through as these holes may be the
cause of a stubborn fit.
Using wider strips of abrasive paper
(same grits as before) buff the Spars
like you are shining your shoes.
Again, make many trial fits of the
Spars to the Horizontal Stabilizer and
remember you can always sand more
but once the tubes become sloppy you
can’t go back and add metal.
After you are satisfied the fit is perfect coat the new metal surfaces with
41
grease to protect against surface rust
prior to assembly.
The process in photos
Dowell should be the depth of the spar
Dress spar tube to remove
burrs
Fitted aft spar
More photos on the next page. (Editor’s note: Alan is the former president
of the Mid-America Chapter before he was transferred by his employer to the
Houston area. It was under his direction that the first steps toward the 2015 convention were made, with Fred Mayes then being elected president and carrying
out the process toward the convention.)
42
Fitted forward spar
Insert sandpaper strip into slot
Insert slotted dowel into drill
The polished inside tubes are
shown below, with the horizontal stabilizers stacked atop
each other showing the shiny
inside of the tubes.
43
At left above: Use sandpaper like shoe buffing towel
(sandpaper draped over a spar
held in the vise). Above, right,
the polished spar. At left, wrap
sandpaper around dowel to
hone the inside of the Horizontal
Stabilizer tube for a snug fit.
Technical Corner
Who ya gunna call?
Reprinted from the Ohio Chapter
newsletter
By Ralph Gutowski
Chapter newsletter editor
Recently while I was at my home
aerodrome, a gorgeous Pietenpol
Aircamper departed the runway during
a landing rollout; the plane ran into the
grass and flipped over on its back. The
good news is that no one was injured
and only the aircraft suffered damage:
landing gear collapsed, wing strut
bent, prop pranged, wing tip dented,
and it looked to me like perhaps the
main wing spar might have gotten
damaged.
After we flipped the tail over and
righted the airplane, the airport manager immediately phoned the FAA to
report the mishap. Quite a discussion
ensued, some of it heated, about who is
required to report an incident, or an
accident, what the difference is
between the two, and to whom is the
report to be made.
Interestingly, one week later, AOPA
44
Pilot magazine published an article
(Sept. 2014, p. 24) written by their
legal counsel, John S. Yodice, about
this very subject. He summed up that it
is the PILOT’s or AIRCRAFT
OWNER’s responsibility to report
ACCIDENTS to the NTSB. No report
to the FAA is required.
The FARs specify what constitutes
an ACCIDENT (which must be reported) and what comprises an INCIDENT
(which may or may not have to be
reported).
Recently, Tom Anderson shared the
following with the SWPC Technical
Advisors Committee: “As a result of a
minor incident at the airport (a bird
strike) and a recent article in AOPA
Pilot magazine, the question was
raised as to what has to be reported and
to whom is it reported to when an accident or incident occurs. This is one
issue that has never been clear to me.
Also I have the opinion that the FAA
would like everyone to think any incident or accident must be reported to
them. Well, that isn’t the case. I came
across the attached article from the
Reigel Law Firm that does a nice job
of dealing with that issue. It is much
clearer and precise than the article in
AOPA. I thought I would pass it on for
your reference.”
I am including it here in our chapter
newsletter for our members’ benefit.
Caveat emptor.
(SWPN editor’s note: I contacted
the Reigal Law Firm, and Gregory
Reigel promptly replied with permission for the SWPN to reprint the article. To expand a bit on Ralph’s
“caveat emptor,” please note that in
the last paragraph, Reigel says to
contact an attorney in your area
familiar with the rule: “The information should not be relied upon as
advice to help you with your specific
issue. Each case is unique and must
be analyzed by an attorney licensed to
practice in your area with respect to
the particular facts and applicable
current law before any advice can be
given.”)
The Do’s and Do Not’s of Aircraft
Accident and Incident Reporting
By Gregory J. Reigel
© 2005 All rights reserved.
An airman recently asked me
whether he needed to report an aircraft
“mishap” in which he was involved to
the FAA or NTSB. When I told him it
would depend upon exactly what type
of “mishap” he was referring to, he
provided me with a more detailed
explanation of what had happened.
With this information in hand, and a
quick review of 49 CFR Part 830 (also
known as NTSB Rule 830), I was able
to tell him that he did not need to
report his “mishap.”
Unfortunately, quite a few airmen
are either uncertain of or unfamiliar
with the reporting requirements of Part
830 and they don’t discuss the issue
with an aviation attorney prior to making the decision whether to report.
This is unfortunate because some airmen have reported aircraft incidents
when they weren’t obligated to make
the report and have drawn undue attention from the FAA. Knowing when
you are required to report and when
you are not can save an airman a lot of
unnecessary grief.
Who Do You Notify?
Part 830.5 requires that the operator
of an aircraft provide notification of
any “accident” and certain “incidents”
immediately. It is important to note
that you must notify the NTSB, not the
FAA. The NTSB is a federal agency
separate from the FAA and it has the
authority to investigate aircraft accidents and reportable incidents.
Although the NTSB delegates some
accident investigation to the FAA, the
notification required by Part 830 must
be made to the NTSB. The notification
must be given to the NTSB immediately. Part 830.6 states that the initial
notification must include the following
information: (1) Type, nationality, and
registration marks of the aircraft; (2)
Name of owner, and operator of the
aircraft; (3) Name of the pilot-in-command; (4) Date and time of the accident; (5) Last point of departure and
point of intended landing of the aircraft; (6) Position of the aircraft with
reference to some easily defined geographical point; (7) Number of persons
aboard, number killed, and number
seriously injured; (8) Nature of the
accident, the weather and the extent of
damage to the aircraft, so far as is
known; and (9) A description of any
explosives, radioactive materials, or
other dangerous articles carried.
In addition to the initial notification,
a written report of an accident must be
made on NTSB Form 6120 and filed
with the nearest NTSB field office
within 10 days of the accident, or for a
reportable incident only as requested
by an authorized representative of the
NTSB. The form is available from the
NTSB field offices and can also be
obtained from the local FAA FSDO.
Who Is Required To Provide The
Notification?
The rule defines an “operator” as
“any person who causes or authorizes
the operation of an aircraft” which can
include the owner, lessee, or anyone
flying or using the aircraft. Please note
that this does not necessarily mean the
pilot. An aircraft owner or FBO can
make the report even if the pilot does
not. However, if someone other than
the pilot makes the report, Part 830.15
(b) requires that the crewmembers, if
they are physically able at the time the
45
report is submitted, attach a statement
providing the facts, conditions, and
circumstances relating to the accident
or incident as they appear to him or
her. If the crewmember is incapacitated, he or she must submit the statement as soon as he or she is physically
able.
Accident, Incident or Neither?
Although the terms “accident” and
“incident” have commonly understood
meanings, for purposes of this rule you
must understand the meanings defined
in Part 830.2 in order to determine
whether you are dealing with an accident, a reportable incident, or neither.
Under the Rule, an “Accident” is “an
occurrence associated with the operation of an aircraft which takes place
between the time any person boards
the aircraft with the intention of flight
and all such persons have disembarked, and in which any person suffers death or serious injury, or in which
the aircraft receives substantial damage.” Although “death” is easily
understood, the rule provides specific
definitions for the terms “serious
injury” and “substantial damage”. A
“serious injury” is defined as “any
injury which: (1) Requires hospitalization for more than 48 hours, commencing within 7 days from the date of
the injury was received; (2) results in a
fracture of any bone (except simple
fractures of fingers, toes, or nose); (3)
causes severe hemorrhages, nerve,
muscle, or tendon damage; (4)
involves any internal organ; or (5)
involves second- or third-degree
burns, or any burns affecting more
than 5 percent of the body surface.”
“Substantial damage means damage
or failure which adversely affects the
structural strength, performance, or
flight characteristics of the aircraft,
and which would normally require
major repair or replacement of the
46
affected component.” Substantial damage does not include: engine failure or
damage limited to an engine if only
one engine fails or is damaged, bent
fairings or cowling, dented skin, small
punctured holes in the skin or fabric,
ground damage to rotor or propeller
blades, and damage to landing gear,
wheels, tires, flaps, engine accessories,
brakes, or wingtips./1/ (See below).
An “incident” is defined as “an
occurrence other than an accident,
associated with the operation of an aircraft, which affects or could affect the
safety of operations.” You do not need
to report an incident involving a small
aircraft except when it involves: 1)
Flight control system malfunction or
failure; (2) Inability of any required
flight crewmember to perform normal
flight duties as a result of injury or illness; (3) Failure of structural components of a turbine engine excluding
compressor and turbine blades and
vanes; (4) In-flight fire; or (5) Aircraft
collide in flight; (6) Damage to property, other than the aircraft, estimated to
exceed $25,000 for repair (including
materials and labor) or fair market
value in the event of total loss,
whichever is less./2/ (see below).
Incidents involving large, multiengine aircraft (more than 12,500
pounds maximum certificated takeoff
weight) must be reported if they
involve: (1) In-flight failure of electrical systems which requires the sustained use of an emergency bus powered by a back-up source such as a battery, auxiliary power unit, or air-driven
generator to retain flight control or
essential instruments; (2) In-flight failure of hydraulic systems that results in
sustained reliance on the sole remaining hydraulic or mechanical system for
movement of flight control surfaces;
(3) Sustained loss of the power or
thrust produced by two or more
engines; and (4) An evacuation of an
aircraft in which an emergency egress
system is utilized.
Conclusion
As you can see from the rule, the
definitions are very specific. Under the
rule’s definitions, minimal bent metal
or your typical gear-up landings do not
trigger the notification and reporting
requirements. However, any time you
find yourself in a situation in which a
“mishap” has occurred, it is important
that you familiarize yourself with and
compare the facts of your situation to
Rule 830.
Why is this important? First,
because it is a law with which we must
comply. And, although a quick search
did not reveal any enforcement or civil
penalty actions based upon a failure to
provide notification of an accident or
incident, such an action is possible.
Second, an aircraft mishap can be
costly and embarrassing enough without drawing undue attention to it with
an unnecessary report to the NTSB or
FAA. Certainly if your “mishap” fits
within the definition of an accident or
reportable incident, you need to provide notification as required by the
rule. However, if it does not, you do
not need to report it to the NTSB.
The FAA has pursued enforcement
actions against airmen arising out of
reported aircraft “mishaps” that Rule
830 did not require that the airmen
report. By understanding the obligations imposed by Rule 830 you can
ensure your compliance and avoid any
unnecessary attention from the FAA if
you are involved in an aircraft
“mishap”.
/1/ The NTSB has published a Notice
of Proposed Rulemaking proposing to
expand Part 830 to include certain
events that are not currently subject to
Part 830’s reporting requirements. The
proposed amendment includes revision
47
of the definitions in Part 830.2 to
remove reference to ground damage to
helicopter rotor blades from the list of
exclusions in order to “bring events
involving ground damage to main or
tail rotor blades within the definition
of an accident and clearly make them
reportable events”.
/2/ The NTSB is also proposing to
amend Part 830.5 so that the following
events are added to the current list of
events requiring immediate NTSB notification: (a) failure of any internal turbine engine component that results in
the escape of debris other than out the
exhaust path; (b) structural failure of a
propeller resulting in the release of all
or a portion of a propeller blade from
an aircraft, excluding release caused
solely by ground contact; (c) loss of
information from a majority of an aircraft’s certified electronic primary displays (excluding momentary inaccuracy or flickering from display systems
that are certified installations); and
(d) any Airborne Collision and
Avoidance System (ACAS) resolution
advisories (RA) issued when an aircraft is being operated on an instru-
ment flight rules (IFR) flight plan.
The information contained in this
web-site (article) is intended for the
education and benefit of the Reigel
Law Firm, Ltd.’s clients and prospective clients. The information should
not be relied upon as advice to help
you with your specific issue. Each case
is unique and must be analyzed by an
attorney licensed to practice in your
area with respect to the particular facts
and applicable current law before any
advice can be given. Sending an e-mail
to the Reigel Law Firm, Ltd. does not
create an attorney-client relationship.
Advice will not be given by e-mail
until an attorney-client relationship
has been established.
© Reigel Law Firm, Ltd.-Aero
Legal Services 2002-Present. All
rights reserved.
Reigel Law Firm, Ltd.
An Aviation Law Firm
921 Mainstreet, Hopkins, MN,
55343
info@aerolegalservices.com
Free Loaner Tools
Free Loaner tools available to paid members only.
Shipping responsibility of the borrower. Donations to
the Library Fund gladly accepted. You can contact Terry
directly to order and work out shipping details:
(Terry Karlson swpclibrary@yahoo.com or
623-388-0711 or use the toll-free hotline 855-SWPC-411/855-7972-411)
or go to
http://www.shortwingpiperclub.org/tool-rentals/
where you will find a full listing of tools with a picture of
each tool. There’s a link to take you to the Tool Rental Form
(members must be logged in to access the form). To order a
tool, fill out the form and submit. Terry will get an email with
your order and fill the order.
48
49
Regional Chapter Reports
Editor’s note
to all chapters:
We do like to have your photos --- properly identified, of course. So send them
in, but do remember to attach them separately. (On my program it says “insert”
but who knows what it says on yours.)
It’s nice if they are at least 4 inches wide and a high resolution, if possible --- I
hate to reduce a big crowd to a 2-inch space since you’d need a magnifying glass to
see the people properly. I can use a PDF but not those photos embedded in the
document itself.
Arizona
By Cliff Van Vleet
Sierra Vista, Ariz.
ccvanvle@mindspring.com
The October Arizona chapter meeting was held in conjunction with the
SWPC Forum conducted at the COPPERSTATE 2014 Fly-In by Cliff Van
Vleet and was attended by Cliff Van
Vleet, Larry Portouw, Bob Greco,
Lendell Cocke, Chuck and Norma
Cansino, Greg Duncan, Bob and
Joyce Carty, Roger and Betty Smith,
Rick Harrison, Roger Stern and Dan
Knutson.
This October meeting followed a
hiatus in chapter get togethers over the
summer after we last met in Payson
AZ in May. During the hiatus members enjoyed the annual convention in
Santa Maria CA in July and the
Southwest Regional in Colorado
Springs CO in September.
Cliff conducted the forum by having attendees provide stories about
their airplanes or experiences.
Larry Portouw started by providing
a progress report on the recover of his
Tri-Pacer which has progressed from
just a simple wing recover job to a
complete airplane recover after the
discovery of several items found that
required mechanical/electrical repair
(rotted wing tip bows, broken ribs,
poor rib repairs, rusted rudder tubing,
wing brace wires not kosher, gas tank
straps not kosher, just to name a few).
Lendell Cocke described several
upgrades he has made on his early
model Pacer which was originally
used as a factory demonstrator. He is
the 15th or 16th owner and between
his and the factory’s ownership the
airplane accumulated a lot of things
needing fixing. His latest project was
replacing the Bodell Brakes with disc
brakes. Also, after rigging the airplane properly, he flies straight ahead
with hands off in smooth weather. He
stated that the airplane’s speed may
not make the far away mountain much
50
Cliff (right) and Bob Greco enjoy a laugh at Copperstate.
Roger Smith’s beautiful Tri-Pacer after its second rebuild is
shown at right, with the interior at left.
closer much faster but it is still directly ahead on course without having to
ride the controls. Properly rigged
Short Wings fly straight!
Bob Greco gave an engineering dissertation on landing gear alignment
explaining how improper tow in/tow
out affects taxiing. Even a fraction of
a degree of crookedness is discernible
in taxiing. Tail draggers want zero
degrees tow in/tow out. If your Pacer
is squirrelly during taxi, check and
correct the wheel alignments.
Roger Smith provided another heart-
ening narration of having to do his
beautiful Tri-Pacer, N2901Z, twice
due to two episodes of hail damage,
see photos. He and Bob Greco also
provided user reports on Stewart
Systems paint. As with all paint systems, practice makes for better results.
Also discussed was the problem that
the dark primer color showing through
light colored top coats can be avoided
by using light colored primers, available from Stewart Systems.
Dan Knutson was a welcome
attendee (again) at our forum. Dan is
an enthusiastic Short Wing Owner and
is the national treasurer of EAA’s
Vintage Aircraft Association. The best
information Dan provided is that in
probably two years, EAA will be honoring Short Wing Pipers during
AirVenture. Recall that Jim Clark,
51
then a Kansas SWPC member, coordinated a Short Wing arrival a few years
ago and it was a great success. With
Dan’s announcement, we can all start
programming our thoughts and plans
to join in and get together for a great
fly-in to AirVenture.
Florida
By Iris Morris
Chapter Newsletter Editor
Plant City, Fla.
imorris3@tampabay.rr.com
The start-up of our new year went
well. There were six members there
and I apologize for not sending out a
reminder. Although the weather was
nice, there were no planes this day.
Those driving were: George and Tyke
Klitsch, Lee and Jean Houseknecht,
Julian Cannon, Doug Elfers, with
Dougie, and Iris Morris.
As a point of interest, George and
Julian discussed the installation of an
autopilot in Julian’s Wag-a-Bond, that
Julian recently completed. This
autopilot is coupled to the GPS Julian
had previously installed. At George’s
request, Julian agreed to write this up
for the SWPnews.
We discussed our future fly-ins, the
National Convention, what we all did
this summer and what ever came up.
June 29-July 3 is the SWPC
International Convention Branson,
Mo.
We sure can pick good days for our
fly-ins. The wind was a little strong
for Short Wings; otherwise it was
nice.
We met at the LAL terminal for
lunch in the new Hallback’s Bar &
Grille, where we were seated at a large
table to accommodate our group.
We were very happy to have
Canadian Chapter member Ed
Spenchuck and former Florida mem-
bers Bob and Holly Anne Talley with
us. The others there were George and
Tyke Klitsch, Lee and Jean
Houseknect, Tom Scott and Jean, (I
didn’t write her last name), Doug
Elfers and Iris Morris. We hope that
Bob and Holly Anne will be able to
join us at future fly-ins. It was good to
see them again. (Tom, bring Jean
back. She’s O.K.)
We had the usual set-up at the table:
guys at one end, talking planes and
fishing. And the girls at the other end,
talking “girl talk.” In checking with
Lee, we all agreed with his schedule
for the coming year.
2015 Schedule
January 3, 2015, North Tampa
Airpark, at the Happy Hour Café ,
4241 Birdsong Drive, Lutz, Fl.,33559.
Meet about 1100 for lunch.
February 5: Call Lee with your suggestions. 863 969-4002
March 7, Sun’n Fun SWPC building for Business meeting. Election of
Officers. Adjourn to Hallback’s Grille
52
for Lunch. Try to meet about 1000.
April 21/26, Sun ‘n Fun Expo. Our
area starts on the 16th. Like to volun-
teer ? Contact Iris. 813 737-3463
SWPC 2015 Convention, Branson,
Mo. June 28/July 3, 2015
At Hallback’s Grille in the Lakeland Terminal are (left photo, left
to right) George Klitsch, Bob and Holley Anne Talley, Tyke Klitsch,
and Jean Houseknecht. In the photo on the right are (around the
table clockwise from left) Jean, Tom Scott, Lee Houseknecht, Ed
Spenchuk, and Doug Elfers.
Michigan
By Garry Butler
Chapter President
We held our meeting at Lakes of the
North. Thanks to our hosts, Bill and
Chris Green for opening their home
and hangar for us.
Clyde and Marion Grant drove in
from Beaverton. They told me they
had been to visit Ruth Ann Reynolds.
She has just finished treatment for
cancer and so far is on the mend.
Please keep her in your prayers. While
you are at it, remember Al Leyer who
had a brain tumor and is now recovering from surgery.
Steve and Terryl Spence are Bill
and Chris’s neighbors from the next
hangar up the field. Steve taxied down
in his home built airplane.
Richard and Margie Brady drove
the motor home up from Clio. They
were planning to go to Oshkosh, but
didn’t make it due to Margie’s back
problems. She said she wasn’t going
to miss this meeting though and they
made the trip.
Dick and Elaine Ecklin drove in
from Harrison. Dick said he is getting
the plane ready to go. He just got his
medical back after heart problems. He
just needs his bi-annual.
Bob Harrington drove in from
Midland. Hasn’t flown in about eight
months. Put new struts on his airplane
and he says it is almost ready to go.
Jim and Janet Lee drove in from
Laingsburg and spent the night in their
St. Helen home. He sold his plane so
now he can afford to come to the
meetings. Ha, ha. The new owner flew
it back to the west coast. He talked
with Jim after the first day flying and
thought he was in real trouble with oil
53
At the August meeting were (left to right) Brian Green with Lucas
on his shoulders, Chris Green with granddaughter, Laura Butler.
Elaine and Dick Ecklin, Janet and Jim Lee, Marian and Clyde Grant,
Bob Harrington, Bill Green, Terryl and Steve Spence, and Margie and
Dick Brady with Garry Butler standing behind them. We are standing
on the hangar apron with the Greens’ new home in the back ground.
Brian’s radio controlled airplanes he brought. The one on the left
is a jet and was very impressive flying. Thanks again, Brian. We really enjoyed your skills.
leaking and a rough running engine.
As it turned out it was only a small
leak in the oil screen gasket and a
sticking valve which was easily fixed.
The airplane is now at home in BC,
CA.
Brian Green brought Bill and
Chris’s grandkids over from Travers
City. He is a flyer. He likes to borrow
his dad’s plane. He brought his radio
controlled planes over (see picture).
He gave us a great air show after the
meeting. He is certainly very accom-
plished with them and we all enjoyed
his flying very much. He had a dual
controller so anyone who wanted to
could fly with him acting as the
instructor/airplane saver.
Bill and Chris Green, our hosts.
The house is done now and Bill says
he is on phase two working on the
hangar.
Garry and Laura Butler: Laura
mentioned that we are getting closer to
moving to Lovells. We got rid of all
the horses after 45 years. Laura is
54
breeding Yorkies now. We have five
puppies now. But we left the dogs at
the cabin.
Business: We need a Treasurer! If
you think you can do the job, let me
know. Our elections are in October of
each year. We have three officers and
a newsletter editor. I presently am filling three of these positions and I can
use some help.
Invite every Short Wing owner
you meet. I’d be happy to send them a
newsletter. Just let me know. (SWPN
editor’s note: And if you’ll pass the
name and address on to me, I’ll send
them a copy of the SWPN.)
We held our September meeting at
Brighton airport. Thanks to our hosts,
Fred and Phyllis Betzoldt.
Fred and Phyllis, our hosts, are
building a new house on the airport
and Fred is redoing his Pacer. He says
the fuselage is covered, but not painted yet. Wings and control surfaces
haven’t been done and the landing
gear needs to be straightened out.
Clyde Grant says a little heat and
some judicial bending should take
care of it. Fred and his grandson Jacob
are also working on the wings of a C120 to rejuvenate the dope and do an
annual this weekend. Fred said if you
want to see his Pacer, be sure to bring
a paint brush with you.
Jacob Kingsley (Fred’s and Phyllis
Grandson) taxied the bird dog over
from the hangar. He expects to start
ground school this winter with the
goal of flying his C-120 to Oshkosh
next summer. He also recently soloed
a glider. Folks, this is the future of aviation and it’s great to see. Thanks,
Fred and Phyllis, for fanning the
flames.
Jim and Renee Klein flew their C170 from Pinconning. Renee says she
is back flying and learning how to fly
a tail dragger. She has some experience in a float plane so it’s coming
back to her. Jim has a 50 years of flying anniversary coming up soon. He
sold his Tri-Pacer to a friend who is
loving it. He also bought a J-3 that he
is working on. He has the wings covered, but has been too busy working
on other people’s planes to finish his.
Don Lashuay flew his PA-12 in
from Midland. He says he hasn’t been
flying much lately, but this trip is
going well and is at least half way
done.
Richard and Margie Brady drove
in from Clio. Dick says they have
been doing a little motor home traveling. They were up to Frankenmuth airport to a grass roots flying day in
August. Sounds like a good time. We
all asked him to remind us next year.
Clyde and Marion Grant rode in
from Beaverton with Bill and Chris
Green. He says he got his pilot’s
license in 1946 and has 60 years plus
and 3000 hours plus. Someone asked
him today if he missed flying. He said
the answer is in two words, but he
would only put one of them in “Yes.”
(I informed him I wasn’t even born
until1947)
Bill and Chris Green drove in from
Lakes of the North. Bill says he hasn’t
been doing a lot of flying. Jim Klein is
coming up next week to annual his
Cherokee but his Clipper is already
done. (Mostly son Brian flies the
Cherokee). Bill made arrangements
for our meeting in October at
Gladwin. Bill says they are really
happy to have us.
William (Bill) Kuyk drove in from
Holly. He says he is working on his
Tri-Pacer and his cousin’s C-172. Bill
brought a cad drawing he is doing for
his Tri-Pacer for us all to see. Bill is
also creating a very nice maintenance
manual in the same vein as that done
for the PA-28 that should be a great
asset to the club.
Garry Butler drove in from Attica.
55
The Betzoldts’ Bird Dog and the Kleins’ C-170
Laura is up in Lovells working on her
chicken coop. I’ve been doing a 100
hour inspection on my Cherokee and
the plan is for Jim Klein to come do
the annual soon. Problem is the plane
is in Grayling and I am in Attica. I
guess I moved her a little too soon, but
I really thought we would be living
there by now. Even now (Sept 25th) I
am wanting to get up there, but I am
still busy working on my brother’s
farm doing hay and trying to get this
place ready to sell.
Elmer Miller and Al Leyrer didn’t
make it to our meeting. I contacted
Elmer just now. He has been going
through chemo due to a lesion on his
hip. He says he has one more treatment. Please keep him in your prayers.
Al has had some medical problems too,
but Clyde and Marion mentioned that
he drove over to see them this past
month. He is talking about selling his
Pacer so if you are looking for a project...
Our October meeting was held at the
Gladwin Airport. Thanks to our hosts,
Bill and Chris Green.
Lee Hepner drove in from Traverse
City. He recapped the beginnings of
the Michigan Chapter he started 30
years ago in Gaylord, October 1984.
This was shortly after the Minden
Convention that he attended. There
was a lot of reminiscing from the
members who were there in the begin-
Don Lashuay and his PA-12
ning. (Though I was a member of the
Tri-Pacer Owners Club, I didn’t
become acquainted with the Michigan
Chapter until the 1988 convention.)
Thanks, Lee!
Al Leyrer made it to the meeting. It
was sure great to see him, especially
after the illness he just came through.
He said his first meeting was in
Athens, Michigan. He says he has been
to 12 conventions.
Don Lashuay drove in from
Midland. Don says his first chapter
meeting was at the anniversary of the
first year, 1985.
Richard and Margie Brady drove
in from Clio and got there a little late
so did not make the anniversary picture. Their first meeting was in
Flushing.
Buzz Wallace is from the Clare
area. He recently moved back from
Homer, Alaska. He says he is down to
two airplanes from four.
56
Clyde and Marion Grant drove in
from Beaverton. He was Lee’s VP.
Dick Ecklin drove in from Harrison.
He just finished getting his medical
back and his airplane annualed after
several years and he is back to flying.
Jim and Janet Lee drove in from
Laingsburg. Jim no longer has an airplane but says he thinks he was flying
at the best time to fly in this country.
He has been in the club since the
beginning.
Bob Harrington drove in from
Midland. Just the other day he flew the
Vagabond for the first time in about a
year and is also working on his Clipper
project.
John Downing drove in from
Marion. Says he has been in the club
since January 1988. He still has the
Colt he bought in 1987. He still flies it
almost every day.
Bill and Chris Green drove in from
Lakes of the North. Bill could not
remember the year he joined, only that
Milt Heldibrant had just become president.
Garry Butler drove in from
Lovells. Laura is still there working on
her chicken coop. I had to leave early
to meet Jim Klein to finish the annual
on my plane. Problem is the plane is in
Grayling and I am usually in Attica so
I had to take the opportunity to “get
her done” as Jim was visiting the area
that day. Lee Hepner was just getting
warmed up as I had to leave. Thanks
again to Bill Green for picking up the
meeting notes for me and bringing the
food.
(Editor’s note: The pictures didn’t
come through for this meeting. We’ll
try to get them for the next issue.)
57
58
Kansas and
Missouri
By Dan Miller
Chapter Newsletter Editor
Six members of the Mid-America
Chapter met at the Marshall MO
Municipal Airport on August 9.
Because of the weather, no one flew
in, but because of the need to discuss
the 2015 convention which the chapter is hosting, everyone felt a meeting
was needed. Attending were Fred and
Bonnie Mayes, Steve Banks, Dan
Miller, Tom Edmondson, and Pat
Lundgren.
After a good meal at a local restaurant, we returned to the airport to tour
the Nicholas-Beasley Museum. What
a tour! I had no idea that there was so
much aviation history right here in
this little town. Even a part on
Lindberg’s Spirit of St. Louis came
from Marshall. We had a wonderful
guide who was very patient with us
and was very interesting to listen to.
After the tour, the museum set us up
with a room with table and chairs for
our meeting. Tom showed some of his
handiwork in the way of wind gust
locks and his copper tow bar. He
offered a set of wind gusts as a door
prize for the convention. The planning
committee was to meet on August 13
in Branson. Tom volunteered to be the
announcer at the Meet and Greet. The
convention patch was viewed and
speakers for the convention were discussed.
The meetings for September and
October were cancelled because of
forecast bad weather. The November
meeting was changed from Harrison,
Mo., to Nevada, Mo.
For those that didn’t make it to the
November meeting at Nevada MO we
had a great time visiting with Bill and
Jean Maxwell at Buzz’s Barbecue.
Eleven people were at the meeting
with four airplanes and four cars. 94
years young Bill Maxwell even drove
himself to the meeting. He has some
great stories and I could listen to him
all day.
We met at the Nevada airport to discuss club business and convention
planning. The present officers were
elected to remain in their positions.
The convention is coming along quite
well. The patches were shown and we
decided that they went well with forest green shirts. We discussed the
convention name tags and some of the
more popular shows in Branson.
A look back at 1983:
I found the club roster for 1983 and
have printed the names on the roster
below. Unfortunately, many of the
people on the list have passed away. I
listed the ones I was sure about, but I
know there are others I don’t know
about. I wonder where all these
planes are now.
Name
Aircraft
Based at
Doug Barrett, 64 Cessna 172, Grain
Valley, deceased
George Bentley, 53 PA-22-135
N1440C, Roosterville
John Blackwell, 53 PA-22-135,
Roosterville, deceased
Clyde Booth, 59 PA-22-150,
N3148Z, Mesa Verde, KS
Charles Bouchard, 54 PA-22-150
N80420, Lynn Creek
Richard Chenowith, 52 PA-22-135
N2229A, Northern
Dale Comer, 58 Cessna 175
N7322M, Roosterville
Gordon Conger, 56 PA-22-150
N3803P, Iola, KS
Larry Deem, 64 PA-22-108
N5871Z, Gardner, KS
Steve
Dickerson,
Bonanza,
Roosterville
Jim Dose, 53 PA-22-135 N2654A,
Tulsa, OK
Tom Ellis, 61 PA-22-108 N4984Z,
59
Gardner, KS, deceased
Robert Ford, 57 PA-22-150
N7033D, Grain Valley
Ezell Goodwin, 58 PA-22-160,
Stockton
Bernie Haas, 55 PA-22/20-150,
Grain Valley, deceased
Dennis Harms, 59 PA-22-150
N3469Z, Lee’s Summit
Mike Harper, 55 PA-22-150
N2323P, Lee’s Summit
Earl Hayes, 57 PA-22-150 N7806D,
Stafford, KS
Harold Herman, 56 PA-22-150
N7752D, Grain Valley, deceased
Steve
Larsen,
Stearman,
Independence, MO
D. Jack Lautzenheizer, Jr, Lima,
OH, deceased
Robert Lewis, 61 PA-22-108
N5885Z, Lee’s Summit
60
Above, among those gathering in Nevada in November were
Dorothy and Chuck Morris (on the left) and Bill Maxwell. Below, new
member Curtis Mather is shown with his Cherokee.
Michael Losaner, 53 PA-22-135
N947A, Des Moines
Ed Madoni, 59 PA-22-150,
Harrison, AR
Daniel Marsh, 57 PA-22-150
N7512D, Grain Valley, deceased
Stephen Marsh, 58 PA-22-160
N4319D, Grain Valley, deceased
John Michaels, 58 Cessna 175
N9370B, Roosterville
Rick Middlekamp, 59 PA-22-150,
Gardner, KS
Daniel Miller, 59 Cessna 175
N6673E, Grain Valley
Robert Mills, 58 PA-22-160
N9242D, Halstead, KS, deceased
Robert Novak
Don Page, 59 PA-22/20 N3109Z,
Grain Valley, Deceased
Wayne Ripple, 50 PA-20-150
N7030K, Lee’s Summit
S.G. Scott, 56 PA-22-160 N4556A,
Jefferson City
Jim Siewert, 69 C-177, Richards
Gebaur, KS
Dean VanZwoll, 59 PA-22/20-150
N2807Z, Independence, MO
Ed Wach, 56 PA-22-150, Aurora,
NE, deceased
Gary Willett, 53 PA-22-135,
Chesterville, OH
Duane Witt, 64 PA-28-180
Cherokee N5187L, Lawson, KS
Gary Wrinkles
Paul Yarrington
Paul Zarrillo, 57 PA-22-150
N7654D, Grain Valley, deceased
SWPN editor’s note: Of those on the
1983 list, only Clyde and Mona Booth,
61
Dan Miller, and Eleanor Mills are still
members of the chapter. Fortunately,
the Mid-America chapter has been
able to attract new members to replace
those who have died, sold their aircraft, or otherwise left the chapter. The
Mid-America Chatper is still active
and still going strong, hosting the 2015
convention in Branson, Mo., June 29July 3.
Tom Edmonson’s N3658A
was one of three Short Wings at
the November meeting. Others
were Sid Brain’s N8457D and
Bill Lynch’s N7152J. They were
joined by the Cherokee.
At the August meeting,
Steve Banks took a turn at the
simulator at the NicholasBeasley Museum in Marshall.
Dan reported that he crashed in
the trees.
Shown on their tour of the museum in August are (left to right
above) the tour guide, Steve Banks, Tom Edmonson, Bonnie and
Fred Mayes, and Pat Lungren (in front of Bonnie and Fred.
62
63
Northeast Chapter
(northeastern PA, northern NJ, NY,
CT, MA, RI, NH, VT, and ME)
By Andy Seligson
Chapter President
A lot goes into planning a fly-in for
our chapter. Since we all have busy
and diverse schedules, we usually plan
the 1st half of the season’s events at
our “annual bash” at Garnsey’s in late
August and the remainder at our “holiday party” in December at Columbia
County.
After consultation with the
Garnseys and some of our “regulars,”
we planned for the Labor Day weekend. We try to stay away from holidays, but schedules were such that this
weekend would work best.
As 8/30 grew close, it appeared that
the great weather we have enjoyed this
summer would continue for Saturday.
Then Wednesday came along with a
potential big glitch in the plans. Many
of us got notification of a VIP TFR for
that weekend. The center of activity
was my home base – HPN. The
President would arrive and use HPN
as a base for activities from Friday
through Sunday evening – ugh!
It became apparent that one could
get screened by the TSA at HPN to
depart and re-screened at SWF in
Newburgh to get back in. I made a
reservation for that screening. The
woman I spoke with had trouble
grasping the fact that I was piloting a
1958 PA-22 and going to the ever popular B04 in Schuylerville, N.Y.
As is the norm with “official schedules,” the TFR changed at least four
times. On Friday, the President decided to return to Washington for the
night and come back to HPN for a
wedding on Saturday night. I don’t
blame him; I’d rather sleep in my own
bed. Of course the cost in dollars and
manpower is a bit greater for him than
(usually) for me.
Long story short, HPN would operate normally on Saturday until about
5:15 pm. I awoke Saturday, got a
briefing for good VFR, sent out the
email, and went to the airport. The
flight up to Garnsey’s was great with a
good tailwind
Upon arrival in the area, Albany
was reporting a south wind at 13 kts.,
Glens Falls was about the same, and
nearby Saratoga had only about 5 kts.
As I lined up on a short final for runway 20 at Garnsey’s the wind was
more like 18 kts. But right down the
runway. It pretty much stayed that
way all day. The wind was not in the
forecast.
All of this said, we had a very good
turnout! Besides me in my PA-22
from HPN, John Watkins flew in from
Westover, Mass., in his neat Clipper.
Steve McKeon and daughter Colleen
flew in from the Utica, NY, area in a
gorgeous Hatz bi-plane. You may
remember his beautiful homebuilt
Minion that won best non-Short Wing
at our Saratoga convention. Dave
Butler and Monique Gagnon arrived
from Lawrence, Mass. in Dave’s PA22. New chapter member Bob Duris
came in from Fitchburg, Mass., in his
64
David Adams coming in to Garnsey’s for the August meeting.
Here’s a Northeast Chapter group at Basin Harbor: (left to right)
Sylvia, Roger Teese, Jody Baker, Dale Prividera, Rico Cannone, and
Fabio Schulthess. Rico sent in the photo.
PA-22/20. Rico Cannone and Dale
Prividera arrived from nearby
Saratoga, NY, in Rico’s PA-22.
Melissa Schipul and canine co-pilot
flew in from Candlelight Farms,
Conn., in her Clipper “Peppermint.”
Nick Frisz and friend flew down from
the “island airport” in Nick’s
Vagabond. Artie Schelmer dropped in
with his PA-18 that is based at Kline
Kill, NY. Rico’s friend Kevin Purrtell
and friend flew in from Saratoga in a
C-177. Our V.P. David Adams arrived
in his PA-22 with his son from
Windsock Village, NH. Driving in
were Mike and Margaret Archambault
with granddaughter Carolyn from
Catskill, NY. Also driving in from
Saratoga was member Joel Glickman.
Of course our hosts, Marcia and
Zene Garnsey, live here and have a
neat vintage C-172 and Colt in their
hangar just a stone’s throw from the
house. Not bad for a breezy VFR holiday weekend event.
As is the norm at Garnsey’s, folks
enjoyed and commented on this ideal
setting on the banks of the Hudson
River, enjoying the river traffic and the
great turf strip just out the front door.
We all looked over the aircraft, made
new friends while enjoying old ones,
and (of course) had a good lunch
beside the river.
The annual subject of chapter officer
elections was discussed (as it has been
for decades) and the results seem to be
the same. I am still President, David
Adams is VP. Rico Cannone is the
treasurer. We discussed and lamented
the status of the SWPC website. We all
hope that the powers that be can get
this website running the right way
(soon).
We voted to make a $500 donation
to the SWPC Education Fund (scholarships). We also discussed the fact that
amongst our chapter membership,
there is probably a deserving student
65
enrolled in a real college aviation program. If anyone knows of such a person, please let me know so the student
can apply and perhaps be a recipient!
We discussed the EAA Young
Eagles Program and the need for volunteer pilots. You must be an EAA
member (not an EAA chapter member)
to make these flights. If any member
knows of an EAA Young Eagles event
in the northeast that needs pilots/aircraft, please get in touch with me. We
have many willing, qualified volunteers who would jump at the opportunity.
With the wind still blowing and a
definite headwind going home, I
decided to hit the sky to beat the TFR
that would go into effect around 5:15.
It was a slow, sometimes bumpy ride
with great visibility until almost home.
The weather was definitely changing.
Upon landing and dealing with some
rather uptight controllers regarding the
TFR that went into effect 1 hour after I
landed, I observed about 25 folk gathered on a closed taxiway with the air
stairs for Air Force One, milling about
with, no doubt, very important things
to do in the next 2 hours. I asked
ground control why the big crowd of
“officials” so early? He said – “to see
the old rag-wing Piper come in. You
are the only non-commercial plane
that has landed in the last hour!” The
President landed at 6:00 pm and the
entourage proceeded to the nearby
wedding. The people really affected
were those on the road who experienced temporary road closures during
the President’s visit. I know many
pilots who either left a day early on
their Labor Day trips or moved their
aircraft outside the 30 nm limit of the
TFR. In the end – nothing. Ever since
Nelson Rockefeller was the VP, there
have been flight “inconveniences” at
HPN. It’s a part of aviation life; more
so today. Just imagine if you had an
66
aviation business on Martha’s
Vineyard? How would you like to own
the bi-plane tour business at Katama?
(Editor’s Note: For some reason,
Andy’s report of the October meet-
67
ing didn’t come. We got pictures but
no story. And I’m sorry, but I didn’t
discover that until too late for Andy
to resend it. Maybe he will send it
for the next issue.)
Fabio, Gloria Fields, and Dave
Adams are shown above standing in front of Andy’s Tri-Pacer at
the October meeting. At right,
Melissa Schipul stands by her
Short Wing Clipper, Peppermint.
SWPC, your club, working for you!
Check out the website and webstore:
www.shortwingpiperclub.org.
When you need technical help or information from the
board or the staff, call the club’s new Hotline - 24/7, toll free
855-SWPC-411 (855-7972-411)!
68
Around the table clockwise from left front are Bill and Michelle
Smith, Rico Cannone, Fabio Schulthess, friend Gary and David
Adams, Andy Seligson (standing), Gloria Fields, Sylvia, and Melissa
Schipul.
And here’s Andy taking off from the meeting.
69
Ohio
Buckeye
By Ralph Gutowski
Chapter newsletter editor
We had a great day for flying and a
really good turnout for the fly-in at
Maryville, Ohio, on August 9th.
Sixteen lovers of Short Wing Pipers
showed up for some great food and
fellowship
at
Benny’s
Pizza
Restaurant across the highway from
the Union County Airport (KMRT).
Those who flew in were shuttled the
short distance to the restaurant less
than a mile away.
Arriving by airplane were Tom and
Denise Anderson (Tri-Pacer), Ralph
Gutowski with Jack Deem (TriPacer), Dan and Sherree Eckels
(Cessna), Shaun Eckels (Vagabond),
and Ralph and Jan Widman (Colt).
Motoring to the meeting were Carole
and Leon Awalt, Jerry Eichenberger
(FBO Owner), Bob Robillard, and
hosts Dean and Amy Dayton and Jerry
Isbell.
The weather north of I-70 was forecast to remain CAVU and VFR all day.
The weather prognosis south of I-70
was not as rosy for the afternoon
return flight: it was supposed to be
VFR; however the TAF’s called for a
5/8 overcast, ceilings around 3,500 ft,
legal visibilities with a chance of scattered rain and thunderstorms by midafternoon. Good enough to launch.
I flew the 88 miles northeast at only
2,000 msl to duck beneath Dayton’s
Class C outer ring. At 10:30 am, visibilities were around 10 miles and the
occasional chop was very light,
accompanied by a 10 knot headwind
from the southeast.
After “inspecting” each others’ airplanes on the ramp until 12:30, the
group headed for Benny’s where we
ate under a party tent on their outdoor
patio. Benny’s has a great menu with
excellent food and service. I recommend the Sicilian Pizza – it’s not on
the menu; you have to ask them if they
will make it for you, and it’s pricy but
worth it, especially if you like banana
peppers and lots of Italian meats – it’s
a “ten napkin” pizza that 3 of us split.
As we dined the breeze began to
pick up and the low puffy clouds
became more numerous. I checked the
weather on my Android and saw that
Wilmington in south-central Ohio had
gone IFR, and Wright-Patt was now
reporting MVFR with gusts of 17-19
kts, but no convective build-ups yet.
We concluded that our return flights
were not in jeopardy, but the ride
might not be comfortable. So in spite
of the excellent conversation, around
2 pm the pilots thought it might be
prudent to head back to the airport a
little earlier than we usually would
have.
Tom and Denise Anderson were
first to launch and I followed shortly
thereafter. Ceilings had lowered to
around 3,300 ft so I made the westward flight home at 2,500 ft. Now I
had a nice 10 mph tailwind and saw
120 mph groundspeed on the GPS.
The “potholes in the sky” were cer-
70
(Left to right) Ralph Widman, Bob Robillard, Dean Dayton,
Shaun Eckels, Sherree and Dan Eckels, and Jack Deem pose as
Ralph Gutowski takes the picture in front of his 1957 Tri-Pacer.
Shaun Eckels’ pristine 1948
PA-17 Vagabond N4686H was
there at Marysville, but this picture is from the June meeting at
Vinton Co. It was the PA-17
Vagabond that saved the Piper
Corporation from going bankrupt after WWII.
tainly more noticeable, but still tolerable and not really that bad. Visibility
was about 5 miles (maybe), but I liked
being able to “see” miles ahead
through that murkiness all the way to
my destination thanks to the ADS-B
weather display on my iFly 720 (see
photo and story on page 121). After
circumventing Dayton’s Class C airspace, I deviated to the south on the
way home to do a fly-over of a family
reunion where my passenger Jack
Deem’s wife was watching and waving with her entire family. The landing
back at Richmond was good crosswind experience.
Terror in a Tri-Pacer - Engine
Failure at 4,500 feet
Chapter member John Garrison
contributed this account of a recent
traumatic flight experience while flying from Hamilton OH to Nashville TN
three weeks ago. John owns and flies a
sharp 1955 PA-22-150.
“It was a rather harrowing, and to a
degree enlightening, experience, to say
the least. Harrowing because I could
NOT maintain altitude without first
figuring out a way to increase power.
This is what happened.
“I was tooting along with flight following (Memphis Center), all fat and
happy, trimmed for hands off flying,
leaned to about 50 deg ROP, CAVU,
cool temps and air as smooth as glass.
Got two-thirds of the way there [to
Nashville], ten miles south of Bowling
Green, KY to be exact.
“Without any warning at all, it was
like 95 percent of the power vanished
with multiple misses in the exhaust note
and a low frequency vibration - kind of
like when one notices the sparkplugs
breaking down under a load.
“I was on the right tank, indicating
about 6 gallons or so left, and had
thought either I had run it dry, or had a
fuel flow problem. I switched tanks to
the left and that changed nothing. I had
about 11 gallons there. No change at
all. I was at the bases of some scattered
cumulus, so I thought maybe I had
picked up some carburetor ice. Pulled
carb heat on. She ran worse.
“Coming down at about 700 feet a
minute, my heart was in my throat. I
interrupted a conversation Memphis
Center was having with someone else:
‘Center, one-two papa has a very
rough engine. I need the nearest airport.’ Their reply was: ‘Bowling Green
is 10 miles north of you.’
“At that time I started a standard rate
right turn, basically an ‘easy 180’. I
then asked Center, ‘Do they have a
tower and what is their surface weather?’ ‘Negative on the tower, one-two
papa and AWOS reports calm winds’.
(HA, HA —- they were NOT — it lied
- just like Hamilton’s AWOS always
does). I then asked for their CTAF
which was 122.7.
“‘Memphis, I’m gonna stay with
you until I get about 4 miles out or so.’
About that time, the CFI I had with me
in the right seat started adjusting/
experimenting with the mixture and
me with the throttle. Full rich and it
really ran bad. The CFI leaned it out
more (than it was at cruise) and SOME
power was restored - at least enough to
maintain altitude.
“‘Memphis Center, we restored
enough power to maintain flight, and I
have the field at my 12 o’clock and
about 4 miles. I’m gonna switch to their
Unicom.’ ‘Call me when you get on the
ground, one-two papa, and let me know
how you are.’ ‘Affirm, one-two pop.’
71
“Bowling Green has intersecting
runways almost perpendicular to each
other. The perpendicular one happened
to be very busy at the time, with some
folks doing the closed traffic ‘pattern
dance,’ as I call it. I could see runway
03, all nice and pretty and lined up in
front of me about 4 miles out. I
announced my position and intentions
of a straight in approach to runway 03.
“‘Aircraft on final at Bowling
Green, what is your position?’ I
announced I was about 3 miles out for
runway 03. ‘Well, I am number two on
a right base for runway 30.’ My reply
was. ‘Sir, I have a VERY rough engine
and its continued power is in doubt.’
They politely broke off their approaches and gave me the airport to myself.
“I was very high (higher than I
thought), and very (more like really)
hot on a long final. I was sooooo afraid
of reducing power for fear of it quitting altogether. So that added to my
speed; I was diving for the runway.
DUH! Wrong thing to do. The CFI
‘suggested’ I raise the nose to slow
down. Counter intuitively, I did and
dropped below 95 mph or so, then
popped out the flaps. I crossed the
threshold at about 85 mph with full
flaps and landed (more like plunked
down) midway down that loooooong
pretty runway —- the one with a gusty
and feisty x-wind.
“Whilst slowly taxiing to the ramp I
heard, apparently from one of the aircraft that was in the pattern, ‘One-two
papa, you ok? You all right?’ ‘Yup, I’m
ok, just a little shaken, but not stirred,
or rather I could probably use something cold, shaken, but not stirred.’
They chuckled a little and I thanked
them for asking.
“I went into the FBO, and they
asked me if I was OK and did I need a
mechanic?’ I said ‘Yes,’ on both
counts, and they summoned their
maintenance guy, Mark, a fellow about
72
my age.
“We did a static run up and found
that under FULL throttle, rpm would
drop below 2,000. At partial throttle I
could JUST get 2,000 rpm. I did the
magneto check, both dropped to about
1600 rpm or so, the engine complaining the whole time.
“I then taxied to the maintenance
hangar, pulled the plugs and they
looked OK, not perfect, but OK. Did a
compression check: #1 = 74/80. #2 =
72/80. #3 = 74/80 and #4 = 44/80. Did
all the standard stuck valve remedies,
still no improvement. I could hear air
from the exhaust and from the
crankcase. So, after talking with Tom
Anderson and with Mark, I am going
to have a new [Lycoming] cylinder
installed. I think that’s the best way to
go; probably a little more expensive,
but I think it’s worth it in the long run.
“By the way, we drove home from
Bowling Green. It was a loooooooong
drive. BUT, on the positive side, we
were able to thoroughly discuss the
events that unfolded and how I handled them.”
The offending cylinder has since
been disassembled and inspected but
did not reveal any obvious problems
on the workbench. Troubleshooting
continues to try to identify the cause of
the engine roughness and loss of
power. We’ll pass along any updates in
future newsletters.
There was a really good turnout for
the fly-in at Highland County Airport
near Hillsboro, OH on September
13th. A dozen folks showed up for
some great food, fellowship and fun.
73
The group at Highland County in September is shown above.
Left to right are Jeannie Elbel, Jan Widman, Carolyn Awalt, Bob
Blue, Leon Awalt, Tom and Denise Anderson, Bob Robillard, Jerry
Isbell, Ralph Widman, George Elbel, and Dean Dayton in front of
Jerry’s PA-22/20.
Flying in were Dean Dayton and
Bob Robillard (Pacer), George and
Jeannie Elbel (Pacer) and Jerry Isbell
(Pacer).
Coming to the meeting by ground
were Tom and Denise Anderson,
Carole and Leon Awalt, Bob Blue, and
hosts Ralph amd Jan Widman.
Among the conversation was a
hands-on clinic about what causes tailwheel gear to shimmy. No wonder, the
tailwheel aircraft on the ramp outnumbered nose gears three-to-one. George
Elbel showed off the nifty wheel
chocks he made out of wood that fit
precisely into his baggage compartment storage box. The ladies enjoyed
sharing canning and cooking recipes
and stories of finding great shopping
bargains.
Putting Her to Bed with Some
TLC
I had just given a Young Eagle flight
to two fine young lads and their grandfather. After we pushed my Tri-Pacer
back into the hanger the grandpa asked
if I would like to join them for a bite of
lunch (I always ask Y.E. kids not to eat
anything before flying). I thanked him
but politely declined, explaining I had
to clean the bugs off first. He turned to
the boys and admonished them sternly
with a wagging finger, “Let that be an
important lesson to you! The more
things you own, the more work you
have to do.”
I explained to him, and to the boys,
that doing a post-flight cleanup was a
labor of love not a miserable chore. To
me it is a fun thing I get to do, not
HAVE to do. I’m just lovingly putting
her to bed with some TLC, ready for
the next flight.
Now, I guess I must do a pretty thorough post-flight clean-up job, because
when I raised the hangar door for my
last BFR the CFII asked, “Do you ever
fly this thing?” OK, so I do go over
every inch of my bugsmasher with a
solution of Simple Green and a
microfiber cloth after each and every
flight and leave it 100 percent clean.
Well, the other day I “went up” for
74
only 30 minutes but I came down with
a massive collection of dead bugs (it’s
harvest time here in Ohio). As I was
removing every last necrotic carcass I
became inspired to write about the
importance of this ritual.
This post-flight routine can and
should serve as a safety check while
beautifying the bird. For example, as I
was cleaning the nosegear wheelpant, I
noticed a loose #4 screw in the fairing
cover. It had backed out of a nutplate
and the threads got buggered – I
replaced it on the spot.
*So check for loose screws, especially the fuel tank cover leading edges
as you clean bugs off the wing leading
edges or when refueling.
*As you clean the windshield (I love
“All-Klear” for all my plexiglass) look
for cracks and loose fasteners, and
especially check the security of the
fabric on top of the fuselage.
*Cleaning the lower engine cowl is
an opportunity to look for engine oil
weeps, seeps, or leaks.
*Cleaning the leading edge of the
landing gear legs affords the opportunity to check the “gates” to see if the
bungees have gotten flabby.
*Look for gas stains on the flap trailing edges.
*As you stand on the ladder when
refueling, scan the tops of the wings
from edge to edge.
*Cleaning bugs off the nosebowl
and prop is a good time to check the
tension on the generator or alternator
belt, and look for loose/missing screws
from the spinner.
You get the idea. Doing a general
condition inspection while you remove
the bugs after flying can go a long way
to insure your next pre-flight won’t
hold any “surprises” and make for
overall safer operations.
Everyone knows a clean, bug-free
airplane flies smoother and 5 kts faster
anyway.
At left (top photo) is George
Elbel with his original Pacer. In
the middle photo is Dean
Dayton’s 22/20, and below is
Jerry Isbell’s 22/20. The three
Short Wings were the only aircraft at the September meeting
(but aren’t they pretty?)
In spite of good flying conditions on
October 11th, only two airplanes
showed up for the chapter fly-in at
Middletown
Regional
Airport.
Everyone who showed up had an
enjoyable time of friendly fellowship
and good food.
Flying in were Jim Beisner in a
super clean Pacer he restored and
Ralph Widman in his 150 hp Colt.
Arriving by car were Carolyn and
Leon Awalt; Ralph and Rosemarie
Gutowski came in their clipped wing
75
At left above (left to right) are Denise Anderson, Rosemarie
Gutowski, and Carolyn Awalt enjoying fellowship on a nice fall afternoon. At right, gathered near Jim Beisner’s 73 Charley are (left to
right) Ralph Widman, Tom Anderson, Jim Beisner, and Leon Awalt.
Ralph Gutowski took the photo.
Chrysler. Tom and Denise Anderson
hosted the meeting in Tom’s maintenance hangar.
As is often the case when it is a
carry-in event, the food everyone
brought was delicious. Denise made
barbcue pulled pork in a crockpot and
the side dishes featured a snappy
coleslaw, a Waldorf-type salad, a
homemade green tomato and apple
mincemeat coffee cake (with Cool
Whip) and an apple pie. No one left
hungry.
The guys spent some time admiring
the workmanship Jim Beisner did on
the PA-22/20 Pacer restoration. The
fuselage was unusable and he had to
find another one to work with, and do
a lot of welding as well. Jim bought
the radios and comm panel from Ralph
Gutowski when Ralph was restoring
his Tri-Pacer. Jim covered the “Pacer”
using the Poly-Fiber system with a finished top coat of Polytone. It will
make a very nice airplane for someone
a few years from now when Jim sells it
after he is finished flying it (see the
story and pictures elsewhere in this
report).
The ladies chatted about food,
recipes, exercise, health, and sewing
projects.
We also helped Ralph Widman
loosen up a frozen fuel valve he
brought with him, and discussed technical issues he is having with special
“blow-by” instrumentation he is trying
to get to work on his Colt. This apparatus was invented by Miguel Azevedo
who wrote about it in the SWPC News
(see the story by Miguel in the JanFeb-Mar 2014 SWPN).
Leon Awalt, who is a retired FAA
avionics inspector, brought several
antique comm and navigation radios
that were state-of-the-art devices when
our Short Wing Pipers were new. He
also brought owners’ and installation
manuals for the avionics that were in
brand new condition. It was a walk
down memory lane to marvel at how
much progress has been made in
avionics size, weight, and capability.
Ralph Gutowski announced that he
obtained FAA approval to conduct two
2-hour courses about fabric covering
that will satisfy IA renewal requirements. Ralph will teach the first 2-hr
course about the process and Tom
Anderson will lead the second two
hours which will be a hand-on clinic.
The courses are slated to be offered
next spring under the auspices of the
Ohio Aviation Technical Society.
76
As the meeting was breaking up and
pilots were heading to the flight line,
Jim Beisner entertained the guys by
reciting this poem with the title: “The
Irish Pig”
‘Twas an evening in November,
As I very well remember.
I was strolling down the street in
drunken pride,
But my knees were all aflutter,
So I landed in the gutter,
And a pig came up and lay down by
my side.
Yes, I lay there in the gutter
Thinking thoughts I could not utter,
When a colleen passing by did softly
say,
“You can tell a man that boozes
By the company he chooses.”
And the pig got up and slowly
walked away!
73 CHARLEY – SPECIAL
By Jim Beisner
Many years ago, a retired Army Jeep
driver named Sam Lindsay owned a
not-so-pretty Tri-Pacer that was identified as N8273C. Most people would
say the airplane was ugly. One wing
drooped down while on the ground. It
was not due to bungee fatigue. It was
much treated (or mistreated) like his
previous Jeep. After a few years of flying, Sam’s liver gave out and his flying
days were over. 73C was dismantled
and stored for a number of years. It
was sold and resold a number of times.
One of the more recent new owners
thought that it would be a good candidate for the PA-22/20 conversion. He
proceeded to purchase the STC and
materials for the conversion.
Unfortunately, without major repairs,
the lower longerons were unfit to
accept the new MLG fittings. This situation caused the project to remain in
storage for another number of years.
Along comes another SWP enthusiast, yours truly, who purchased the
baskets and piles of parts. With the
help of other ‘Short-Wingers’ enough
parts were obtained to re-place the
maligned and un-airworthy components.
All of the reconstruction was done
with the goal of keeping the final product as light as possible without compromising integrity and safety. A previous PA-22/20 conversion project
ended with an empty weight of 1072
pounds and it performed very well.
73C ended with an empty weight of
1052 pounds. This makes it special
and its performance after nearly 30
years on the ground is special also.
73C is even more special because of
the help and advice of many very special good friends: Harry, Steve, Tim,
Marla, Haily, Mike, Phil, Ralph, Tom
and others.
Upcoming Meeting
January 10, Saturday, Sporty’s at
Clermont County Airport (I69)
Two views of Jim Beisner’s 73 Charley
77
Tennessee
By Tom Brent
Chapter President
Contrary to expectations, the fly-in
to Knoxville Downtown Island
Airport (DKX) proved to rather successful. I had flown from Ripley MS
to Elizabethton TN, which is just east
of Johnson City TN, on the Friday
preceding the fly-in. After a pleasant
visit with my son Tim and his family,
I back tracked westward to DKX on
Saturday morning.
Weather on both Friday and
Saturday was benign ….. calm winds,
unlimited visibility and ceiling. Tri
Cities Approach warned me of numerous aircraft in the vicinity of DKX
when they cut me loose 10 miles out.
Slipping into the pattern I found
myself just ahead of Jim Miller in his
speedy RV3. On the ramp I found two
Tri-Pacers and a Colt. The latter was
Joe Carter’s out of Cookeville TN.
His co-pilot was Bill Bowling. The
Tri-Pacers had come from the extreme
east of Tennessee, Johnson City. One
was yellow, owned by Randy Erwin
whom I had met several years ago
when I was at the Johnson City STOL
airport. He flies out of his own grass
strip outside town. The other PA-22
was red and owned by Philip Powers.
He is a relatively new Short Wing
owner and we welcome him to our
midst. Randy and Phil each carried a
passenger whose names I failed to
record. Our hosts Paul Bale and Ron
Collier had both driven so as to provide transportation. Finally, my
daughter-in-law Betsy joined us with
grandson Zach. So at this point we
had five planes and twelve souls present.
We all were transported to
Calhoun’s Restaurant on the
Tennessee River in downtown
Knoxville where we ate well…and
since I would not be flying any more
that day, I enjoyed a locally brewed
draft beer.
In discussion of future fly-ins, Jim
Miller suggested and offered to organize a regional weekend event at
Tullahoma. Activities would include
tours of the Beech Staggerwing
Museums on the field and the nearby
Jack Daniels Distillery.
On returning to the airport we found
another Colt belonging to Roger
Flenniken who had flown over from
Sevierville TN. Roger is a member of
our chapter and we were able to look
at his beautiful Colt that has only
about 400 hours total time on it and is
highly original. Also joining the gaggle of folks on the ramp was JC
Huddlestone, Tony Huddlestone’s
son. They have a Colt on the field at
DKX, so if we want to stretch the roster of attendees that day my count is 7
aircraft and 14 individuals for the
record!
I stayed overnight in Knoxville with
my son, Matt and his family and not
before Paul Bale entertained us late in
the afternoon with multiple circling
flybys over the house in his V-tailed
Beechcraft
bird.
Thanks,
Paul…grandson Zach sure was
impressed! Sunday morning I headed
for home, intending to visit Jim and
Donna Miller on my way. However, a
squall line of thunderstorms got to
78
Shown at the Knoxville meeting are (left to right) Jim Miller, Bill
Bowling, Zach and Betsy Brent, Joe Carter, Ron Collier, Paul Bale,
and Roger Flenniken.
Above is Joe Carter’s white
with red Colt. Below is Randy
Erwin’s sunny yellow Tri-Pacer.
At right above is Philip Powers’
red with white Tri-Pacer. And
below right is Roger Flenniken
with his white with blue Colt.
Short Wings
of many colors!
THA before I could get there and as it
lay between me and my home base I
had to stop at Winchester TN for a
couple of hours letting it pass over. I
arrived home well before sunset having added over eight hours flight time
to my log book in the last three days. I
slept well that night.
By Deb Geiger
Chapter Secretary
Howdy, folks! I was just reading
Tom’s report on the Knoxville fly-in
and wishing we could have been there
to see everyone, as it sounds like a
good time was had by all. It’s just a
wee bit too far for us to go for lunch,
but we were certainly thinking about
the fun we had back in 2009 when our
TN Chapter hosted the International
Short Wing Piper Club convention.
David and I loved Knoxville and plan
to go back some time when we can
spend a few days.
We’re in the middle of our annual
and are waiting for a new muffler. It’s
back-ordered, or we’d be finished by
now. We’re looking forward to lots of
flying in the upcoming Fall season.
There are some great fly-ins coming
up.
Last Saturday was a gorgeous day
up in our neck of the woods and fellow
member Jim Butler put out the word
that he’d like to fly somewhere for
lunch. He contacted a few people for
this spur-of-the-moment outing and, of
course, we had to tell him we were
grounded, due to the muffler situation.
We asked him to let us know where he
might land, in case we could join him
via automobile. He decided to come to
Carbondale and we had what will forever be known as a “mini-mini regional” – just 3 of us!
We took him to an iconic pizza place
and sat outside on a day bathed with
sunshine, gentle breezes, and blue
skies as far as you could see. The visit
79
was entirely too short, but the days are
not as long now and Jim was ready to
fire up his Zenair, made by Zodiac and
aptly named “Aquarius,” and fly back
to Indiana.
I think we should do more of these
spontaneous get-togethers when the
weather is great for flying and friends
are itching to meet for lunch. It certainly made for a pleasant Saturday for
us and we had a chance to show Jim
some sights in and around our home
base. So…if you get in the mood for a
mini-mini regional, make a few calls,
get out a map, and exercise that engine
(even if it’s your car engine!) You
won’t be sorry, I promise!
By Tom Brent
This will be a brief report. On the
third Sunday of September a select few
of our number flew to Dyersburg TN,
DYR, for our usual Short Wing meeting. The weather was pleasant, not
overly hot or windy. Sparse, benign
showers could be seen on the RADAR
throughout the day but amounted to no
impediment to flying.
I flew from Ripley MS at 3500
MSL below scattered clouds, arriving
early, a rarity for me. Right on time I
witnessed the Red Lady make her
entrance in a sweeping standard landing pattern. After Barbara and Gilbert
Pierce alit, we made our way across
the ramp to the Catfish Corner Café
where we waited patiently for the rest
of our usual gaggle…. but to no avail.
The new owners of the cafe had
reserved the back room for us based on
my prediction of a large turnout.
However, being only three in number
we happily fit into the main room,
especially as we were well ahead of
the church crowd who in due course
arrived and filled the place to overflowing. There was a sumptuous buffet and wonderful southern hospitality.
I had both filets and steaks of catfish,
80
Jim Butler (left above) and David Geiger are shown with Jim’s
Zodiac Zenair named Aquarius. Not a Short Wing, but pretty anyway!
some of the best ever with a variety of
vegetables and capped it off with blueberry cobbler.
Although we barely constituted a
quorum, we determined that our entire
time in the café constituted a business
meeting. I can’t remember what all
we discussed but in the absence of
Tom Brent’s 94-Charley
motions to open and adjourn the meeting, I have concluded that rules, regulations and ceremony are unnecessary
to enjoy friendship and food and fun
and, oh yes, flying too! We call it the
4 F’s……Let’s try to enjoy them
while and whenever we can!
Cheers…..
At left above, the Pierce’s beautiful Red Lady on the ramp. Red
Lady, a Clipper, is always an attraction at SWPC conventions. Look
for her at our Branson, MO., 2015 Show Me Short Wings Over the
Ozarks convention, June 29-July 3.
By Deb Geiger
David and I have made a decision
about our annual, which is that we’d
like to do it in February, because it’s
usually too cold and icy for flying;
however, it’s also too cold and icy for
hanging around a metal hangar, taking
apart a plane. When is the perfect time
to do this annual inspection and maintenance?
You’d think Spring would be ideal,
since it’s usually windy for flying, but
the temps are not that bad for hangar
work. Yes, Spring is good, …unless
81
Gilbert and Barbara Pierce (left above) and Tom Brent are shown
at the September meeting. Tom is a regular attendee at the conventions as well and usually takes photos throughout the convention.
you’re a tax accountant, and then
Spring is bad! Summer is a time when
there are lots of great flying events a
pilot wouldn’t want to miss; plus, it’s
hot and muggy in a metal hangar, so
Summer is voted off the island. That
leaves Fall (September is when we’re
due), but we have missed a few events
we’d like to have attended.
It’s all water under the bridge for
this year, but as quickly as time seems
to fly by, the next annual feels as if it’s
right around the corner. I’m pulling
for end of April or early May, but
we’ll see what the pilot and our
mechanic/inspector say. I just can’t
wait to de-panel and clean those
sparkplugs…and I’m not kidding
about that. It’s good fun and I always
enjoy seeing the inner workings of
Mystery Girl.
The big perk, though, is that David
knows how much I like being
involved in the whole process, so it
gets me a pass in the kitchen, where I
don’t like to be so involved. When
the subject of cooking comes up, I
subtly remind him that, while I’m no
Martha Stewart at the stove, I’m on
my way to becoming a Phoebe
Fairgrave Omlie, the first female airplane mechanic in 1927! Well…that’s
quite a stretch, isn’t it? Cleaning
sparkplugs (one of us Geigers has
never dropped one) and pulling
screws on inspection plates is a far cry
from the skills Phoebe possessed, but
my point, and it is valid, is that I’m
better at doing this (and I enjoy it
more) than I am at cooking dinner.
David is the chef in the family, and did
I mention that one of us possesses
82
agility when it comes to the handling
of spark plugs? Yes, I suppose I did.
You get the drift.
We hope to see lots of you at our
fly-ins. The 4-Fs are what it’s all
about, but I think one of those Fs is
most critical – Friends. We can fly
individually, find a restaurant and
food individually, and even have fun
individually, but when you add
Friends into the mix, everything is
better!
Safe flying, Friends!
By Tom Brent
Flying into the Tullahoma TN airport (THA) last Saturday for our
October fly-in was akin to arriving at
the circus. ATC advised me that there
were jumpers in the air and some lively VFR activity over and around the
field. Sure enough sky divers were
floating down over the north end and
several aeroplanes were in the pattern.
I reckon I shouldn’t have been too
surprised as I remembered that this
was the weekend for a major
Beechcraft fly-in. Taxiing to the FBO
I followed a fine specimen of a
Beechcraft Staggerwing.
I was
unable to park next to Ron Caraway’s
Pacer due to the crowded
ramp….even though most of the
Beechcraft planes were assembled on
the far side of the field close to the
Beech Museum.
At the FBO I joined up with Ron
Caraway and Joe Carter who had driven from Cookeville.
Additionally,
there was our host Jim Miller with his
wife Donna and Dwight Miller (no
relation). Dwight is a recently new
owner of a very nice Tri-Pacer
hangared at THA. His partner in the
plane, Brian (?), was unable to be
there that day.
When we were satisfied that no
further arrivals were likely, we piled
into the airport van and proceeded
towards Lynchburg for lunch at the
Iron Kettle. We were a small group
but the conversation was lively. We
got to know Dwight, who like me had
had a midlife hiatus in his flying
career. He has just finished but not
yet flown a Hummel Bird, an experimental, single seat, diminutive, plansbuilt aluminum, low-wing tail-dragger. Since it resembles my Fly Baby
in some ways I found myself offering
him a few tips on test flying solo with
no opportunity for a duel check ride.
Imagine my surprise (and embarrassment) when it emerged that in his
youth he had flown planes off US
Navy carriers! The food at the Iron
Kettle was good, as was the company.
Hurrying on after lunch, we had
aimed to take the tour at the Jack
Daniels Distillery. However after
waiting in line for some extended
time, although we were quite absorbed
chattering away amongst our group,
we decided to abort the effort and
return to the airport. Ron and I were
not going to be able to avail ourselves
of the opportunity to taste any of the
alcoholic offerings so we were not
particularly disappointed; we’ll save
it for another time when we drive or
are driven. The other locals had done
the tour before so they too were not
especially disappointed.
Back at the airport we visited
Dwight’s hangar to examine his TriPacer and the Hummel Bird….both
very nice-looking birds. And so soon
it was time to head for home.
Considering the 20mph tailwind I’d
had at altitude coming, I was gratified
that the headwind going home at
4500MSL was relatively light. Total
time in the air that day was 3.1 hours
of smooth flying in CAVU conditions
thrown in with about 4 hours ground
time with fine food and collegiate
camaraderie.
Till next time, Cheers!
83
Gathering outside the Iron Kettle are Dwight Miller, Joe Carter,
Jim and Donna Miller, and Ron Caraway. Photographer was Tom
Brent.
Dwight Miller with his TriPacer (left) and Ron Caraway
with his Pacer (above)
By Deb Geiger
Howdy, y’all! Time is moving forward at record pace, as evidenced by
the fact that my family is working on
the plans for our Thanksgiving dinner /
celebration. It seems impossible that
the holiday season is about to commence, but the calendar confirms it.
David and I flew to Cape Girardeau,
MO recently, making a lunch stop at
Sandy’s Restaurant, which is located at
the airfield, therefore, very convenient.
As always, the food was excellent and
I regret that I was too stuffed to
attempt dessert, not even to take it with
me, as I’ve done in the past. Sandy
and her husband run the restaurant and
her hubby makes homemade ice cream
each day. (Yes, you read that right!)
And he bakes! He had just taken a
peach and a blackberry cobbler out of
the oven. Can you imagine how
yummy that would be with a dollop of
ice cream melting on top?
Can you imagine how completely
sated I must have been to have been
able to resist such temptations? David
wondered if I had mysteriously been
replaced by an alien life form. My
willpower is just not that strong when
84
it comes to sweets. I get that from my
Dad. I’m lobbying for a return to CGI
soon and maybe I’ll just order dessert,
which sounds like a very good plan to
me.
David highly recommends the cat-
fish, if you’re in the area and have a
hankering for that. Friday is all-youcan-eat catfish and Sunday is all-youcan-eat chicken. I’m waiting for the
all-you-can-eat cobbler. Safe flying,
Friends!
Regional Chapters/Presidents
If you need a reason to fly somewhere in your region, check with your closest regional chapter president to see when the next fly-in is. And the president is also the one who will know who flies what and who does what and
who knows what! Give him or her a call and ask to join the chapter!
Chapter Presidents: Please review your information below and make certain it is correct. If changes need to be made, please notify Adolph Svec,
chapter coordinator, at the contact information found on page ii at the front
of each issue.
ALABAMA: *** (***See note below)
ALASKA: Rick Brenden, 31076 W. Lee Circle, Sutton, AK 99674, 907-7460992; rickb@alaska.com See website: www.swpcak.org
ARIZONA: Terry Karlson, 27812 N 256th Ave, Wittman, AZ 85361, 623-3880711, 602-625-5905 (cell); piper3737z@gmail.com
ARKANSAS: (See Razorbacks)
BUCKEYE: For club business contact Jan Widman, 937-364-6050, jamacadura@aol.com. See website: http//ohio.shortwingpiperclub.org
OREGON: (See Columbia River)
CALIFORNIA: Linda Cochran, interim president, PO Box 5376, Petaluma,
CA 94955-5376, cell 707-782-1282, lcochran@sonic.net
CAROLINAS: Steve Culler, 5900 Brookway Drive, Winston-Salem, NC 27105,
336-767-6426; n2311p@aol.com; See website: www.carolinashortwings.org
COLORADO & WYOMING: Jim Lambert, 11660 E. 160th, Brighton, CO
80602, 303-659-4938; jdlambert@frii.com
COLUMBIA RIVER: For information contact Brian McGlynn, past president,
633 Stearman St., Independence, OR 97351, 541-556-0716, mcglynnb
@oandptesting.com. See website: www.columbiariverswpc.org
CONNECTICUT: (See Northeast)
DELAWARE: (See Mid-Atlantic)
EASTERN MISSOURI & WESTERN ILLINOIS: Greg Kuklinski, 8206
Brenner Ave., St. Louis, MO 63144-5216, 314-209-0050 gregkpacer
@juno.com
FLORIDA: George Klitsch, 410 Silver Streak Lane, Valrico, FL 33594, 813689-4822: gklitsch@tampabay.rr.com
GEORGIA: David Martin, P.O. Box 36, Parrott, GA 39877;
jdmartin54@aol.com
HAWAII: (Pacific Islands) Doug Conger, 711 Hartman Rd., Cortez, CO 81321-
85
4029, 970-565-8394; dconger@q.com
HIGH PLAINS: (west TX, east NM) Mark Merritt, P.O. Box 14610, Odessa,
TX 79768, 915-368-7441, 915-367-1188; markmerritt@hotmail.com
IDAHO: (See Montana)
ILLINOIS: ***
ILLINOIS,western: (See eastern MO & western IL)
INDIANA: ***
IOWA: ***
KANSAS: (See Mid-America)
KENTUCKY: ***
LOUISIANA: (Cajun, see Arkansas)
MAINE: (See Northeast)
MASSACHUSETTS: (See Northeast)
MICHIGAN: Garry Butler 4479 Welch Rd., Attica, MI 48412-9394, 810-7248157; tripacer03c@tir.com ; Online discussion group groups.yahoo.
com/group/MichiganSWPC/
MID-AMERICA: (KS & western MO) Fred Mayes 236 Farmers Lane,
Lebanon, MO 65536-3725, 417-531-1278; fbmayes@fidnet.com
MID-ATLANTIC: (PA, NJ, DE, MD, northeastern VA) Rich Capece, 2 Heron
Ln, Millville, NJ 08332, (H)856-765-7223 (W) 610-591-6168, (C) 609-4711519; rich_c@yahoo.com
MINNESOTA: (See North Central)
MISSISSIPPI: ***
MISSOURI, Eastern: (See eastern MO & western IL)
MISSOURI: (See Mid-America)
MONTANA: David Hedditch, 501 Darla Dr., Victor, MT 59875, Hedditch
Airstrip (MT72), 406-360-3283; drh29@bitterroot.com
NEBRASKA: (Cornhuskers) Dallas & Lynette Worrell, 511 Road E, Schuyler,
NE 68661, 402-352-8776; dalynworrell@hotmail.com See
website:www.angelfire.com/ne/swpc
NEVADA: (See Utah/Nevada/Idaho)
NEW HAMPSHIRE: (See Northeast)
NEW JERSEY: (See Mid-Atlantic & Northeast)
For information on upcoming chapter fly-ins, check with
the chapter president listed on this and the following pages or
read the chapter reports here or on the SWPC website
(www.shortwingpiperclub.org). Chapter presidents and
reporters: Please send your chapter reports to SWPN at
eleanormills@att.net. Anyone with questions on the chapter
listings or anyone desiring to reactivate one of the inactive
chapters, please contact the Chapter Coordinator, Adolph Svec,
using the information shown at the front of this issue.
86
NEW MEXICO: (See Arizona)
NEW YORK: (See Northeast)
NORTH CENTRAL: (MN & WI) Tim McDaniel, 405 Miller Ave SW,
Hutchinson, MN 55350, 320-587-2476, tlmcd4@gmail.com
NORTH CAROLINA: (See Carolinas)
NORTH DAKOTA: (See North Central)
NORTHEAST: (northeastern PA, northern NJ, NY, CT, MA, RI, NH,VT, ME)
Andy Seligson, 331 Westchester Ave., Crestwood, NY 10707, (c) 914-5223341 (H) 914-337-2968; andytuba@optonline.net
OHIO: (See Buckeye)
OKLAHOMA: Tom Gifford, PO Box 538, Barnsdale, OK 74002, 918-9063521, tgokswpc@art.net
PENNSYLVANIA: (See Mid-Atlantic & Northeast)
RAZORBACKS: Jay Bruce (acting president) 127 Woodland Drive Searcy, AR
72143, 501,388-4874; jbruce@sdstech.biz
RHODE ISLAND: (See Northeast)
SOUTH CAROLINA: (See Carolinas)
SOUTH DAKOTA: (See North Central)
TENNESSEE: Tom Brent, 540 CR 119, Walnut, MS 38683, 662-223-6257;
tomalvabrent@gmail.com See website: www.tnswpc.org
TEXAS, North: (Longhorn) Art McLemore, 417 Pecan Dr., Aledo, TX 76008,
817-441-8897; art-n-betty@att.net
TEXAS, South: (See Longhorn - North TX)
UTAH/NEVADA/IDAHO: currently inactive *** (see note below)
VERMONT: (see Northeast)
VIRGINIA: (See Northeast)
WASHINGTON: (See Columbia River}
WISCONSIN: (See North Central)
WYOMING: (See Colorado/Wyoming)
Canadian Chapters
ALBERTA: Marc Stewart, Suite 303, #1 Springfield Ave., Red Deer, AB T4N
0C5, 403-396-3675; sturdywillow@hotmail.com Website:www.short
wingsovercanada.com/http__shortwingsovercanada.com/Alberta_Chapter.
html
BRITISH COLUMBIA Paul Evans, 26-2515 Fortress Drive, Port Coquitlam,
BC V3C-6E8, 604-945-0588; hhuestis@mdi.ca See website www.short
wingsovercanda.com/http__shortwingsovercanada.com/B.C._Chapter.html
SHORT WINGS OVER CANADA (Ontario & western Quebec); Peter Lubig
102 Highland Dr., Shanty Bay, Ontario, Canada L0L 2L0, 705-835-0312;
lubig@planetpictures.ca ; Visit website: www.shortwingsovercanada.com
*** If you would like to begin a chapter in one of these areas, contact Adolph
R. Svec, 19009 River Rd., Marengo, IL 60152, 815-568-6652, asvec@mc.net
87
Late breaking news . . .
AOPA’s Medical Advisory Board
supports Third Class reform
By Connie Stevens
SWPC President
AOPA’s Medical Advisory Board has just joined the ever-growing number of
support groups embracing Third Class Medical Reform. And AOPA Pilot’s
December 2014 article, Working Together for Change, says it all:
“A combination of education, self-assessment, and recurrent
training has and will continue to ensure medical safety in the
skies”
It is paramount to have the FAA review process result in a decision to publish
the Notice of Proposed Rule Making (NPRM) for public comment. Should this
not occur before the end of 2014’s Congress, the process begins again with the
repeat of actions that have taken our preferences this far. We will appeal to our
Representatives for the next Congress to co-sponsor yet another legislation for
third class medical reform that will move faster to make it through the process in
2015.
Should you support the Third Class Medical Reform Appeal to speed up the
review process, you are encouraged to call and write your Representatives and
request their support to move this process forward and open the NPRM for
Public Comment. AOPA’s comment is right on board:
“Expanding this successful standard will not only save the
Federal Government and General Aviation pilots millions of
dollars each year, it will also improve safety and foster a more
open dialogue with pilots and their personal physicians.”
Have a technical question?
Even worse, do you have an emergency problem with your Short
Wing? Or just a question to ask the board or need help negotiating
the website?
Now the Short Wing Piper Club has a toll-free 24/7 Hotline to get
you quick, authoritative answers from a
member of our Panel of Technical Advisors or a quick answer from
whichever board member or staff member knows the answer to
your question. Just call 855-SWPC-411 (855-7972-411)
88
SWP Education Foundation Update
Duty watch stander
By Larry Jenkins
SWPEF director
You can thank my military training
for me still being on watch as your
Education Foundation Director. As a
watch stander, you cannot leave your
watch station until properly relieved.
To abandon your station, without proper relief, would subject you to be punished under the Uniform Code of
Military Justice.
Seeking volunteers to serve anywhere these days is becoming more
difficult. I have given my best, as your
Education Foundation Director, but
burn out has occurred. I don’t think I
have set too high of a standard, as
Education Foundation Director, that
someone can’t take up where I leave
off, and take it to even greater heights.
The Short Wing Piper Club membership has supported me, as your
Education Foundation Director, in a
most awesome way. I loved the idea
that the scholarship program was a
passion of the club. We have helped
some incredible young people achieve
their higher education goals in aviation. It shows you are not selfish, and
you have a love for these young aviation aspirants.
Today I bring to you my concern. It
is not that I have not been relieved, but
that the support for the Education
Foundation has fallen off so much,
since the last convention; if the donations remain as few as they have to
date, we will not have enough financial support to offer a scholarship but
to one student!
I am still on watch, and you guessed
it, I have not been properly relieved,
and the Education Foundation still
goes on. We need $10,000 a year in
donations to maintain our current
scholarship awards. My solution was
for each member to donate at least $10
to
the
scholarship
program.
Mathematically, that would give us
more than $10,000, and we would be
maintaining our scholarship goal. I
know we have had web site problems,
but you have my address in the SWPC
News, and you can mail your check to
me. Make it out to the Short Wing
Piper Education Foundation. If you
haven’t made a donation in a long
time, throw in a little extra to help
make up for the past years.
Well, I hope you can see I am still
enthused about the Education
Foundation. That brings me to the
next subject of student applications.
Anyone can email me at swpcefdirector@hotmail.com and I will forward
you a scholarship application. A student must be sponsored by any member or chapter.
Sponsorship is
required; otherwise we would be overwhelmed with applications. Please
sponsor
an
aviation
student.
Application must be completed no
later than 31 May 2015.
I would like for you to be aware of a
paragraph that is in the Short Wing
Piper Education Foundation by-laws
that allows us to expand our horizons
beyond college scholarships. One
opportunity that is not mentioned in
the paragraph is the summer EAA
camp for young people at Oshkosh.
With Board approval, the Foundation
could pay for one or several student’s
tuition for that camp. The attendee
would have to have an individual
sponsor or a chapter sponsor. I would
love to hear your ideas at swpcefdirector@hotmail.com.
Paragraph 2 C. reads:
To seek and select existing voluntary
programs such as, but not exclusively,
those sponsored by the C.A.P. Cadet,
Boy Scout/Explorer Scout, Girls Club,
E.A.A. Youth Educational Program or
the Y.M.C.A. Youth Aviation Education
Program where members of the Short
Wing Piper Club can get involved, in
accordance with their talents and
training, in hands-on teaching and
training of youth in aviation oriented
projects, This could include building
projects, classroom lectures and practical training on site.
Another subject I would like to comment on. We need to fly more Young
Eagles in our Short Wing Pipers! On
the 8th of November I flew 5 Young
Eagles and had 4 of the parents to ride
in the back seat while I gave their
Young Eagle an introductory ride. At
our airport we flew 25 Young Eagles
that day, who were from 3 Boy Scout
Troops in the Memphis area. If you
are a member of the EAA, you can fly
a Young Eagle any time, just like you
would fly any other person.
All I can say is I love to fly the kids!
They are so amazed that they can hold
the controls and get the feeling of what
it is like to fly an airplane. I appreciate all of my fellow SWPC members
who have flown Young Eagles. At
least they got to fly in a classic airplane that was not overwhelmed with a
glass cockpit and auto pilot. I did
explain my IFLY 720 GPS has eliminated the need for paper navigational
charts. Flying Young Eagles is addictive, because it gives you flash back to
your first airplane ride!
If you are not getting excited about
89
flying to our June 2015 convention in
Branson, you have already missed out
on a lot of the hype about what we are
going to be doing! Several of us are
trying to make a push for the most airplanes of the type we own to be at
Branson, MO. I am set to notify as
many of the Clipper owners as I can,
Curt Ammons will be working with the
Vagabonds, and Fred Mayes will be
working with the Pacer owners. We
still need someone to work with the
Colts and Tri-Pacers owners. Let’s
give the FBO in Branson its biggest
challenge ever to park all of our Short
Wing Pipers!
Not only are we looking for the
largest contingency of Short Wing
Pipers at the convention, but we want
to do something else that has never
been done. We want to see at least 20
percent of our membership in attendance. This is the year for you to come
and I promise you, you will not be disappointed!
There has been information written
about our hotel rates being the same as
the convention rate, for a few days
before and a few days after the convention. You should give a few extra
days consideration, because there is a
lot to do in Branson. When you start
Short Winging it home, you will be
saying this has been one of the best
SWPC conventions ever, and I am glad
we came!
That’s the Show Me Short Wings
Over the Ozarks convention, Branson,
Mo., June 29-July 3!
Remember: Donations to the
Education Foundation probably are
tax deductible --- check with your
tax advisor. But certainly they are a
way to make a difference for the
club and for a student and for general aviation. You can donate with
your membership renewal or
online!
90
Education Foundation Update
Scholarship students taking off!
How the SWPC Has
Shaped Me: An
Update from Lewis
University
By Cody Marks
My final year at Lewis University
has been both challenging and bittersweet. As I see my young flying career
starting to take off, I can’t help but
thank the people who made it possible,
like the members of the SWPC.
This past year I can proudly say I
was able to earn both a Commercial
Pilots Certificate as well as an
Airframe & Power Plant Mechanics
Certificate. Although the thousands of
hours of preparation were taxing, I am
very excited to be able to exercise the
privileges of being an airman as a pilot
and mechanic. In the preceding years,
I earned an instrument rating, as well
as recently receiving a tail wheel
endorsement.
While college is supposed to be a
time for academics, I also enjoyed
competing for Lewis’s Flight Team.
Flight Team, in short, is a way for
pilots of different schools to compete
with one another in both flying events
and flying based knowledge exams.
The top scoring schools in each region
of the country are then able to compete
at the national level for the flying
championship. Having recently
returned from a week at the regional
competition, at Southern Illinois
University, I can happily relay that
Lewis placed 2nd overall and will be
competing again at Nationals at Ohio
State University.
I had the most fun competing in one
of the most prized events: Precision
Landings. Although I wasn’t the one
who put the main landing gear closest
to the painted line, I did place 10th in
the power off landing event. My navigator and I placed 3rd in the region for
the navigation event as well. The navigating event requires the pilot to plan
a given cross country route in 30 minutes, and proceed to fly the aircraft to
each checkpoint on the ground within
seconds of their planned enroute time,
and within tenths of a gallon of
planned fuel burn. Each check point
passage is monitored with a GPS unit
in the aircraft, and fuel burn is scored
at the end. So, precision is extremely
important.
It has been such a blessing to be a
part of the Flight Team the past four
years and I can’t believe this is my last
season!
If it hadn’t been for the contributions
of the SWP Education Foundation, my
sponsor Adolph Svec, and you, the
members of the SWPC, I would not
have been able to have such great
opportunities in the field of aviation.
This coming spring, after graduation, I
will jump right into my first flying job
as the world’s newest agricultural
pilot. Having worked the past few
summers and winters as an AG airplane mechanic, the company I am
with offered me a flying position. I’m
sure to be one of the youngest pilots
blessed to sit behind a Pratt & Whitney
985 radial engine on a daily basis. I’m
sure all of the farmers will know I’m
close by when they hear that old familiar rumble in the field. Although it’s
not a Short Wing Piper, I am sure the
Weatherly 620B will take good care of
me.
I couldn’t be more proud to join you
all in such a rewarding and exhilarating path of life. I hope I can continue
to share my excitements as well as
91
hear some of yours. Thank you for
continuing to welcome me as a member and most importantly, thank you
for your generosity.
-Cody
Justin Holt, scholarship recipient for
2014-15, will graduate this spring
Dear Fellow Aviators,
It has been a great honor to have
been selected to receive the Short
Wing Piper Education Foundation
scholarship. I am a student athlete at
Delta State University. On a side note,
our football team just claimed the Gulf
South Conference title and is currently
seeking a National title.
In addition to football, I have a two
hour flight slot every odd day of the
month. I am currently a few lessons
away from taking my Instrument
check ride. Once I complete my instrument, I plan to start working towards
my Multi-Engine rating for the
remaining time in this semester. When
I return for the spring semester, I plan
on finishing my Multi-Engine rating
and starting my Commercial rating
and finishing my Commercial before
the semester is over.
Without the donations that the Short
Wing Piper Education Foundation has
received from its members, my goals
would not be possible to achieve.
There is nothing in this world that I
can do to show how much I appreciate
what my Short Wing Piper Club family has done for me. All that I know to
do is to try and become the best aviator I can be, and represent my new
family to the best of my ability.
Flying has been a dream of mine
since I was a young boy when I first
boarded an airplane. The pilots gave
me a tour of the cockpit, and I thought
it looked like a space ship. It was in
that moment that I knew that this is
what I wanted to do for the rest of my
life. I hope one day I can give a young
boy or girl the same opportunity like
that pilot did for me.
Thank you Short Wing Piper Club
for helping me pursue my dream. I
would not have been able to do it without everyone’s support and encouragement.
Fly Safe,
Justin Holt
Remember -- you can use the toll free 24/7
SWPC HOTLINE to get advice and answers on
technical matters. The club has expanded the
hotline to the board and staff of the club. So no
matter what the question or problem,
SOMEONE can help.
855-SWPC-411 (that’s 855-7972-411)
92
Our Cover Planes
The next generation
. . . Short Wing style
By Steve Plourde
Woodstock, IL
plourde@ameritech.net
In the early spring of 2013, my 17
year old son, Ryan, said “I want to
learn how to fly.” That is all it took for
me to go airplane hunting.
I have owned a couple of airplanes
in the past. My son (and daughter,
Taylor) grew up going for rides in our
Stinson 108. After 10 years of ownership, I sold it in 2009 and went about
doing other things with my time. Now
I had the perfect reason to find an airplane.
Flying has been a big part of my life
since I was 12 years old and took my
first flying lesson with Dick Hill. Dick
and Jeannie had several airplanes,
including a 1937 Taylor J-2 Cub.
Years later, I had the great fortune to
solo the J-2 on snow skis on my 16th
birthday. (See article in Vintage
Magazine. April, 1986). They owned
a Taylor E-2 Cub, a Taylor J-2 Cub, a
Piper Tri-Pacer and a Bamboo
Bomber. Dick and Jeannie have
passed on, but their love of everything
aviation was so infectious that it has
continued through everyone they
influenced.
What was the right airplane for this
endeavor? I have been very lucky to
have been exposed to many interesting
airplanes over the years. Each one of
them has their own personality and
mystique. In the end, I went back to
my roots. Having flown with Dick in
all his airplanes for many years, I figured it out. 40 h.p. Cubs are a bit
underpowered. Bamboo Bombers are
not student pilot material. The TriPacer is the way to go!
The Tri-Pacer has a classic design
and uncomplicated flying characteristics. Its 150 h.p. Lycoming O-320
engine is very common and easy to
maintain. The search was on.
It did not take very long. Tri-Pacers
are readily available at very reasonable
prices. Within a couple of weeks, I
had found the perfect airplane. She
looked sharp and ran great. N2560P
left North Carolina for her new home
in northern Illinois.
It was now time to get started teaching Ryan how to fly. I was a flight
instructor before I started with the airline, but that was over 2 decades ago!
I have always kept my CFI current, but
have not instructed on any kind of regular basis. I guess this was to be a
learning experience for both of us.
I had forgotten that everything is
new to a student. Even though Ryan
had been flying with me for many
years in the Stinson, now he was “flying.” Everything was thrilling. Each
new maneuver was a challenge;
straight and level, climbs, descents,
turns, and combinations of each. Slow
flight, stalls and steep turns followed.
(I know… the PA-22 does not readily
stall, just mushes….let’s call it an
approach to stall). He absorbed the
information like a sponge. It was not
93
A proud and happy Ryan when he passed his check ride in the
Tri-Pacer with dad --- also proud and happy --- airborne in the Colt.
long before we were busy in the pattern doing touch and goes for hours on
end.
In no time at all, everything fell into
place. Perfect patterns, precise maneuvers and emergency procedures memorized. The cockpit grew more and
more quiet. I had nothing left to say to
him. It was time. I had secretly printed out a sheet of paper earlier that
October morning before we left for the
airport. It simply said: Climb at 75,
watch for traffic, approach at 70 with
full flaps, you are ready.
After a few more times droning
around the pattern, I told Ryan to pull
over and let me out. I hopped out and
pulled the paper with my minimal
instructions on it out of my back pocket and placed it in the right seat. “Go
fly,” is all I said.
Wide eyed with excitement, he
asked, “Are you sure?”
“Go fly,” I repeated.
If you have ever had the pleasure of
watching your kid solo, you know the
feeling. I tried to take a video on my
cell phone. That was rather pointless,
it kind of looked like an earthquake
was occurring. I was shaking.
Ryan, on the other hand was having
a great time. Upwind, crosswind,
downwind…..around to final with a
picture perfect landing. He taxied
back and I waved him onward. “Do it
again!” Twice more around the patch
and it was official. The newest student
pilot had landed.
After a proper shirttail cutting, we
headed home for a celebration.
Fast forward to spring of 2014. The
winter was lost for flying due to
94
repeated “polar vortexes” and sub-zero
temperatures. With the spring thaw, it
was time to get back to work toward
the coveted private pilot’s license.
My work was now over. I was comfortable getting Ryan ready for solo,
but I had not signed off a student for a
private pilot check ride in well over 20
years. It was time to call in the professionals.
Ryan started flying in the Tri-Pacer
as often as possible with an amazing
instructor at Poplar Grove (C77), Scott
Liszka. He was the perfect combination of knowledge and drive. He
expected and got perfection from
Ryan. Cross countries, simulated IFR,
and advanced maneuvers followed.
By the end of July, Scott had signed
Ryan off for the practical test.
August 8:. The weather finally
cooperated. Ryan flew to JVL to take
his check ride. (I had bought a tailwheel Piper Colt earlier in the summer
because Ryan was hogging all the TriPacer flying and had it painted to
match). I was airborne in the Colt
when I saw the text. “Private Pilot!”
As I joined up with him enroute to
C77 I could not help but wonder what
Dick and Jeannie must be up there
thinking. I believe they would be grinning from ear to ear, watching a new
generation of pilot take to the skies as
the sun gently settled under the western horizon.
2014 Convention - Santa Maria, Calif.
Maddens made a LONG journey
to Santa Maria and back!
By Jack and Sandy Madden
Frostproof, FL
jjsmaddenjr@aol.com
For those of you who have read our
previous trip reports, you’ll know that
long trips are our favorites and this one
was our second longest. Lately, each
time we get ready for a trip I get an
uneasy feeling of anticipation doubting that we or the Pacer may not be up
to the task. That feeling seems to be
intensifying as the years pass, but it
also abates somewhat once the trip
gets underway. This trip was no different.
One of the experiences of this trip
was when we met a Yosemite National
Park Ranger at the base of El Capitan
who was answering questions about
rock climbing and showing some of
the tools used in climbing. She said
that after each climb, she questions
why she continues to put herself
through such arduous and rigorous
toil. After awhile her memories of the
exhilaration kick in and she’s ready to
plan another ascent.
I find this similar to the feelings I get
about these long airplane trips. On our
third day out, I was wondering why we
were doing this. We were at 8,500 feet
penetrating a “dry line” in the vicinity
of Guadalupe pass (near El Paso). I
wasn’t familiar with the term “dry
line” but the locals were telling us that
it could spell big weather if it meets a
moist air mass. One thing I did know is
that the air was very rough at all the
altitudes we had tried. It was uncomfortable to say the least and scary too.
95
That was the worst leg of the trip,
but all through the trip, especially the
western portion, there was always the
nagging worry that something would
cause us to make a forced landing in
inhospitable terrain. Afterwards, when
no bad things happened, the adventure
became exhilarating.
Much of our flying is direct point to
point at 1500 to 3000 feet AGL, usually too low for flight following. In the
mountains we often flew in the valleys
with spotty radar coverage. I believe it
preferable to fly close to interstate
highways even at the expense of having to fly farther. Having the road
below or the ATC following makes for
a much less stressful experience.
Flight following was always available
around the larger airports and we used
it when we could.
We started the trip at sun up June
17th from our airpark home (52FL) in
central
Florida,
landing
at
Blountsville, FL (F95) for fuel and
continuing to McComb, MS (MCB)
for the layover. We planned to take
five flying days to get to Santa Maria,
CA (SMX) flying one or two 250nm
legs each morning.
This time of year in the southeast
it’s difficult to maintain such a schedule because the mornings often have
mist and fog precluding visual flight.
By the time the fog lifts, the second
leg extends well into the afternoon
when the thunderstorms are developing and the air becomes turbulent. Our
Pacer has basic instruments and we
are only able to fly visually as
opposed to flying by instruments.
We departed MCB at 0930 and
arrived at Nacogdoches, TX (OCH)
around noon. Patty Wagstaff’s
“Extra” was at the fuel pump and I
started talking with the pilot. He said
he was taking the plane to a town near
Austin for an air show and that Patty
would fly the cushions and meet him
Mountain view from aboard
the Tri-Pacer
there. I think he was Patty’s mechanic
as well as ferry pilot.
I asked him if he knew of a good
place for us to layover and he recommended Graham, TX (RPH). It turned
out that RPH was a perfect layover
airport for us. We were treated to a
hangar and a courtesy car. Steve
Pierce of Pierce Aero (a well respected classic Piper guru) is based there
and we enjoyed the afternoon with
him and his family. He even overhauled our Scott tail wheel.
The next morning we flew away
from all the weather of East Texas and
headed toward Deming, NM (DMN).
The first leg to E11 was fine. We saw
a scissor-tailed flycatcher as we were
taxiing in (we’re birders). The second
leg to DMN was very uncomfortable
due to moderate turbulence associated
with the “dry line.” Arriving at DMN
we counted ten dust devils swirling
around the airport. Needless to say, it
was a rough and gusty approach.
The fourth day we were planning a
sightseeing day in Tucson. We flew
the two hours to TUS and hopped in
the rental car waiting for us at the
Million Air FBO. We toured the Pima
Air Museum which is one of the finest
in the country and then took an air
conditioned bus tour through the
Davis Monthan Air Force Base moth-
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ball fleet with a retired fighter pilot
docent making the commentaries. It
was a good day!
The fifth day we fueled in Parker,
AZ (P20) and flew on to Santa Paula,
CA (SZP), just an hour from our final
destination. It was 108 degrees at P20
and the desert between there and
Barstow would not support life for
very long without shade and a lot more
water than we were carrying.
Going from 108F to 71F in SZP was
quite a welcome contrast. SZP is located in a valley extending from the
ocean near Oxnard to the desert near
Palmdale. Santa Paula airport is home
to many classic and antique aircraft
and is very active.
The town is clean and quaint and
only a few blocks from the airport. We
enjoyed good French style food at a
sidewalk cafe called Rabalat’s Bistro
both Saturday and Sunday before
departing on the last leg to Santa Maria
(SMX).
The flight was not as spectacular as
I’d hoped because the sea fog obscured
the view of the Channel Islands and
the visibility was only about 5 miles.
We made up for the poor visibility by
being treated to a great view of a
Vandenberg rocket shot just after I’d
been denied permission to transit their
restricted airspace.
During the next four days we
enjoyed being with old and new
friends and partaking in club activities.
There were excursions to Morro Bay,
Solvang, Vandenberg AFB, several
historic Spanish Missions, and technical presentations were given by
experts. The keynote speaker at the
banquet was Brian Shul, a former
SR71 Blackbird pilot who gave an
inspirational presentation and later
sold me one of his expensive books.
The convention hotel, the Radisson,
is located on the airfield so we had
immediate access to all the aircraft
which were parked just outside. It was
a most convenient situation. Our
experts Eric Hansen, Steve Pankonin,
and Doug Stewart gave hands on
maintenance tips and demonstrations
daily. There is a small museum on the
field where we attended a dinner presentation one evening. The morning
and evening sea fog was unique to us
Easterners and scuttled plans for a
poker run and fly outs to Oceano and
Lompoc.
Friday morning came all too soon.
Sandy and I rented a car for a week
and set off to see some of California by
auto. We drove up CA-1 to Monterey,
a 180 mile trip which took most of the
day with stops along the way. We saw
nesting Black Oystercatchers with
chicks from a beach trail in Cambria,
learned there are three varieties of
Cormorants at a nature center in San
Simeon State Park, saw Northern
Elephant Seals on a beach, saw a magnificent lighthouse structure at Big
Sur, and of course were awe inspired
by the beauty of the rugged coast and
the marvelous road allowing access to
it all. Monterey provided fantastic
seafood and a remarkably dynamic
lifestyle.
Leaving Monterey at noon Saturday,
we drove inland to Lafayette (near
Oakland) to spend time with my old
Navy buddy, Barry Woodruff, and his
wife. Barry and Sherry live in a neat
California wooded community. We
spent hours reminiscing, drinking
wine, eating and having a great time.
Next day, after a super fruit/cereal
breakfast and leisurely morning, goodbyes were given and we were off to
Yosemite National Park where we had
reserved four nights in a tent cabin.
Yosemite has always been on my must
do list and it did not disappoint. This
was the 150th year anniversary of the
park and there were a lot of people
there and extra programs going on.
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One of the many scenic
views visitors to Yosemite
National Park can see is shown
above. Right now, of course,
there would be snow on those
hillsides! At right is a scene of
the tent camping area.
We did a lot of hiking, attended
many programs and saw all the sights,
but we didn’t hike/climb Halfdome.
I’m not sure if we are capable of it, but
if there’s a next time I’d like to try. The
mountaineering school was very interesting and people of all ages take
courses there. It was fascinating to
watch climbers on the sheer rock
walls.
July 3rd, we drove back to the
Radisson through the San Joaquin
Valley, the bread basket of California.
The area was experiencing its third
year of drought and many of the western fields were fallow. Couldn’t resist
a minor detour to Morro Bay again for
the seafood.
The morning of July 4th we took off
after 9AM due to the sea fog. By the
time we landed at Barstow (DAG), the
thermals had made the air rough and
uncomfortable.
Continuing on to Lake Havasu City,
AZ (HII) we enjoyed an especially
pleasant visit. The little resort town on
the Colorado River is an oasis in the
desert and has all the amenities,
(Home Depot, Lowes, Walmart etc.) to
make life easy. The FBO, “Desert
Skies,” found a motel for us and lent
us their courtesy car. We visited
London Bridge which was brought
over from England in 1972 and reerected over the Colorado River.
Next morning at sunrise we were
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Instead of Santa Fe’s Plaza, the Maddens visited Albuquerque’s
Plaza. A thunderstorm caused them to divert, but they enoyed an
unexpected treat in Old Town Albuerque! (Editor’s note: Serendipity
is often found on airplane trips. One time Bob, Kay and I had to
divert to Hannibal, Mo., and were treated to a fireworks show over
the Mississippi River on Independence Day!)
headed to Winslow, AZ (INW). The
terrain on this leg was very remote and
inhospitable. We crossed a huge open
pit copper and molybdenum mine at a
town called Bagdad and then crossed a
high remote plateau SW of INW
which had deep canyons eroded into it
by creeks that eventually flow into the
Grand Canyon. It seems to me that this
would be an interesting area to explore
by auto or maybe horseback.
We were supposed to visit the La
Posada Hotel in Winslow but didn’t
want to risk getting stuck there since
the weather was forecasted to become
unstable. We only got to see it from the
air. It was one of the Harvey Hotels
built along the railroad when the rail-
roads were first built and is full of 19th
century old west history. The FBO is
also quite attractive having been
recently remodeled in adobe decor.
The next leg was supposed to lead to
Santa Fe, but about halfway there we
began to see thunderstorms developing.
Our Pacer is equipped with a
Garmin795 augmented with a GDL39
3D and an iPad with the Garmin Pilot
app. This equipment provides us with
some very powerful weather, route and
traffic information, including current
fuel prices and tells us what services
an FBO provides. It also displays synthetic vision if we choose to use it.
We could see the big cell building
right over Santa Fe so we changed
plans to land in Albuquerque. Another
big storm popped up ahead of us, but
we were able to get around it and land
at Double Eagle Airport (AEG) in
Albuquerque. This layover was another unexpected treat. The Econolodge
in Old Town is run by a nice family
and is the only motel willing to make
the 17 mile trip out to the airport to
pick up guests. We had a very enjoyable afternoon strolling around Old
Town enjoying the music, shops and a
wedding in the square.
We were now almost out of the
mountains. My anxiety about flying in
this region was almost over. There was
one big hurdle remaining and that was
to get through the Sandia Range, just
east of Albuquerque. I had preflighted
a detailed gps route crossing a pass
with lower terrain about 30 miles
south. After we were airborne there
appeared to be rain in the vicinity of
our pass, so I contacted approach control and queried them about following
I-10 through the mountains. They said
I’d need to be at 8200 MSL to get over
the pass.
Since the Pacer climbs at less than a
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stellar rate, I was concerned and ready
for a course reversal if necessary. It
also concerned me to cross at a minimum altitude. I prefer to be 2500 feet
above the minimum altitude in case of
turbulence or down drafts. On this
morning the air was smooth and the
Pacer climbed to a comfortable altitude with time to spare. I was relieved
that the remainder of the trip would be
over ever diminishing elevations.
We fueled in Plainview, TX (PVW)
and continued to Greenville, TX
(GVT) where we again enjoyed the use
of a courtesy car. The next morning,
the destination was Tallulah/
Vicksburg, LA (TVR) for fuel, then on
to DeFuniak Springs, FL (54J) for the
layover.
We finally got to actually taste and
buy some wine in Florida after going
by all those wineries in California.
Departing early, we dodged some
thunderstorms on Florida’s west coast
and arrived home about noon.
Thanks to the Short Wing Piper
Club and all the great people who
helped make this convention so enjoyable. Hoping to meet up with you
again next year in Branson.
2014 Convention trip
Flight to SMX and home
shows marvelous terrain
By Peter Jeffs
Baker City, Ore.
Got to thinking this morning about
what I enjoy most about flying. I love
to make a precision approach, followed by a “squeaker” landing that
you only hear, instead of feel (doesn’t
happen that often); when your arrival
time exactly corresponds with your
ETA; and when you learn something
about flying from your mistakes.
But the best thing is seeing God’s
incredible creation from a perspective
that only flying affords. Whether it’s
from 40,000 feet above the south
Pacific Ocean in the middle of the
100
night in a commercial jet or 1,000 feet
above the midwest prairies in a Piper
Colt (I’ve done both), I am constantly
enthralled at this amazing creation we
call earth.
After seemingly weeks of planning
our trip to the SMX convention, my
wife, Julie, and I began our trip from
northeast Oregon to Santa Maria this
last June. She had just had knee
replacement surgery in April and is not
ordinarily enthusiastic about flying in
small planes, but she really had fun
flying and at the convention. Our route
took us from Baker City, Ore., to Red
Bluff, Calif., then south to Tracy, Calif.
From there, we followed the directions
to Santa Maria that Lou Reinkens gave
in the April-May-June issue fo the
SWPC News, labeled SWP Route 3,
The Aquaduct. I had never flown
south of Mt. Shasta in California
before, so his instructions were really
helpful and much appreciated. The following are some of the highlights of
our flight and the convention:
Leaving Baker City (BKE), we
headed southwest over Burns (BNO)
to refuel at Lakeview (LKV), the
“Tallest Town in Oregon,” elevation
4800 feet. This is about 300 miles of
Oregon desert country, very sparsely
populated. It is often described as the
“Oregon Outback,” and it is really
remote, but really beautiful. Just north
of LKV, we flew across Abert Rim,
one of the biggest geological faults in
the world.
From there, we headed southwest
over Alturas, Calif., toward Red Bluff,
all new country for us. Immediately
west of Burney, Calif., we flew over
the highest point of our trip, a ridge at
5931 foot elevation. From there, the
terrain drops quickly into the
Sacramento valley of northern
California, where the elevation is in
the 300-500 foot range. I discovered
that flying at 2000-4000 foot range is
The Sacramento River delta
is shown above. (Editor’s note:
This reminds me of about 100
photos I have taken --- all of
them entitled “Big river down
below.” There’s something fascinating about those river
views.)
what our little Colt was meant to do,
rather than the 7000-8000 foot range.
It will do both but it is much happier
down lower.
We refueled at Willows, Calif.
(WLW), in the early afternoon. It is a
really nice airport, with a nice restaurant. Fuel price was a pleasant $5.39.
We spent about 2 hours there and
relaxed. It was in the mid 90s. From
there, we headed south to Tracy.
Approaching Davis, Calif., I contacted
Norcal Approach for flight following
through the Sacramento, Travis Air
Force Base, and Stockton areas. I notified them that I was unfamiliar with
their area, and they graciously vectored us directly into Tracy, where we
spent the night. The surface wind was
20 knots. The FBO at Tracy couldn’t
have treated us any better. Without
prior notice and after-hours on a
Saturday, they got us a courtesy car
that is normally not available. Also,
Tracy had the lowest fuel price of our
trip, at $5.25. A great place to stop.
Next morning, we had the easiest
flight I could imagine. We followed
the California Aquaduct, which parallels Interstate 5, a flat route along the
eastern edge of a north-south low
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mountain range to Harris airport
(3O8), which was mentioned in Lou’s
article. From there, we headed southwest to Paso Robles. I contacted
Flightwatch to find out the weather at
Santa Maria. They reported that SMX
was VFR, with coastal fog, which
proved to be accurate. Half of the trip
was completed.
Lots of fun at the convention, seeing
old friends and meeting new ones. We
did not make all the activities, but did
make the mission/Solvang trip. This
was the first convention that the airport was at the back door of the hotel.
We were surprised at the surface
winds at the site, but it made for short
landings and takeoffs. I also got to see
first-hand how the resident DC-10 air
tanker operated in a practice forest fire
air-drop. The banquet Thursday was a
real treat. We appreciate all the work
in putting on the convention, and I’m
sure there was a lot more work
involved than we are aware of. Thanks
to all who were involved.
Returning to Oregon, we took a little different route. I wanted to fly near
Mt. Shasta. I had landed at Weed,
Calif. (O46), just northwest of the
mountain, twice before, but never
south of there. I had been told by others that the terrain south of Weed was
really rough. At the convention, Doug
Stewart told me that he had flown by
the mountain on his way to the convention, and it was an easy flight. He
was right. “Just fly over Interstate 5,”
he advised.
We flew from Santa Maria over
Paso Robles, over Highway 101 to
Salinas, and flew over the San
Andreas fault country (although I
couldn’t distinguish the fault itself —too busy flying the airplane, apparently). We did get a good view of the
coast near Morro Bay when the
coastal fog dissipated briefly, then
northeast to Tracy again to refuel. We
Peter entitled this photo of
Art Weisberger at the convention as “Marine and the flag he
fought for.” (Editor’s note: If
Peter had told Art to smile, Art
would have said, as he says to
me each time I take his photo, “I
AM smiling.”)
flew to Red Bluff to spend the night.
Next morning, we headed north
over Redding and Shasta Lake, with
Mt. Shasta ahead of us. The mountain
is 14,162 feet high, and we flew right
beside it at 7,500 foot altitude. The
weather was perfect, and there was not
a bump in the sky anywhere. It looked
like we could have reached out the
right side of the plane and touched the
mountain. A perfect experience, and
one to remember for a lifetime.
We flew on to Klamath Falls, Ore.
(LMT), where we refueled, then headed to Prineville (S39), where we spent
the night. We took three days going
home compared to two days on the
way to SMX. We had beautiful weather the whole way until we left
Prineville. From Prineville to Baker,
we had a ceiling of about 7,000 feet of
102
Lake Shasta (above) and Mt. Shasta (below) --- both beautiful
sights.
scud, but it was VFR all the way. My
wife had never flown near clouds
before, and was expecting rough
weather, which never happened.
Another first for her. After a 1-1/2 hour
flight, Baker looked good!
Deserts, forests, green valleys, sea
coast, mountains, and everything in
between. We saw it all this trip, and
enjoyed it, simply because we’re fortunate to have an airplane, and belong to
a club that encourages a chance to use
it. We’re grateful!
(Editor’s note: I love Peter’s last
paragraph because I think it sums up
the feelings of a lot of us! And our
annual conventions are all of that and
more! In this issue, we have Jack and
Sandy flying westward from
Frostproof, Fla., all the way across the
United States to Santa Maria, and
Peter and Julie flying south from
Baker City, Ore. , to Santa Maria. Club
board members Sid Brain and Fred
Mayes flew from Harrison, Ark., to
Santa Maria. Reid Murphy flew from
Peachtree City, Ga., westward to Santa
Maria. And Barb Miller flew from
Lewistown, Mont., to Santa Maria.
Doug Stewart (Cashmere, Wash.),
Roni MacPherson from Cardiff by the
Sea, Calif., Steve Pankonin from
White City, Ore., and Al Wright from
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Medford, Ore., rounded out the flying
arrivals. [Eric Presten’s grand champion amphibian came in on a trailer.]
Every one of them had the chance to
experience just what Peter expressed
so well!)
Vagabond News Venue
That’s Dave Harmon, author of the Vagabond News Venue, sitting by his Vagabond. The column is a new beginning for an historic
column in the SWPN, formerly called Vagabond News.
By Dave Harmon
Short Hills NJ
vagabondpa15@verizon.net
Hello. Vagabond owners and enthusiasts. it has been many years so it
about time we start talking “Vag”!
A little background and history first:
Cecil Ogles of Coronado, Calif., back
in May of 1972, sent out letters to all
Vag owners that he could find. From
this list and responses was started a
unique “Vagabond News” letter. It was
crammed full of interesting stories and
photos that we all could relate to. The
news letter was published up through
April 1985 or thereabouts. I say this
because we are still looking for more
issues.
Cecil’s web site is www.recycleflyers.com/history and you will enjoy
reading about his new venture. Check
the whole web site and if you find
yourself in Coronado, you must stop
in.
There was a fire in Cecil’s garage
workshop and all the issues of the
Vagabond News were lost. (Anyone
that has some of these issues please let
us know.) This brings us to a new and
wonderful web site by Sparky Barnes
Sargent,
www.dgaenterprises.com/
favorite-airplanes/piper-vagabond.
Please visit this site and browse
through it. You will be amazed at all
104
the Vagabond information and outstanding pictures that have been collected.
Some of you will remember that
Sparky was our keynote speaker and
did book signing at our convention in
2009 in Knoxville, Tenn.
We all are caretakers of these classic
planes. The owners come and go but
the planes live on and on. While you
are browsing the web site, see if your
plane is there. We would like you and
all Vag owners to write in and share
your stories and pictures with us. Let
us know if you still own the same Vag.
And what you have done to it. What
engine is in it, have you added extra
fuel tanks, radios etc….
If you are a relatively new owner
and you see your Vag in one of the
older pictures, tell us about how you
acquired it. All of these stories are
what will make this section of
“Vagabond Venue” fun and interesting.
I wonder where all the Vagabonds are
today.
I’ll start by telling my story: I have
owned my Vagabond PA-15 since May
1964. In February 1972 I installed a C85-12; this was a big improvement.
Not long after the engine change I
bought Stoddard 9 ½ gallon fuel tanks,
one to go in each wing, and retained
the 12 gallon nose tank. All this fuel
gave the Vag long legs. Under favorable conditions it was conceivable to
have a range of 630 miles! In 1980 the
Vagabond was put in storage and I purchased a Tri-Pacer. This is another
story for a later time.
I did continue to work on the
Vagabond on and off. It was time for
major rebuild. With the passing of time
and new technology I was able to take
advantage of light weight alternator
and starter. Their small size allowed
them to fit between the engine and
firewall. Another bonus was radio and
transponder of solid state design able
to fit under the panel on left side. The
panel was redone again: take a look at
the pictures and see if you can name all
the modifications. I hope to have it flying this summer of 2015 —- wish me
luck.
Jim Jenkins is known as the “King
of Vagabonds,” since he won the
Oshkosh grand champion award for
classic airplanes back in 1981. Jim is
now the director of restoration and
At left above you can see the remote oil filter mounted on the
firewall, with the light weight alternator just above. The mini starter,
also light weight, is on the top (the Sky-Tech). At right is the SkyTech starter and below the starter you can see the mini alternator
very close to the firewall. And yes, if one has to remove these units,
the engine does have to be unbolted and moved forward.
105
Full panel and radio and transponder and still retained the nose
fuel tank.
Another view of the Vagabond’s engine compartment.
106
museum manager at North Cascades
Vintage Aircraft Museum. Here is the
web site www.vintageaircraftmuseum.org. Be sure to browse the entire
site because there are two beautiful
restored Tri-Pacers. There is also a
Clipper, a Colt and of course a beautiful very original Vagabond.
Please visit these web sites: we are
looking for your comments. Also we
would like to see pictures of your
Vagabond and anything you would
like to share about it.
Let’s start sharing information and
stories about our adventures in our
Vagabonds. The Vag is very special
and such a unique and cute airplane.
That’s all for now. See you next time
and Happy Flying.
Young Eagle Rally gives
rides to 316 youngsters!
Cliff Van Vleet, who submitted this
letter to the editor to the Sierra Vista
Harold newspaper in Sierra Vista,
Ariz., says, “Since I suspect y’all don’t
follow the Sierra Vista Herald, AZ
newspaper very closely, I will provide
y’all with what appeared in this morning’s issue (November 22).” Cliff was
one of those giving the rides.
Cliff sent it to members of the
Arizona chapter and Claire Karlson
passed it along to the SWPN.
Young Eagles Fly High
Congratulations and thank you’s:
On November 7-8, 2014, Chapter
776 of the Experimental Aircraft
Association conducted our 21st annual
two day Young Eagle Flight Rally at
the Sierra Vista Municipal Airport in
conjunction with the City of Sierra
Vista’s Airport School Day field trip
and Airport Open House Day. The
purpose of these flights is to introduce
students ages 8-17 to the experience of
flight to pique their interests in careers
in aviation and additionally to showcase the airport to the general public to
foster better community knowledge
about the airport.
On Friday, 149 youngsters were
given Young Eagle rides and 167 were
given rides on Saturday for a total two
day count of 316. Fifteen minute
flights consisted of a circling left hand
pattern around the City showing students the eastern portion of Fort
Huachuca, Greely Hall, the Aerostat,
the Mall at Sierra Vista, Buena High
School, the City water treatment ponds
finally culminating in the aerial view
of Libby Army Airfield/Sierra Vista
Municipal Airport in their approach to
landing. The most common comment
heard was; “Wow, things look so small
down there!”
Eleven pilots sharing ten aircraft
participated on Friday and eleven
pilots sharing ten aircraft again participated on Saturday. Over 150 school
children were given airport tours and
enjoyed a variety of craft activities on
Friday. 300 pancake and chorizo
breakfasts were served on Saturday by
chapter volunteers and city volunteers.
City of Sierra Vista volunteers provided significant assistance to the conduct of our event. Many city staff volunteered service both Friday for the
school day tours and the Saturday
breakfast. Their enthusiastic participa-
tion in this service to general aviation
and the Sierra Vista airport is commended and appreciated.
We thank all participants and volunteers and look forward to 2015 and
107
future opportunities to serve the City
and general aviation.
Clifford Van Vleet
EAA Chapter 776
Vice president
Janice and Jim Fix (left above) are shown with Cliff Van Vleet
Honor Role inductees honored
By Cliff Van Vleet
ccvanvle@mindspring.com
A losing fight with a step ladder
while changing a light bulb caused Jim
to sustain a badly broken ankle and
precluded his and Janice’s attendance
at our 2014 convention in Santa Maria
CA in July. The secondary effect of
this absence was missing their induction into the SWPC Hall of Honor,
class of 2014, at the closing banquet.
The next opportunity to receive this
recognition occurred on September 20
during the banquet of our 2014 SWPC
Southwest Regional in Colorado
Springs CO where, in front of the
assembled guests, Jim and Janice were
inducted into the Hall of Honor with
due pomp and ceremony.
Jim and Janice’s nominating petition
cited the following:
Jim and Janice have been active
members of the Short Wing Piper Club
and the Nebraska Chapter since the
early 1980s. Their first advertisements
in the Short Wing Piper News for their
propeller maintenance business “The
Fix Prop Shop” in Lincoln, Nebraska,
began in 1985 and continued through
2013 when they retired the shop and
108
closed the doors. They continue to
operate their retail upholstery foam
business, Hi-Tech Foams, for the general and home built aviation markets.
Jim and Janice have been regular
attendees at SWPC national conventions where Jim’s trade mark since the
early Minden conventions has been to
walk the flight line and inspect each
and every propeller, giving a courtesy
grade for their general conditions. This
free service has assisted many owners
to understand the status of their propellers.
Janice has been a regular contributor
to the assortment of homemade baked
cookies enjoyed in the hospitality corners of many conventions.
To raise funds for the Education
Foundation, Jim polished two aluminum propellers and installed electric
clocks to be raffled to the membership
at two conventions. These prop clocks
are collector items and their raffles
raised a significant amount of money
for the Foundation.
Jim and Janice have been the most
faithful members of the Nebraska
chapter of the SWPC as both officers
and attendees. They are the rock solid
foundation for the Cornhusker chapter
and are instrumental in its continued
success, always cheerfully bringing
convivial conversation and delicious
food as appropriate to the chapter
meetings.
Through the years, Jim and Janice
have attended Southwest and Midwest
Regional meetings, again arriving at
the gatherings with good food and
great company.
In addition to supporting the Short
Wing Piper Club, Jim and Janice are
faithful on-site vendors at Oshkosh,
Sun ‘n Fun, Arlington and COPPERSTATE fly-ins displaying their upholstery foam wares and Jim has presented many forums at these venues talking about propeller maintenance and
operation.
Jim and Janice’s activities with the
SWPC, EAA and the Antique Airplane
Association for many, many years is a
tribute to their dedication to aviation
and to the friendships they have nurtured.
The words inscribed on their plaque
capture their contributions to the Club
over a period exceeding 30 years:
“Jim and Janice are recognized for
their long-term service to the club and
its members as owners, operators and
superior technician of the Fix Prop
Shop, plus their participation in SWPC
conventions , the Education Foundation and the Nebraska SWPC chapter.
A long-time advertiser, first advertising in the Short Wing Piper News in
1985 and continuing until last year
when they closed the shop, Jim was
instrumental in launching the
Education Foundation. It was established in 1990 and in 1991 Jim donated a clock made partly of a polished
aluminum propeller which was raffled
off at that year’s convention with proceeds going to the Education
Foundation.
“They join the Honor Roll alongside
previously recognized members
Robert A. Fuller, Stephen W. Marsh,
Edwin F. Wach, Kurt Schneider, Larry
D. Smith, Lonnie McLaughlin, George
Fruehauf, Iris Morris, Frank Rush,
Charles H “Chuck” Lewis, Bob and
Eleanor Mills, Clyde Grant, Kent
O’Kelly, John Wood, Ralph Gutowski,
Tom Anderson, Cliff Van Vleet, John
Beck, Doug Stewart, Art Weisberger,
Garry Butler, and George and Tyke
Klitsch.”
Thank you, Jim and Janice, for your
good service and may we continue to
enjoy your contributions in the years to
come.
109
Clipper’s new owner is a
member of the club
By Jim Haynes
Bushnell, Ill/Green Valley AZ
robinest1932@gmail.com
Several years ago, 1997 to be exact,
I sold my Clipper N5370H to a young
gentleman in Connecticut, Tony
Philpin. He joined the SWPC and later
at the convention at Lancaster, PA, the
Clipper was awarded a trophy in some
category. For a time we corresponded.
He put more hours on it in one year
than I did in nine.
He quit responding to my letters and
e-mail several years ago. I think you
reported to me he no longer was in the
SWPC. I made several inquiries to
Andy Seligson because Tony was in
that chapter. He had dropped out and
Andy did not know what happened to
him or the airplane. The Federal
Registry always had him as the owner.
Last week I went through my log
book and got on the registry to see
where all the planes were that I had
flown throughout the years. Lo and
behold, N5370H had a new owner,
David Godec up at nearby Middleton,
Wisc. I contacted him and we had a
long conversation.
He acquired 70H from an ad in the
SWPN. It was not Tony, but the operator of a small airport where Tony had
left the plane and never came back nor
could he be located. The seller had put
the plane in a hangar because he did
not want to see a pristine Clipper
parked on the ramp in the weather.
Somehow he acquired the abandoned
plane and sold it to David Godec. No
logs, so I guess David was able to get
some records from somewhere as he
saw my name on some paperwork.
David said he spent a lot of time and
money trying to find Tony, but to no
avail. He even made prison inquiries! I
never went that far. So the whereabouts of Tony is still a mystery.
Is it possible for you to learn just
when he ceased to be a member of the
SWPC? (Editor’s note: I checked and
his last renewal date was in 2003).
When Tony ceased to respond to my
letters, phone, calls, emails, etc., I
thought he had wrecked the plane and
did not wish to talk to me about it. So
I finally gave up.
David Godec is an American
Airlines pilot.
Sorry to burden you with my verbosity. Please forgive. The mystery
continues.
Jim
PS David scanned me a photo of
70H. It is still a beaut.
(Editor’s note: Jim said in another
correspondence that he has logged
time in all the Short Wings —- and
then had to correct himself because
although he flew a Colt three times, he
didn’t put it in his logbook.)
Remember: Your tips and
techniques and stories and
pictures can make The
News even more valuable
for your fellow members.
Memorable flights or catching up with a lost Clipper,
we want to hear from you
and about your Short Wing!
110
Wet weekend but future
Short Wing pilot hooked
Tom Edmondson-Peterson, Kansas
City, Mo., posted the following story
on the club’s Facebook page. It’s such
a good illustration of how much influence one person can have on influencing someone to become a pilot (and
probably join the club) that I’m
reprinting it for those who don’t check
the page.
ANTIQUE AIRCRAFT ASSOCIATION, ANTIQUE AIRFIELD IA27
Labor Day Weekend Fly-in Report
(now, AFTER the fact) A “total wash
out” (mud up to tops of shoes) read
on....
First, I’m sharing a photo of Jacob
Stirret, a young man that I just met
July 4th (total stranger but now another future young Piper Short Wing
pilot/owner some day). Met him at an
invitation only pancake fly-in at Buena
Terra, private airpark (north of
Topeka). He was standing with his
mom watching the ‘mini-airshow’
being put on by local pilots and we
struck up a conversation with me asking, “Are you a pilot?” Found out he
was not a pilot and it was ONLY a
dream he didn’t think could happen
until I explained how I did it and what
I flew (VERY affordable Short Wing
Piper) and he is now taking his ground
school and then getting flight training.
I invited him to fill my ‘empty’ copilot seat to attend this Labor Day Flyin with me to get a real view of what
“Old School Flying” is all about. The
only flight he had taken was with a
friend in an ultra-light and this pilot
scared him with terrible flight tactics
(idiot pilot) and so he was nervous
with me at first when we departed his
Buena Terra Airfield and once airborne. I told him, “You, young man,
are flying me to IA27; take the controls and I’m walking you through
this.” (I think he peed his pants). He is
a natural! He WILL own a Tri-Pacer
(per his statement on the way home
after flying both ways).
Back to the fly-in..... His jaw
dropped upon entering the pattern at
Antique Airfield and landing to see all
the planes and people waving at us (he
felt like a celebrity) and taking photos
of us. When we parked our Tri-Pacer,
people were running up and taking
more photos and I introduced Jacob
(Jr. Student Pilot) to everyone around
the plane and told them he just flew me
all the way as his first flight behind the
controls. They all shook his hand and
one gentlemen said (as he shook
Jacob’s hand). “Jacob, it truly is a
pleasure to meet a young NEW pilot
DATES TO REMEMBER
January 10: Nominations due for president and secretary
June 1: Registrations due for Lodge of the Ozarks, Branson, the 2015 convention center hotel: 877-327-9894, lodgeoftheozarks.com; promo code Piper.
June 1: Early registration ends for 2015 convention - “Show Me Short
Wings Over the Ozarks, Branson MO (see pages 113-114)
June 29-July 3: 2015 Convention, Branson
111
Tom and Jacob are shown at
trols in the photo on the right.
like you and welcome to the 1 percent.” He explained what that meant
and Jacob just beamed and told everyone, “It truly is my honor to be part of
the 1 percent and thank you, Sir!”
We truly had an amazing time
regardless of what you are about to
read now.
THE OVERVIEW OF THIS FLYIN...
RAIN, MORE RAIN AND MORE
RAIN. We got in on Wednesday (flew
in via an alley of clear weather),
arrived 6:15 p.m., set up camp and the
rain came, and came. Last year the
HOTTEST (105 heat index entire
event), this year, the wettest on record,
SHUT DOWN THE AIRFIELD -2DAYS!
We sat, waited for airfield condition
report (after report after report)
Sunday to get OUT! We all removed
every single piece of cargo and passengers to get the lightest take off possible. I thank our ‘guardian angels’ and
AMAZING volunteers that used their
cars to haul ALL our cargo (tents,
bags, pilot gear, etc.) and passenger(s)
to Ottumwa OTM Airport 15 minutes
away. At 4:30 p.m. it was a MASS
EXIT for everyone in line and my ‘soft
field technique’ was successful and I
was off the ground by the ‘field designated warning marker’ (we HAD to lift
off in 600’ or abort). We HAD to get
out, another rain storm and 60 knot
left above with Jacob at the conwinds approaching (as you heard on
news today (Monday), Iowa towns hit
hard with downed trees and power outages.
In 5 minutes I was at OTM, got my
passenger, Jacob Stirret, all our gear
was loaded up, topped off fuel and we
flew to beat the approaching storm
(hours away) and made it home in time
to tie down and we saw the storm coming into KC and we both said, “Oh,
LOOK, another rainstorm!” and
laughed and laughed because
TONIGHT we were in the warm, DRY
beds of HOME.
I can tell you that Jacob’s goal is to
have his Private Pilots License by
2015, joining the Short Wing Piper
Club and hopefully attending the 2015
Convention in Branson (I think he is
getting his training in a tail dragger)
and flying in with a Pacer!!!!! Who
knows, could be a Tri-Pacer we find
and as I told him (and my dad told me)
“You and the bank can own anything,
kid.”
I will —-never, ever—- attend the
Antique Airfield fly-in if ‘rain’ in the
forecast again. Everyone stated that
same thing after this week of “held
captive by mother nature”.
BUT.... I told Jacob, “Kid, this is just
part of the adventure of flying and we
deal with it and safety is first. Accept
this as a flight lesson and learn from
it.” We BOTH did exactly that.
112
New member has stories about
two rescued Tri-Pacers
Bob Tersteeg, who recently joined
the club, lives in Palm Harbor, Fla.
Bob sent in a couple of newspaper
photos of two Tri-Pacers, 1959 PA-22160 N2860Z, and 1955 PA-22
N2916P.
At the time he acquired both aircraft,
Bob said, he was working for Frontier
Airlines as a mechanic. (He asked me
to “pardon my writing —- good old
arthritis! I’m 82!”) Both of the aircraft
needed his skills to rebuild them.
60Z took quite a tumble in a windstorm at the Boulder, Colo., airport.
Bob rebuilt the aircraft, which had 500
hours on it at the time. “Rebuilt with
Razorback (never again!),” Bob said.
That was approximately the middle
1960s, he said.
16P had quite a story behind it, Bob
said. In a story headlined Police Seek
Aerial Joy-Rider, the Denver Post pictured 16P upside down on a country
lane south of Watkins, Colo. The
owner of the plane, a William P.
Schmoe, said “The thief apparently
ripped the lock from the plane door
and managed to take off without arousing suspicions of airport employees. I
think the pilot ran out of gas and then
ground looped in an attempt to land on
the road.”
Schmoe was reported as saying the
plane was not insured for theft. “After
all, who would think anybody would
steal a plane?”
Bob says the newspaper story was
wrong and that the thief didn’t fly the
airplane, just hooked it onto the back
of his pickup and when he picked up
enough speed, the airplane lifted off
and then crashed.
Bob bought the aircraft from
Schmoe for $1100. He rebuilt the right
wing and the top of the cabin, also the
windshield, and repaired the prop. “I
loved it!” he said. It had a 1959 paint
scheme but was a 1955 with a 150
engine. “I also overhauled the engine
later on,” he said.
Both aircraft were white with red
trim.
Last chance!
If you’ve been thinking about filling out the membership survey and/or
the Hospitality Directory survey first printed in the April-May-June issue
and reprinted in the July-August-September and October-NovemberDecember issue, you have another chance.
We’re reprinting the forms for you in this issue, pages 115-116. Please
take the time to fill them out and send them back to me.
Mail them to SWPC, PO Box 10822, Springfield, MO 67808-0822 or
send them email to eleanormills@att.net. The survey is your chance to help
determine the priorities of the club and the directory is your chance to help
fellow members. We might print them again, but not for awhile. A year is
long enough! Thanks, Eleanor
113
Short Wing Piper Convention 2015
‘Show Me’ Short Wings Over the Ozarks
Branson, MO
Convention Airport: M. Graham Clark Downtown Airport (PLK)
Convention Center: Lodge of the Ozarks
CONVENTION REGISTRATION FORM
PLEASE PRINT ALL INFORMATION
Last Name:________________First:_______________________
First name to print on your badge: ___________________
Last Name:________________First:_______________________
First name to print on your badge: ___________________
Children’s Names and Ages : _____________________________
____________________________________________________
Address:___________________________________________
City:______________________State:_____Zip:_________
Telephone:___________Email:_________________________
Planned arrival date: _____ By: (circle) Own Airplane - Airline - Auto
- RV- Other ________________
Airplane N#:______________ Type:__________________Judge: (circle) Y N
First time attending an SWPC Convention: (circle) Y N
Accommodations: (circle) Lodge of the Ozarks - Camping - Other
hotel/motel - Other __________
I would like to be a Convention Volunteer: (circle) Y N
REGISTRATION AND EVENT FEES
Registration Fee:
Before June 1: $50 pp X______= $__________
After June 1: $60 pp X _______ =$__________
Children 14 and under free.
Monday, June 29
Meet and Greet Social at the airport, cost included in Registration
# __________attending
114
Tuesday, June 30
Membership Luncheon -Adults $25 pp X ___ = $____
Kids 3-12 $12.67 pp X __ = $_____
Wednesday, July 1
Dinner Cruise on the Branson Belle Showboat
$55 pp X ____ =$______________
Thursday, July 2
Flying Poker Run $10.00 X _____ = _______
No charge if you choose not to collect cards and try for the
jackpot
Banquet Dinner Buffet $25 pp X ______ = $_________
CONVENTION ATTIRE
Short sleeve polo shirts with logo in pocket area :
S___M___L___XL___ are $25 ea X_____ =$________
XXL___ 3XL___ 4XL___ $30 ea X_____= $_______
Ball Cap with Logo: $12 ea X____= $_______
TOTAL ENCLOSED $_____________________________
Please make checks payable to: 2015 SWPC Conv.
Mail completed registration form with your check to:
Fred and Bonnie Mayes, 236 Farmers Lane, Lebanon, MO
65536-3725. Confirmation will be sent by email or telephone.
For Hotel Reservations call Lodge of the Ozarks, 877-327-9894 or
417-334-7535 or lodgeoftheozarks.com. Use the promo code Piper
for SWPC rates 5 days before through 5 days after the convention.
Rental cars are available at the airport. Vans will be available for
shuttle to and from the airport/hotel.
For more information contact convention director
Fred Mayes at 417-531-1278 or fbmayes@fidnet.com or
Eleanor Mills at 417-883-1457 or eleanormills@att.net.
See Convention 2015 information on the club website:
www.shortwingpiperclub.org.
115
Any time is a great time to review our priorities and how we view their
importance to both our Club and ourselves. So, please, take a few minutes and
mark the following with the number you believe reflects their importance: 1 =
most important and 16 = least important for both categories. Mail to SWPC
Membership, PO Box 10822, Springfield, MO 65808, or email to
eleanormills@att.net.
SWPC Membership Priority Survey
My Priorities
SWP Club Priorities
___________
AirVenture Participation
___________
___________
Annual Convention/Reunion
___________
___________
Chapter Support
___________
___________
Club Info via E-Mail
___________
___________
Club Library
___________
___________
Club Management
___________
___________
Education Foundation
___________
___________
Facebook
___________
___________
Forum
___________
___________
Regional Meetings
___________
___________
Sentimental Journey Participation ___________
___________
Sun ‘n Fun Participation
___________
___________
Technical Support & Availability
___________
___________
The News
___________
___________
Voting Methods
___________
___________
Website
___________
Name _________________________ SWPC Membership Number_______
Comments
Thank you for taking the time to assist the SWPC leadership in their decisions regarding our Club’s priorities for 2015.
116
SWPC Hospitality Directory
Please fill out this form and mail it to the SWPC Membership Office,
PO Box 10822, Springfield, MO 65808-0822, or email your answers to
eleanormills@att.net
Ways I Can Help
1. I would be willing to host a
member: Yes ___ No ___
2. I would be willing to provide
transportation from airport to motel:
Yes ___ No ___
3. I would be willing to provide
information about my area or about
preferred routes through here to the
2015 convention to a member traveling through my area: Yes ___ No ___
Please give your preferred method of
contact: Phone ___ E-mail ___
Personal Information
4. Spouse, children, occupation,
hobbies, etc.
Club Support
8. I joined the SWPC in
__________
9. I belong to the _____________
Chapter.
10. I have been the chapter (office
held) _________________
11. I’ve been a member of my
chapter for ______ years.
12. I have served the national
SWPC in the following positions on
the Board of Directors:____________
_______________________________
_______________________________
13. How many years did you serve
on the BOD? ____________
14. I donate to the club, the club
library, and the SWP Education
Foundation. Yes ___ No ___
Other Information
15. What else would you like us to
know?
Aircraft Information/Skills
5. I own a (year, make, model aircraft)__________________________
_____________________________
6. I am a (CFI, A&P, IA, other aircraft expert)_____________________
_______________________________
7. I am skilled in: (aircraft repair,
remodeling,
instruments,
etc.):
_______________________________
_______________________________
Name ____________________
Address:____________________
_______________________________
Phone _____________________
Email: _____________________
117
118
Classified Ads
Notice to
Classified
Advertisers
Classified advertising is free for all
members, providing it is for an ordinary buy, sell or swap transaction of a
non-commercial
nature.
Please
describe the items for sale or trade
accurately so as to protect the reputation of the club and its magazine. A
stipulation of the free advertising is
that parts may be returned to the seller
and money paid refunded, except
postage, if the buyer is not satisfied
with the item.
PLEASE NOTE: If an SWPC
member is operating a business for
profit and advertising items for sale in
connection with his or her commercial
enterprise, this must be considered
commercial advertising and does not
come under the “freebee” classification. It must be paid at the regular
commercial classified rate of $7.50 for
the first inch and $2.50 per inch for
additional space, with a $7.50 minimum.
Send
all
advertising
to
eleanormills@att.net or The Short
Wing Piper News, P.O. Box 10822,
Springfield, MO 65808. All classified
ads, unless specified at the time of
insertion, will be run one time only. If
you need your ad run again, please
notify Eleanor by the deadline date.
Note: If your ad is followed by “tfc”
it will run as is until you tell Eleanor to
pull it or change something in it.
(DON’T FORGET)
If your ad is followed by JFM, it
will run this issue only. If you want it
run longer, tell Eleanor.
Note that the website is separate
from the magazine. If you want your
ad run in both places, make sure you
send it to both places. (Website
address: www.shortwingpiperclub.
org)
Aircraft for Sale
N1200C, 1953 PA-22/20, 135 hp. 2161
TT, 151 SMOH. Excellent PolyFiber,
always hangared. Panel mount Garmin
GPS, disc brakes, new bungees, new
prop, air-oil separator, 800 x 6 tires, Scott
tailwheel. King KX197 radio, Garmin
transponder, Mode C. 4-place intercom.
Complete logs. Fresh Annual, $24,500
OBO or trade for Vagabond. 816-769-2737
or 816-891-9225.
tfc
1956 PA-22-150, TT 3051 hours, SMOH
781, fresh annual, Val Com 760 radio, King
transponder with encoder, 2 place unicom.
$19,500. May trade for LSA. Hangared at
GLD. 719-349-0563
tfc
1957 PA-22-150 Tri-Pacer, TT 4522
hours, 80 hours SMOH by Penn Yan Aero.
All records and logs since new. Six pack
instrument panel, well lighted. Collins com,
nav, audio. This aircraft went through a 7year total restoration process completed in
September 2012. Everything is new or
restored to new condition. Always
hangared since restoration. This aircraft is
ready to fly now and in the future with no
concerns. CD available to serious buyers
only, please. Your own inspector is welcome. Aircraft will be in annual August.
$45,000. Call Randy, 740-504-0055 (Ohio)
tfc
119
PA-22 CLIPPER for sale: O-235
Lycoming, 285 SMOH, 3100 TTA.
Aircraft recently came out of maintenance after damage. Tail and wings just
recovered. It is painted in Aerothane.
Prop overhauled, new carpet, headliner, and seat. Fresh annual. This is a
great little flyer in like new condition.
Call for complete details. Aircraft is
located at Willow Airport, Alaska.
Asking $23,000. 907-495-7576 or email
northstar@mtaonline.net.
JFM
1958 TRI-PACER PA-22-160, N9321D,
2584 TT, 40 SMOH. New sealed struts and
forks, new battery, main gear, tires and
bungees, nav/com. Hangared since 1977
in the Chicago area. Fresh annual with
sale. $22,000. Contact John Guilfoil 847991-1598 or email karla_guilfoil@sbcglobal.net
tfc
1961 COLT with Scott tailwheel,
N5146z, 108 HP, TT3719, SMOH1084,
SMR24, sealed struts and new forks, new
battery, toe brakes, shoulder harnesses,
nav-com, KT76/78 transponder, intercom,
auto gas STC, good fabric. Ski’s. Extra set
tires, tubes, and extra parts. Hangared.
Fresh annual. Complete logs. Great on
gas. Wisconsin. $17,000. Steve, 773-9149938, shstauber@aol.com.
tfc
Projects for Sale
PIPER PA-16: Good wings, ailerons and
tail features, all covered but one wing, one
coat of PolyBrush. Fuselange rebuilt.
$4500. Call Bob, 1-989-496-3887, cell 1989-741-7061.
tfc
1961 Colt project: PA-22/20-108. O-235C1B-108 engine, zero TSMOH in 1993.
Engine never run since overhal. Aircraft
covered and finished using Air Tech STC
and materials through white. No trim colors
applied. Installed Bogart battery cable
STC, installed all new control cables, new
boot cowl, new Cleveland wheels and
brakes. Have new windshield and landing
light lenses. Mags overhauled to zero time.
Have new harness and plugs. Additional
parts not listed. Call if interested. Asking
$10,000. Aircraft located at Athens
Municipal Airport, Athens, Texas. Jim
Grunenwald, cell 903-681-2162, home
903-677-1206, email jim767@suddenlink.net
tfc
1963 PA-22-108 COLT with Lycoming
O-235. Needs to be recovered. Always
hangared. $7900 or best offer. 301-6410991, Austin Gibson.
tfc
VAGABOND/WAGABOND FUSELAGE:
New and in epoxy primer, includes door
frame, two opening windows, skylight, firewall and floor panel. Fuselage has extra
120
stringers to break up the boxy appearance.
I can email 20 detailed pictures on request.
Wag-Aero gets $8,000 for the same fuselage minus door and window frames.
Asking $4,500. Free delivery within a reasonable distance from Central Wisconsin.
Contact Don Halloran, 801 South Lincoln
Ave., Marshfield, WI 54449. Phone 715387-3057. Email eishal@charter.net. (20
photos available)
tfc
FAST, FAST, FAST Cassatt Raceer project, fuselage almost ready to cover and
wing almost ready to cover. $2,495, 573759-7143, Rolla, MO area.
tfc
Wanted
Thinking of selling your Short Wing
Piper? Consider donating it in memory
of a loved one to the Piper Aviation
Museum in Lock Haven, PA, a 501 C 3
organization. The Museum would like to
have and display an assembled Clipper or
Pacer. (No projects).. Check with your
accountant for a possible tax deduction.
For more information call Phil Hoy at 860342-3474 (leave message) or email
phip007@comcast.net. If an SWPC member donates a Short Wing Piper Aircraft
and it is accepted by the Museum, I will
personally donate $1,000 to the SWPC.
jfm6t
I am looking for a Tri-Pacer or Pacer
project, 150 hp or 160 hp. Please call Bob
at 661-978-0722.
tfc
Parts for Sale
AIRPATH C2300 L4 panel mount compass, lit, 12v, $80. Franco Sperandeo,
479-521-2609.
tfc
AIRBORNE vacuum regulating valve,
283-19, $150. Franco Sperandeo, 479521-2609.
tfc
LYC O-320-B2B with 740 hours from
factory. New cermachrome cylinders.
Compression (+/-) 4 lbs. Current annual.
Complete Tri-Pacer power unit firewall forward and prop. $15,000. 503-252-2836.
tfc
1956 Tri-Pacer fuselage. Good condition
and in annual. 24440 TT, Ceconite, aux
fuel tank, no rust, good interior. Logs
included. $5,550. 503-252-2836.
tfc
McCAULEY IC90 LM (7146). Will fit
Lycoming O-235, PA-12, PA-14, PA-16,
PA-18, and PA-20-115. $1300. Joe.
jvas41@aol.com, 612-282-7824
tfc
EXPERIMENTAL CONT. O-200 engine
“kit” (Ready to assemble). $2,995. No
accessories. 573-759-7143, Rolla, Mo
area.
tfc
Miscellaneous
Install the original speed mods that are
on Miss Pearl, the national EAA Grand
Champion. See website: www.misspearl.org. Available with approved 337s.
Speed mods include monocoupe style
wheel pants, flap hinge, aileron horn
wingstrut and rudder cable fairings. All high
quality, light weight, hand layup and ready
to paint. Also available cowl door
restraints, custom sun visor kit, vent window slide retainer, custom spring loaded
rudder/elevator gap seals, and luggage
gas spring mod. Also available, DER
reports for left door install -- PA-22, upper
split cowl, brakes, alternator/generator
substitution, etc. Bungee chord install on
Hydrosorbs, new Cleveland brake
pad/back plate units. (Send cores).
Bungee installations --- One day turnaround. Call for prices. Call or e-mail
requests for information to Frank
Sperandeo. Tel: 479-521-2609 or e-mail
miss_pearl@cox.net
tfc
FABRIC RESTORATION, tailwheel
instruction, Lance Bartels, Cherry Hill
Aviation, Southern Indiana (Freetown,
Ind.), cherryhillaviation@yahoo.com or
812-322-6762.
tfc
RETIRED WELDER/IA WANTS PA-22
ANNUALS. South Central Ohio, Highland
County Airport, Hillsboro, Ohio. Ralph
Widman-PH 937-364-6050. E-mail wizardofwid@ aol.com
tfc
SPLIT NOSE COWL MOD eliminates
need to remove prop to remove/install
121
nose cowl. Two-piece nosewheel fairing
mod eliminates need to remove wheel from
fork to remove/install fairing. Both of these
mods, with approved Form 337s and
detailed descriptions of how the work was
done are available from Bill Havener, 1409
6th Ave., Sterling, Ill. 61081, phone 815626-0910.
tfc
Want to buy or rebuild for owner a Short
Wing or other fabric covered aircraft. Arthur
Aeschliman, Twin-A, 620-384-4518, Lakin,
Kan.
JFM
Technical Corner
One more article - Ralph’s i-Fly
(Editor’s Note: Ralph Gutowski
included this story of his flight home
using his iFly 720 7-inch GPS with the
August Ohio Buckeye Chapter
Newsletter. Ralph gives us a description of what the screen is showing as
pictured)
Ralph Gutowski’s iFly720 7-inch
GPS on the flight home: I am flying
westbound (track up) around the northern edge of Dayton’s Class C airspace.
Dayton has a blue circle because its
weather was MVFR. The triangle outlined in blue about 9 miles ahead of me
approaching 83OH is Tom & Denise
Anderson in PA-22 N3335B at 2,625 ft
MSL. Just coming on the screen is
another aircraft heading toward us at
1,925 ft. To the left of center is another airplane taking off from “1 Waco
Field” (1WF); it is at 1,100 ft msl and
climbing. The traffic triangles will fill
122
in solid and change color depending on
their proximity and “threat” level,
adjustable by the pilot. By tapping on
the blue “i” on the left I can open a box
with specific information about the
traffic in view: speed, heading, distance, relative o’clock position, rate of
climb/descent, [N-number, A/C type,
etc. if ADS-B or Mode S equipped].
All the “instrument” readouts you see
across the upper half of the screen are
configurable by the user as to size,
color, and location on the screen. The
weather and traffic information is
coming from a SkyGuard TWX
Vision-Pro Transceiver which provides ADS-B in & out services (FIS-B
and TIS-B) and AHRS attitude data to
the iFly 720 GPS. You can see in the
lower left that I am pinging and receiving 3 ADS-B towers (from 1,500 ft
agl) and the weather info is 8 minutes
old. The iFly 720 screen is very bright
and sunlight readable. I love both units
and would not want to fly without
either one.
Next
issue deadlines:
February 20 for April-May-June 2015 issue
May 20 for July-August-September 2015 issue
August 20 for October-November-December 2015 issue
November 20 for January-February-March 2016 issue
But send in your material any time. Remember that we want to put some
stories on the website as well as in The News. Your stories and photos
will make both better.
Index to Advertisers
Aircraft Specialties Services . . . . . . .66
Aircraft Tech. Support . . . . . . . . . . . .28
Aircraft Spruce & Specialty Co. . . . .35
Airtex Products, Inc. . . . . . . . . . . . . .24
Avemco . . . . . . . . . .Inside Front Cover
B & C Specialties . . . . . . . . . . . . . . . .56
Cee Bailie’s/Desser Tire . . . . . . . . . . .37
Classified Ads . . . . . . . . . . . . . .118-121
Flabob Airport . . . . . . . . . . . . . . . . . . .25
Flame Engineering . . . . . . . . . . . . . . .48
Great Lakes Aero Products, Inc. . . . .67
Micro AeroDynamics . . . . . . . . . . . . .29
Niagara Air Parts . . . . . . . . . . . . . . . .19
Pearl Mods . . . . . . . . . . . . . . . . . . . . . .7
Piper Flyer . . . . . . . . . . . . . . . . . . . . . .57
Piper Museum . . . .Outside Back Cover
PolyFiber . . . . . . . . . . . . . . . . . . . . . . .13
Randolph Aircraft Products . . . . . . . .39
Star Gloss . . . . . . . . . . . . . . . . . . . . . .72
Statement of Ownership, Management
and Circulation . . . . . . . . . . . . . .117
Stewarts Systems . . . . . . . . . . . . . . . .16
SWPC Advertising . . . . . . . . . . . . . . . .5
SWPC Web Store and Library loan
items . . . . . . . . . . . . . . . . .(see website)
Univair Aircraft Corp. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . .Inside Back Cover
Wag-Aero Group . . . . . . . . . . . . . . . . .59
123
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124
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Learn and enjoy the history of the Piper Cub and other Piper
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Be sure to check out the Museum Gift Shop where you will find gifts
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SHORT WING PIPER NEWS - January-February-March 2015
SHORT WING PIPER NEWS
(ISSN 8750-9113)
820 E. University
Springfield, MO 65807
The
News
Short
Wing
Piper
January-February-March 2015
Two Short Wing Look-Alikes
When Steve Plourde’s son Ryan wanted to learn to
fly, Steve was all for it and bought Tri-Pacer N2560P for
Ryan to learn in. But what he hadn’t counted on was that
Ryan’s flight time while learning meant HE couldn’t fly.
What to do? Why, buy a Colt and paint it like the TriPacer. So there you have it --- the 1955 Tri-Pacer on the
left and the 1961 Colt, N5059Z, with the tailwheel conversion on the right. Steve lives in Woodstock, Ill., and
Ryan is a freshman at the University of Nebraska. Ryan
got his Private License in the Tri-Pacer in August before
he left for college. You can read more about the Short
Wing family inside.
Also inside . . . more on the 2015 convention,
lots of photos of Short Wings, technical articles,
chapter reports, some stories about long flights in
Short Wings, news about your fellow members,
and more!