040801_newsletter (qxp) - EAA Chapter 1311

Hendricks County EAA Chapter 1311Monthly Newsletter — August, 2004Recurrent Training - When Was TheLast Time You Did It?From the Chapter Vice PresidentBy Mike LaurenzanoI expect we can all remember when we began, progressedthrough and completed our initial training for our various pilot’scertificates and ratings. I know I can. Certainly you rememberwhen you last were the recipient of structured ground and flighttraining. Well you should, at least in the last two years if you areBFR current. BFR’s are probably the only time most GeneralAviation (non-commercial) pilots get a chance to demonstratetheir skills. Unfortunately, this is true more often than not.While I believe we all see the value of the BFR as a time todemonstrate, and maybe learn and recall many lessons we haveforgotten over the years, for most GA pilots it may not be enoughexposure to a controlled learning environment. As I have instructedover the years, I have seen many excellent pilots with excellentskills. Of course, I have also been exposed to those whogave me some reason to consider if flight instructing was really asmart thing to do.However, even the most competent pilots sometimes lose manyof the basic knowledge and skills over the years when they donot avail themselves of the opportunity to practice emergenciesand maneuvers that are not normally done during a routine flight.This is exactly the reason why FAR Part 135 and 121 crewmembersare required to submit to recurrent training and a performanceevaluation every 6 months for a Captain and 12 monthsfor a First Officer, and other commercial pilots attend annualrecurrent training. Even the most competent pilots need to practicefor the unexpected once every so often, so that if the unexpectedshould happen, they will be able to respond correctly tothe situation. In addition to practicing emergencies, there isanother reason for these periodic training and evaluation sessions-thatbeing a time to demonstrate their ability to performroutine maneuvers within acceptable standard tolerances. Finally,it is an opportunity to demonstrate their knowledge of aircraft systems,procedures and regulation compliance.So you are probably saying to yourself, “But I am not a paidcrewmember.” Maybe this is true for you. However, you and thepaid crewmember have something in common — the responsibilityfor safe outcome of the flight. In other words, peoples’ lives.Maybe you’re not responsible for 175 passengers and 6crewmembers, but the number of lives is only a matter of degree.What is important is that they are lives. And probably, in yourcase, it is the life of a family member or a close friend.Just within the past three weeks the Indy FSDO had to investigatetwo aircraft accidents. Fortunately, no one was seriouslyinjured or killed. However, two perfectly airworthy aircraft weredestroyed. In both accidents it appears it was pilot proficiencyand airmanship that were the cause with the initial investigationpointing to a lack of training and an inability to respond properlyto a pilot induced emergency.So, keeping your knowledge and skills sharpened is just asimportant to you as it is to the heavy iron pilot, and RecurrentTraining is the way to do it. Now recurrent training does not haveto be painful. In fact, properly prepared for, it can be rewardingand enjoyable. What is takes is preparation and a qualifiedinstructor. All you need to do is set a plan for minimum recurrenttraining intervals and schedule the training.Remember, preparation and recurrent training is your best insuranceagainst a shortened flying career.——————————August’s meetingThe business portion of August’s meeting was held at the tailgateof Vern Sullenger’s pickup truck in the parking lot of the AviationTechnology Center on Wednesday, August 4, 2004, and waschaired by Chapter Vice President Mike Laurenzano. Shortlyafter 6:30 p.m. Laurenzano brought the meeting to order.IN ATTENDANCE: Noted as in were Dennis Crawley, DaleGustafson, Dave Helton, Mike Laurenzano, Michael Mossman,Vern Sullenger, Arvel Turner and Paul Vogel. If you were therebut we didn’t record it, let us know.GUESTS: Recorded as in John Frederickson, ReggieFrederickson and Dennis Singleton. The Fredericksons have aKitfox Model 4 that they built over a seven-year period. Sincecompleting it in 1997 they have accumulated about 160 flighthours. Singleton is a resident of Pegasus Farms airpark and willbe hosting the September meeting and flying. We welcome allguests and encourage them to attend a meeting, and especiallyto join the chapter!TREASURER’S REPORT: Vern Sullenger reports no changes tothe chapter coffers since the last meeting.PROJECT UPDATES: Michael Mossman reports unresolvedproblems with the nosewheel steering in his Zenair project.Nearly all of the rest of the aircraft is completed.Vern Sullenger reports that the RV-7A that he is building in partnershipwith Jon Byrum and Bart NG is nearing completion. Theynow plan on painting the airplane before flying it. The paintscheme is tornado red. They have a hangar at Eagle CreekAirport and expect it to be ready to fly in one month.Arvel Turner has been finishing on the fuselage of his RV-9A. Hewas able to sit in the fuselage and reports making “Mazda”engine noises. Arvel has a Mazda rotary engine conversion completewith gear reduction and other firewall-forward components.OLD BUSINESS: Mike Laurenzano reported that the chapterneeds to form an elections nominating committee for the upcomingelections. He warned that the president may appoint a nominatingcommittee; Gus Gustafson, Michael Mossman and PaulVogel volunteered to form the committee. Mike reports that thereare at least three or four offices where no one has offered to run.NEW BUSINESS: The Sport Pilot rule has been approved. Seestory below.50/50: Dave Helton won $13. Congratulations!PROGRAM: Following the conclusion of the business portion ofthe meeting those present drove over to the State Police hangarat Indianapolis International Airport. See feature story at end ofnewsletter——————————Welcome New MembersWe have had many guests over the past few months and manypeople have expressed an interest in our organization. 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around and see if you have any friends, family members oracquaintance that are interested in aviation. Take the time toinvite them as a guest to the next meeting. If you see somebodynew, introduce yourself, welcome him or her, and invite them tosign up. Also current members, please consider volunteering forthe Membership Committee.Dues are (over) Due!EAA Chapter 1311’s dues for 2004 are now due. Send your $20to the treasurer, Vern Sullenger, 1763 Ramsey Lane, Plainfield IN46168 317-839-8728. Thanks!Support Our ServicemenBe sure let the newsletter editor know if any of our members ortheir families has someone in the service, especially if they havebeen called up for active duty. We’d like to recognize them andthank them for representing us so honorably.SERVICEMAN UPDATE NEEDED: In December of 2002 JimGriffin joined Chapter 1311. Shortly before the war with Iraq startedJim signed back up as a Major with the Marines and has beenserving in Iraq. He had been receiving the newsletter via emailbut this past couple of months the emails to him have come backas undeliverable. If anyone knows how to contact Jim, or knowsof his whereabouts or of any way to track him down, please contactthe newsletter editor at michaelandkatie@tds.net.Sport Pilot Rule ApprovedAfter years of work by industry representatives, governmentalofficials and intense lobbying by the EAA, AOPA and others, theSport Pilot rule is approved and will become effective onSeptember 1, 2004.Sport Pilot/Light-Sport Aircraft: A SynopsisHere is a collection of answers to some of the more commonSport Pilot questions received a couple of weeks ago at EAAheadquarters.Gross weight = 1,320 pounds (600 kilograms)Floatplanes = 1,430 (650 kilograms)Maximum Full Power Speed = 120 knots (138 mph)Stall Speed = 45 knots (52 mph) · no more dual stall speedsFixed Prop - may be ground adjustableFixed Gear - amphibians allowed “repositionable” gearTwo- Place - pilot and one passengerDay VFRDriver’s License Medical Approved - however, if you havereceived a letter with the word “denied” from FAA, not from yourdoctor, you must get a one-time special issuance or FAA authorization· even if you have been denied in the past, you can tryagain for special issuance (medicines have changed, for example)· more on this as EAA continues to analyze the new rule.Owner Maintenance Approved on ELSAs - no changes - if youare operating an Amateur-Built or Standard category as an LSA,maintenance remains as it was without change.No recertification of aircraft required or permitted (this meansultralights are converted to ELSAs; all other aircraft certificationand maintenance remain the same).Rule Effective Date = 9/1/04.Sport Pilot ‘Catch 22’One of the main attractions for the Sport Pilot regulation was theself-certification for a pilot’s medical; a pilot would be allowed toself-certify their medical condition with a driver’s license. Thisfeature has been the holy grail for thousands of pilots who havebeen grounded for medical reasons. Many of these pilots are otherwisehealthy and safe for flight but are unable to navigate themedical gauntlet to get back in the air.One stipulation of the Sport Pilot self-certification is the previously-existingcondition: if a pilot has had a denial on their medicalthen they are not able to use their driver’s license as proof ofmedical eligibility. The unfair part of this rule is that someone elsecould have an identical condition, but if they hadn’t had an FAAmedical they could self-certify. The EAA is grilling the FAA on thisunfair catch.Sport Pilot RamificationsThe Sport Pilot rule has been championed by many in the aviationindustry as a lower cost and lower hassle way of gettingmore people into the air. The theory is that if more people areable to participate in the use of the airspace then the aviationindustry will grow and more economies of scale will be created,benefiting all pilots. One potential drawback is that of pilots “steppingup” from the unregulated world of aviation, in other words,ultralights.Under current rules the true ultralights are not considered aircraftand are unregulated by the FAA. Since they are not technicallyused for transportation, ultralight aircraft accidents are not investigatedby the NTSB. Although tragic when an ultralight pilot diesfrom an accident, the accident does not affect General Aviation’sstatistics. With self-certification of medical status many pilotsmight be stepping up from ultralights and ultralight trainers intothe more regulated world of Sport Pilot. These pilots, whose previouscrashes went unreported, may now adversely affect the GAworld. With many groups in the United States being unfriendly toaviation, any new GA accident will bring unwanted attention toour cause. We hope that the pilots who transition into GA will flyresponsibly.80-Octane Source Dries UpFrom AOPA ePilotAOPA has confirmed that Kern Oil, the last known refiner of 80-octane avgas, has stopped making all aviation gasoline. Manyairports have a small stockpile of 80-octane; when it’s gone it’sgone. Some aircraft owners are fueling up at the automotivepump, albeit with or without an STC; other are tanking with 100octane. Many engines built for the lower octane fuel aren’t toohappy burning 100LL. The lead can build up in the engine, stickingvalves and creating sludge in the oil. There are STCs for convertingthese engines to 100LL; you can also add some TCP tohelp your engine “get the lead out.”Support Our Member BusinessesAs a gesture of thanks to the members who donate their time,talent and materials to Chapter 1311’s various activities, theboard asked that members be able to advertise their normal businessservices on the website. We would like to post a list for yourbusiness, which can include business name, your name, phonenumber, what you do, etc. We won’t be able to host a full-blownweb site for you but we can link to your site if you already haveone. We invite all members to see the business services pageand patronize your fellow members’ enterprises. Listing is freeand limited to those who have been a member in good standingfor at least one year. Contact Michael Mossman for more information.Visit the business services page at http://www.eaa1311.org/services.htmlChapter Elections Time ApproachesAlthough Chapter elections are scheduled four months from nowat the November meeting, the time has come to do some seriousthinking about who will be next year’s officers and directors. Ourchapter should have an elections committee so that we have aslate of candidates to announce at the October meeting.Our current president and vice president, Tim LeBaron and MikeLaurenzano, have served two terms each. They are both spend-——————————————————————————————EAA Chapter 1311 Newsletter • August 2004 • Page 2

ing a great deal of time out of state and will not be running foroffice next year. We will be needing members to step up andannounce their candidacies for office. We will need candidatesfor president, vice president, secretary, treasurer and board ofdirectors.How about you? Are you interested in helping the chapter to succeed?Now is the time to step up and offer yourself as a candidate.We need you consider the chapter’s needs and your abilityto fulfill those needs. Remember, this is your chapter. What youdo for the chapter comes back to you. Please consider taking aleadership role in the future of the chapter.What if you are thinking about taking a leadership role in thechapter but are concerned about the responsibilities and workload?Let’s look at what is required of the officers by the chapterbylaws:“The Chapter President shall be the Chief Executive Officer andChairperson of the Chapter Board of Directors. The ChapterPresident shall have, subject to the advice, direction, and controlof the Chapter Board of Directors, general charge of the Chapterbusiness. The Chapter President shall jointly execute with theChapter Secretary all contract and instruments which have firstbeen approved by the Chapter Board of Directors. The ChapterPresident may call any Special Meeting of the Members of theChapter Boards of Directors and/or general ChapterMembership....Basically, the president’s job is the PRESIDE over meetings. Thepresident isn’t necessarily the one who has to do all of the work,arrange for programs, chastise errant members, or flog the chapterinto participation. The president is the main contact of thechapter, the one who sees that things get done, but doesn’t necessarilyhave to do everything. It is perfectly acceptable (actually,preferred) that the president delegate responsibilities to members.“The Chapter Vice President shall be vested with all the powersand authority of the Chapter President and shall perform theduties of the Chapter President in the case of the ChapterPresident absence, disability, or inability, for any reason. TheChapter Vice President shall also perform such duties connectedwith the operations of the Chapter at the suggestion or directionof the Chapter President....”Basically, the vice president’s main responsibility is to step in forthe president. We’ve seen Mike Laurenzano fill in for TimLeBaron quite often in the past two years. Don’t think that thevice president has to bear the brunt of the work. Remember, thepresident gets to delegate responsibility to other members. If thevice president had to fill in for the president, then the VP gets todelegate, too!“The Chapter Secretary shall have the responsibility to take andpublish minutes of all meetings. The Chapter Secretary isresponsible for publishing notice of all regularly scheduledMembership and Chapter Board of Directors Meetings.Additionally, the Chapter Secretary is also responsible for publishingnotice of Special Membership Meetings, The ChapterSecretary, with the assistance of the Chapter MembershipChairperson, shall keep a Chapter Membership Book, Roster orRecord showing the name of each Chapter Member....”Basically, the secretary’s job is to keep the official records andperform the communications with members, EAA and groups asrequired by law. The secretary is not necessarily the newslettereditor; the newsletter editor is appointed by the president or thechapter board of directors, and can be done by someone otherthan the secretary.“The Chapter Treasurer shall execute all checks authorized bythe Chapter Board of Directors. The Chapter Treasurer shallreceive and deposit all funds in a financial institution recognizedby the Federal Deposit Insurance Corporation (FDIC) (for U.S.Chapters), and approved by the Chapter Board of Directors. TheChapter Treasurer shall also account for all receipts, disbursements,and the balance of funds on hand....”Basically, the treasurer receives the funds, writes the checks andkeeps a financial record of all transactions.Each of the chapter officers is a member of the board of directors.In addition to the four officers the chapter has three Class IIdirectors. These directors meet at the board of directors meetingsand exercise full voting privileges.The workload isn’t that high but the rewards can be great. As anofficer or member of the board of directors you can have a directand positive influence on the present and future of the chapter.We strongly urge you to step up and offer to take a leadershiprole in the chapter.Zellers Relocate to TexasGary and Samantha (Sam) Zeller have saddled up and hit thedusty trail. Gary writes: “Yes the rumors are true, we have movedto Texas. This was a job related move that landed us in theKingwood Texas area which is NE of Houston. Guess that I willnot make many meetings! I have kept in touch with Tim and willpass on my new email address and phone number when I getthem. Give my best to everyone and keep working on those projects.”In 2002 chapter founders Bob and Teresa Vondersaar relocatedto the Austin TX area when Bob’s employer, Inland Container,moved “his” Dassault Falcon jets and flight department to Inland.Just a few weeks ago our current president, Tim LeBaron,announced that the NTSB had an assignment for him at theirArlington TX office, albeit temporary. If he gets a permanent positionthen Erika will be joining him sometime this year. Now we’velearned that Gary has headed south (literally) to Texas, too. Doesanyone see a pattern here?I’d suggest that rather than letting them leave the chapter weform a chapter auxiliary, maybe call it the Chapter 1311 TexasOutpost. With four EAA and Chapter 1311 members (Bob,Teresa, Tim and Gary) we could fill all of the offices. This is contingentupon them NOT quitting 1311! How about, guys?Regardless, best wishes guys and gals. We hope that you findcontinued fulfilling and gainful employment, blue skies, tailwindsand flush-fitting rivets.Oshkosh ChroniclesMention the word “Oshkosh” to anyone and the first thing theythink of is the annual fly-in and incredible GA show, AirVenture.Oshkosh has become a tradition in many people’s lives, and hasalso been a major source of feature stories in the aviation press.Chapter 1311’s newsletter started its own Oshkosh tradition withBob Vondersaar’s report in the July 2002 edition of the newsletter.This year we plan on relaying to you any information offeredby our chapter members who attended Oshkosh this year.This month we highlight the Oshkosh experiences of our first participatingchapter member. Depending on the level of participationwe receive we will continue this feature through the next fewmonths’ newsletters.Longtime EAAer Dale (“Gus”) Gustafson attended his 44thOshkosh this year, racking up 38 consecutive years. The only“Oshkosh” he missed was in 1966 when the show and conventionwas held in Rockford IL. Once again Gus drove his trusty——————————————————————————————EAA Chapter 1311 Newsletter • August 2004 • Page 3

pickup truck to Wisconsin, then checked in at the Baymont inFond du Lac, and stayed for ten days.Once again, Gus served as the chairman of Antiques Judgingand Awards. During his off hours (early mornings and prior to theconvention) he spent time working at the Tall Pines Café. Gus dida little shopping, buying a few items from the Vintage DivisionRed Barn. One seminar of particular interest to Gus was that ofSport Pilot; he found time to attend that seminar. While inOshkosh he ran into quite a few old acquaintances, too many toname. In spite of all of the fun and activity he says that hisfavorite part was when it was time to come home to the family.Did you attend AirVenture this year? Share your experiences withthe rest of the chapter. Download a PDF form athttp://www.eaa1311.org/PDF_files/oshkosh_questionnaire.pdf forthe requested information or write your own Oshkosh story andforward it to the newsletter editor at michaelandkatie@tds.net.Building TipNow that you’ve just about finished that aircraft project thatyou’ve been working on for many years, you are just about readyfor the inspection and certification. There’s nothing left to build;what more needs to be done? Have you completed your weightand balance calculations?We learned how to do weight and balance calculations in groundschool. Basically, it’s an easy process. Get the aircraft level, raiseit up and place it on a set of scales. Record the weights at eachof the wheels. Add up the weights (subtract out the tares, if necessary)for the gross weight of the aircraft. Depending on thedesigner’s specs you may need to weigh it without fuel, oil andcoolant (if it uses any). Now multiply the weight of each wheeltimes the arm (distance from the datum point) to get themoments. If one or more wheels is in front of the datum point thatwheel will have a minus number, so its moment will be a negativenumber. Add up all of these moments. Now divide the totalmoments by the total weight to determine the location of centerof gravity forward or aft of the datum point. Sounds easy enough.But how do you actually weigh the airplane? The obvious answeris to place it on scales, but where do you get large enough andaccurate enough scales to do the job? My Zenair is a relativelightweight when it comes to certificated experimental aircraft; itwas expected to weigh between 600 and 650 pounds. Thatcomes out to about 200 or so pounds per wheel. Maybe I coulduse my bathroom scale. I zeroed in the scale then slipped it inunder a wheel. I raised the other wheels the same height of thescale and placed blocks underneath. After recording the weightof one wheel I moved the scale and blocks around until I hadweighed all of the wheels. The total came out to nearly 690pounds, unpainted. Ouch! I didn’t think that I added that muchequipment and modifications.Cheapie bathroom scales don’t necessarily weigh accuratelythoughout their range. Even if they are properly set to zero, theymight be inaccurate at higher ranges. What if they were only offabout three percent? At 100 pounds it could be anywhere from97 pounds to 103 pounds. At 200 pounds it could be anywherefrom 194 to 206 pounds. When weighing a thousand-pound airplanethe totals could be off by thirty pounds! Quite frankly, Idon’t think that their inaccuracy is linear. I believe that the inaccuracyincreases at higher weights. I suppose that it is possible totest this theory by weighing known weights but it’s still a tenuousprocess. There’s got to be a better “weigh.”The best way to weigh your airplane is with genuine aircraftscales. These dudes are heavy and expensive; no way youwould buy any for your project. Even if you were to sell themwhen finished, it wouldn’t work out as a good investment. Thebest value for your money is to rent or borrow a set. Where canyou get your hands on a set of aircraft scales around here?Chapter 67 in Noblesville has such a set of aircraft scales.Purchased used several years ago, they are a great investmentfor a chapter that builds a lot of airplanes. They have generouslyoffered to allow their members and other EAA chapters’ membersto use the scales. They do ask for a small contribution (we suggesta double-digit donation) to make their investment worthwhile.And they strongly recommend that you bring a sturdy pickuptruck and strong-backed buddy to help you heft them aboard.To “borrow” Chapter 67’s scales contact any member of thechapter, or call Don Roberts at 317-773-0436 or the chapterpresident Greg Dickos, at (317) 773-5131.Boone County Airport NewsBoone County Airport Association, the not-for-profit group formedto operate Boone County, continues to grow with more pilots joiningthe association. The association requires that anyone desiringto base an aircraft at the airport, buy fuel (not available yet)or use the maintenance hangars must join the association. Thereare nearly thirty members to date, and the hangars are about75% occupied. Although the enclosed, private hangars and allrented, there are still a few “open air” hangars available withrents ranging from $75 to $100 monthly.The apartment in the operations building has been removed andthe facilities are converted back into a full-time operations buildingwith snack and soda concessions, telephone and internetaccess complete with computer.Currently, the property is being maintained by association volunteerswho have been mowing grass, repairing the buildings andmaking other improvements and time and finances allow.The association holds monthly member meetings on the thirdSaturday of each month; the next meeting is on August 21 at 3p.m. in the Operations Building. Interested parties are invited toattend.Anyone interested in basing an aircraft at the airport or joiningthe association may contact any association board member oremail the association secretary, Michael Mossman, at michaelandkatie@tds.net.Tailwheel Research ConductedChapter 1311 member Ginger Davidson’s company, Time Pieces,LLC, has launched an initiative promoting safer stick and rudderflying. In an attempt to reduce the cost of insurance, improve tailwheelinstruction and knowledge, and improve aviation safety,Time Pieces is working with Purdue University, aviation insurancecompanies, and the FAA to create a tailwheel transition syllabusand CFI credentialing program.Research is the critical piece of this program. It will ensure a programbased on facts (not opinions) obtained from aircraft manufacturers,WWI - WWII aircraft training manuals/video, statisticsfrom insurance companies, NTSB reports, and pilots from the erawhen tailwheel aircraft outnumbered tricycle gear.Additionally, they need input from today’s tailwheel pilots andinstructors to round out the research. Although they received alarge amount of input at Oshkosh they can still use more participation.They have developed a website for an online survey. Toparticipate in the survey visit http://tailwheelresearch.iflytimepieces.com/.They will be conducting the survey through October9.Information on this program will periodically be updated on thewebsite: http://www.TailwheelResearch.IFlyTimePieces.com. For——————————————————————————————EAA Chapter 1311 Newsletter • August 2004 • Page 4

more information on the survey contact Ginger Davidson atGinger@IFlyTimePieces.com, Purdue’s Brian Dillman at dillman@purdue.eduor David Stanley atdlstanley@tech.purdue.eduFixing Newsletter Type SizesWe’ve had a few members write in saying that they were findingthe email version of the newsletter a bit too hard to read. Thereare lot of factors that can influence one’s ability to read type on ascreen, age of the eyes being only one of them. Let’s just say forthe sake of argument that your eyes are healthy and focus properly(glasses, LASIK or no correction necessary). What can youdo to make your newsletter easier to read?The email newsletter appearance is influenced by many factorsthat are outside of the control of the editor, but they are withinyour control. The displayed text size is dependent on the user’sscreen (monitor) size, resolution and defaults set up in the emailprogram. Text that looks good on one screen may be too largeon another, with weird formatting and poor fit for photos andheadlines, yet made be too small on another’s.The first thing to try is to set the resolution of your monitor to anoptimum level. Small 13-inch and 15-inch monitors weredesigned to display a VGA image, which is 640 x 480 pixels.Some can display resolutions of 800 x 600 pixels, and even 1024x 768. Your displayed type will scale inversely proportional to resolution:if you increase the resolution the type becomes smaller.You may want the higher resolutions to better display web pagesor work with large spread sheets but perhaps your email is toohard to read. Try bumping the resolution down one setting.Depending on the computer, operating system and email program,you may have an email text setting that is independent ofthe resolution. With NetScape (Macintosh OS 9) this is adjustedthrough the Appearance:Fonts preference, found under the Editmenu. Other email programs on differing operating systems willhave similar settings. Regardless of what computer you use, tryto keep your font sizes no smaller than 12 pixels. If you require ahigh resolution but still can’t read the type then bump up the minimumfont size.Older Macintosh and Windows operating systems had problemsdisplaying type on screen if the exact screen font wasn’t available.They had to extrapolate another screen font size and gotsome shaggy type at certain type sizes. With Adobe ATM affectingPS Type 1 fonts and the proliferation of TrueType this problemis going away. Some operating systems now synthesize theother screen fonts from the printer font file so that helps readabilitytoo.Email program default fonts will influence readability. I’ve triedlots of fonts for displaying my emails and have found thatGeneva is the most consistently readable font on Macintosh; Idon’t know what is best for Windows but the simpler the font thebetter. I force my email program (NetScape V7.0) to default bothSans and Sans Serif type to Geneva.Some members prefer to read the newsletter on paper ratherthan on screen. Although printing it can take quite a bit of time, itis easier to read because your printer is likely to print the typemore legibly than you computer screen can display it. Printing thenewsletter from the email version (html format) also tends to takequite a bit of paper so be sure to load up your printer before youhit the print button.Have you downloaded the PDF newsletters? That type is alsovery small, just because there is so much content to fit into aone-stamp mailable envelope. This whole thing needs somemore thought. In the newspaper world we looked for fonts thatwould optimize character count on a line while maximizing readability.We will be making changes that will work best for the PDFversion of the newsletter. To download the PDF versions of thenewsletter see http://www.eaa1311.org/newsletters.html. ThePDF version is usually posted on the site within a couple days ofthe email transmission.Perhaps it is time for a chapter newsletter poll to get some feedbackon improvement. Please let us know if you are having troublereading the newsletter or if other changes are desired. Emailyour comments to michaelandkatie@tds.net. I usually don’t hearmuch (people are reluctant to complain) but I have a thick skinand look for continual improvement.ATA Plans Tropical FlightsIndianapolis-based ATA Airlines announced on Monday, August 2that they would be adding flights from Indianapolis to Puerto Ricoand the U.S. Virgin Islands, and boosting service to Florida.ATA has seen some hard times due to pressures to hold the priceof fares down. After posting a $65 million first quarter loss, theairline wrangled a $43 million concession from its pilot union. Theflight attendants barely shot down a concession plan but the airlineplans on heading back to the bargaining table.ATA thinks that the new flights will boost revenues to bring it backto profitability. The new routes are likely to be flown with theirnewer regional jets. Although these jets won’t have as manyseats the operating costs are promised to be lower. And ATAwon’t face much competition on these routes. They hope thatthese niche markets will be more lucrative than competing headto-headwith the majors carriers on routes to the East and Westcoasts.Source: Indianapolis Star Section C, Tuesday, August 3, 2004Rolls-Royce Snags Military ContractRolls-Royce landed a contract to build engines for a proposedLockheed Martin spy plane intended for the U.S. military, Rollshonchos announced on Tuesday, August 4. The Army’s $79 milliondevelopment contract. If the spy plane eventually gets built, itcould replace three other aircraft models used to detect troopmovements, radar and communication.The Army is looking to buy 38 twin-engine aircraft, meaning 76engines and spare parts from Rolls. They Navy wants some, too.Total contracts could surpass $7 billion, although Roll’s share ofthat is unknown. Lockheed Martin partnered with Brasil’sEmbraer to design and build the spy plane. The new aircraft willprobably use the AE3007 engine, which is the main product builtby Rolls in Indianapolis. The Indianapolis factory has a capacityof building 19 engines per day. They are currently cranking out11 engines per day.Rolls is currently working on a cost-control project atIndianapolis, focusing on streamlining operations. If they are successfulthey stand a chance at building a replacement engine for500 U.S. Army Blackhawk helicopters.Source: Indianapolis Star Section C, Wednesday, August 4, 2004Young EaglesLet’s continue to introduce kids to the experience of flight andshare our passion for aviation. Hopefully we’ll inspire more kidsto seek careers in aviation or maybe to just study hard, get goodjobs and follow in our footsteps.EAA Young Eagles Update: By newsletter publication datemore than 1,073,500 Young Eagles have taken their first airplaneride.——————————————————————————————EAA Chapter 1311 Newsletter • August 2004 • Page 5

Nuclear Power Plants and FlightRestrictionsEditorial Commentary by Michael MossmanConnecticut Gov. Jodi Rell recently demanded additional airspacerestrictions for general aviation aircraft around nuclearpower plants. Homeland Security Secretary Tom Ridge hasrepeatedly reviewed concerns about the safety of nuclear powerfacilities and determined that airspace restrictions are unnecessaryand inappropriate. Even the AOPA President Phil Boyeradded that studies by independent nuclear engineers have concludedthat GA aircraft don’t cause any risk. “While general aviationdoes not pose a threat, the FAA has issued an advisory topilots to avoid circling or loitering over power plants,” Boyer said.Folks, we’ve all believed for years that there is no way a 2,000-pound tin can could crack a 10-15-foot thick reinforced concretecontainment shell around a nuclear reactor. No way. As reported,engineers and scientists alike have all done the math and concludedthat the risk is minimal from GA, if at all. But this issuedoesn’t seem to go away. Too many people are scared witlessagainst terrorist strikes and want any available panacea to allaytheir fears, regardless of whether it will work or not. And ofcourse there are other groups that are just downright hostile toGA. Whatever cheap shots or nasty little schemes they can comeup with to throttle GA seems fair game to these factions.Well, I propose a way to end the debate once and for all. Howabout a test? No, I am not talking about a computer simulation orstress analysis or any other such assailable argument. I proposea real test: take a decent sized aircraft, load it with fuel and fly itinto a reactor. Now before you think that I am bonkers (yes, thereis a real, if slight risk that the experts are wrong), I suggest thatwe perform the test on an inactive reactor. How about using onethat never “reacted”? I nominate Marble Hill in southern Indiana.As you may recall, Public Service Indiana attempted to soak theIndiana utility consumers for billions of dollars for this fiasco.Marble Hill was originally planned to cost about $700 million dollars.Cost overruns, design errors, new regulations and otherproblems pushed the projected cost to more than $10 billion(sorry, I don’t remember the real numbers). Then Three MileIsland came along and the Marble Hill project was shuttered. Allthat money spent and nothing to show for it. Nothing but the idealnuclear test facility, that is. Think about it: No matter how hard itwould be hit there is no way that any radiation could leakbecause it was never opened for operation. And because it wasn’tin operation there isn’t likely to be anyone on the premises forsuch a test.How about it? The air force and airlines have hundreds of airplanesin mothballs out in the desert. And all across the countrythere are hundreds of decrepit aircraft that cannot be economicallyrestored. Perhaps we could use such an aircraft on a “ferryflight.” After all, it would only be flown once! We could fuel up asmall twin or larger single for the test. The air force has lots ofexperience with drones; perhaps they could chip in a spare RCset and video outfit to control the plane. Why not fill it up withfireworks, just for the show? Maybe we could even have a fewbrave pilots get it in the air and on target before they bailed out.OK, we know that in our current society we could never bring thistest to fruition. Can you imagine the onslaught from the FAA,EAA, EPA, NASA, AOPA, NRC, BIA, NIMH, PETA, ABA andwhomever else? Some might suggest that with this brainstormingsession I suffered from too much hail damage. I won’t contestthat. But it is an interesting concept.Editorial Comments SoughtIf you have an opinion on any story that appears in the newsletter,or any other aviation-related issue, we want to read about it.We will make editorial space available for your responsible comment.Please contact the newsletter editor atmichaelandkatie@tds.netUpcoming Newsletter FeaturesProject Reports - We have many active aircraft construction orrestoration projects right now; our members would like to knowhow your project is progressing. The newsletter editor will becontacting you in the coming month or two to find out about thestatus of your project.Mystery Solo — A good friend and former member of the CivilAir Patrol suggested a feature that was popular many years agoin several California chapters: Mystery Solo. What they would dois feature a monthly description of a member’s first aircraft solo.The identity of the pilot would be kept secret, and the other memberswould try to guess who they thought it was. They wouldthen reveal the name at the next meeting or newsletter. If youwould like to volunteer your first solo just email a short descriptionof the event to the newsletter editor atmichaelandkatie@tds.net. We’ll keep it confidential until themeeting.Building on a Budget — Although some of us are able to buildour projects with every conceivable or desired piece of equipmentor feature, many of us are far more limited resources. We’dlike to investigate the opportunities of building on a budget withon-going ideas and guest stories.We need members to participate in one or two of the plannedfeatures above, and no previous writing experience is necessary.The newsletter editor will help out with spelling and grammar.Feel free to offer as much information as you are comfortablewith sharing. Just type out some notes and email them to thenewsletter editor. Note: we may contact you by phone or emailfor more information on your project.To download a “printer-friendly PDF copy of the Project Reportquestionnaire seehttp://www.eaa1311.org/PDF_files/project_report.pdfTo download a “printer-friendly” PDF copy of the Oshkosh questionnairesee http://www.eaa1311.org/PDF_files/Oshkosh_questionnaire.pdfCalendar of EventsSeptember 4 - Fly-In/Cruise-In, Marion IN. Seehttp://www.FlyInCruiseIn.comSeptember 10 - Fly-In Chicken Dinner, 4:30 to ?, $6, Bryan OH0G6, EAA Chapter 816September 16-19 - National Aviation Heritage Invitational(Western Regional), Reno NV, vintage aircraft competition. Formore information call 1-800-274-JETS or visit http:www.heritagetrophy.orgSeptember 25 - Wood, Fabric & Tailwheels Fly-In, Lee BottomFlying Field, Hanover IN. For more information contact Ginger(Gordon) Davidson at 812-866-3211October 10 - Fly In and Hog Roast, EAA Chapter 67, NoblesvilleIN I80. For more information call 317-773-5298Mid October - Copperstate Fly-In, date and location TBANovember 13-14 - Las Vegas Air Show, Nellis AFB. USAFThunderbirds, Las Vegas air racing. For more information seehttp://www.nellisairshow.comNext MeetingThe next meeting will be on Saturday, September 18, at 11 a.m.at Pegasus Farms fly-in community in Monrovia and will bechaired by chapter Vice President Mike Laurenzano. Program:TBA.——————————————————————————————EAA Chapter 1311 Newsletter • August 2004 • Page 6

Directions by ground:Get off I-70 at the Indiana 39/Monrovia exit and take Indiana 39south to Monrovia. At the T intersection in Monrovia make a rightturn to the Baltimore Road (on the west side of Monrovia) anddrive south on Baltimore Road about 2.5 miles until you come toa black rail fence on the left. There will be a “Pegasus Farms”sign. Drive into the development and follow the road to the right,down the hill and up the hill all the way around until you come tothe open area. You will see a white brick house and a hangar.The meeting will be in the hangar. If you get lost call 996-2899(Peggy Mershon) or 201-5889 (Mike Laurenzano cell phone).Directions by air:Pegasus Farms airstrip (Mershon’s) at N 39 degrees 32.80’/W 86degrees 28.60’ or VHP VOR 200 degree radial at 16.9 DME.“Mershon’s” is on the inset portion of the St. Louis Sectional only,and not on the main chart itself. It also is not on the Indiana StateAeronautical chart. The runway direction is 16/34 and is a2,900’+ grass strip x 100’ wide with trees along each side and onthe north end. To the south of the strip is a development. There isno wind sock so you will have to rely on your piloting skills to figureout which runway is favorable. Unless the winds necessitateit, land and depart to the south. The runway slopes up from thenorth end and levels off about one third of the way down the runway.There is plenty of stopping distance from a touchdown pointat the top of the upslope. Though there is no Unicom, we will tryto have someone monitor 122.9 for landing information. so try tomake contact when about 10-5 miles out. Also, please rememberto get a pilot briefing. Aside from the weather, the TFR’s are stillwith us.Don’t forget to INVITE A GUEST!On the Radar:September 18 - Fly-In at Pegasus FarmsOctober - Indianapolis Colts aviation department or PeteCozzolinos)November 3 - Chapter elections; program: Visit Boone CountyAirportDecember - Annual Christmas party at Vern and Lou Sullenger’sChapter 1311 Board of Directors for2004President: Tim LeBaronVice President: Mike LaurenzanoSecretary: Michael MossmanTreasurer: Vern SullengerDirector: Glen MatejcekDirector: Dirk MelchiorDirector: Paul VogelNewsletter editor: Michael MossmanClassified AdsHANGAR AVAILABLE: Anyone interested in a hangar at 2R2, please call MikeLaurenzano at 201-5889 or mikelaurenzano@yahoo.com.FOR SALE: Custom composite panel flush-mount for Garmin GPS 196 $75Contact Larry Rush k9hxt@msn.FOR SALE: O-470 engine. Contact Bob Vondersaarbobandteresa78@msn.com for details.FOR SALE: Inflatable life jackets for over-water flight, only $5 each! ContactBob Vondersaar bobandteresa78@msn.com or Tim LeBaronTJLebaron@CS.com. Proceeds benefit Chapter 1311.FOR SALE: Four sets of very nice Koss headphones. Contact Bob Vondersaarbobandteresa78@msn.com or Michael Mossman michaelandkatie@tds.netfor details or to make offer. Proceeds benefit Chapter 1311.FOR SALE: Three lighted and adjustable “flight desks” for aircraft installation.Contact Bob Vondersaar bobandteresa78@msn.com or Michael Mossmanmichaelandkatie@tds.net for details or to make offer. Proceeds benefitChapter 1311.TIG WELDING: Need custom welding for your project, or for repairs? ContactTim LeBaron at TJLebaron@CS.comFOR SALE: Stinson L-5 Landing gear Struts. Contact Kenny Shull 317-539-5542.2004 Membership RosterLast updated July 2, 2004NAME EMAIL ADDRESS PROJECT(S)BEETHAM, John jabeetham@earthlink.net Fokker D VII, Piper DakotaBYRUM, Jon jbyrum@byrumarchitects.com RV-7ACHAPMAN, Jeff PoP6756@aol.com Piper Tri-PacerCLARK, David davecpd@iquest.net 946 Aeronca ChiefCRAWLEY, Dennis Crawley27@comcast.net Grumman TigerCUTHBERT, Steve stepcuth@msn.com RV-8DAVID, Glen propellerprecision@hotmail.com SoneraiDAVIDSON, Ginger planecrazy13@att.net RV3GRIFFIN, Jim jimg@netcapade.net Questar VentureGROVER, Troy rv6grover@netzero.net RV10GUSTAFSON, Dale DALEFAYE@msn.com Piper J-4HARRINGTON, Bill bhis60@yahoo Cessna 182HELMINGER, Mark mchelminger@hotmail.com helping othersHELTON, Dave dhelton@iquest.net Piper Tri-PacerLATHROP, Steve lathropdad@worldnet.att.net BearHawkLAURENZANO, Mike mikelaurenzano@yahoo.com Bushby Mustang IILeBARON, Tim TJLebaron@CS.com RV8, Breezy, 1946 ErcoupeLONG, Chuck charles.long@GM.com Zenair 601 HDSMATEJCEK, Glen aerobubba@earthlink.net RV8MATEJCEK, Robin aerobubba@earthlink.net RV8MELCHIOR, Dirk d-r-melchior@msn.com F1 RocketMOSSMAN, Michael m_mossman@enovationgraphics.com Zenair 601 HDSNG, Bart bng@math.iupui.edu RV-7AREYNOLDS, Gary n98gr@aol.com RV6ARINEHART, Mark capt_riney@yahoo.com Kolb Mark III ClassicROEVER, Doug dmroever@iquest.net RV-7 Tail kitRUSH, Larry k9hxt@msn.com RV6A, RV-8SHULL, Kenny PHONE 317-539-5542 Helping OthersSULLENGER, Vern sullenger@iquest.net Cherokee 140, RV-7ATURNER, Arvel aero451@hotmail.com RV-9AVITTETOW, J.C. j_vittetow@msn.com PA22VOGEL, Paul pvogel@indy.rr.com Helping othersVONDERSAAR, Bob btvondersaar@sbcglobal.net Steen SkyboltVONDERSAAR, Teresa btvondersaar@sbcglobal.net Steen SkyboltZELLER, Gary garyzeller@sbcglobal.net Brantly helicopterSee our chapter roster online at http://www.eaa1311.org/memberroster.htmlDid we miss anybody? Please let us know; we’ll get it updatedright away.————————————August ProgramSgt. Richard “Ric” Cool is a helicopter and fixed wing aircraft pilotfor the Indiana State Police. Ric is one of the two pilots stationedat the state police aircraft hangar at Indianapolis InternationalAirport; the other was working on updating an aircraft computer.Ric led the members and guests on a “ropes down, hands-on”tour of the state police hangar and facilities for August 4, 2004,meeting program.Chapter member Paul Vogel says that he helped start the statepolice aviation group. When the group was formed they had 14pilots. Cool says that the state police currently have only 8 pilotsfor all of the planes. The state police’s first flight was in 1947,and was necessitated by the increase in automobile traffic causeby the Indianapolis 500. The state police bought a Navion foraerial observation. In 1969 Vogel bought the hangar for the state,mentioning that they got the money for the fleet from the Nixonadministration.The state police’s first helicopter was a Bell 47, the same model——————————————————————————————EAA Chapter 1311 Newsletter • August 2004 • Page 7

as those flown on the TV show M*A*S*H. The old Bells hadwooden blades. When the blades were wet the rotor would beout of balance for hours, causing tremendous vibration levelswhile in flight.Currently the Indianapolis post has six aircraft, two fixed wingtwins and four helicopters. The fixed wing twins are a BeechBaron E55 (piston engines), a Beech King Air B200 (turboprops),two Bell Jet Rangers, a Bell Long Ranger III and a Hughes MD500E. All of the helicopters have turbine engines.The state police received some of their helicopters from theNational Guard. As such, they cannot transport civilians in themso they are used strictly for law enforcement purposes. TheGuard helicopters can theoretically be flown without a license.They have N-numbers but Cool claims that the FAA doesn’t careabout them. The Guard helicopers are popular with the pilotsbecause they have bulletproof seats, ideal when the bad guysdecide to shoot back.There are risks to operating a helicopter in law enforcement.Cool says that they have had one pilot take a bullet through amain rotor blade, narrowly missing the rotor spar; another took ahit through a rail rotor. Both pilots claimed that they could not feela difference in performance or handling. Nonetheless, the bladeshad to be replaced. In the case of the main rotor the blade cost$28,000 to replace.need weapons as the governor has other body guards.The pilots like to fly the Long Ranger III because of its smoothhandling, speed and three-hour range. Equipped with an Allisonturbine engine, it can carry up to seven people, fly at a maximumaltitude of 20,000 feet, or cruise at 125 mph. The helicopter isequipped with search lights and IR cameras, making it easy forthem to locate suspects in any type of visibility.One situation that Cool does not want to fly the Long Ranger isin icing conditions. The Long Ranger III’s blade tips spin atspeeds up to 400 mph; with a little bit of ice the centrifugal forcesand resultant imbalances can be tremendous.The state police don’t have anyone on staff at the moment to flythe Hughes helicopter. With a cruise speed of 150 mph and a topspeed of 175, it is the fastest in the fleet. It is stored in the backof the hangar with its five rotor blades located on a rack high onthe hangar wall.The three Bell helicopters at the Indianapolis hangar all have twomain rotor blades, This configuration allows them to be moreeasily stored; they take up much less hangar space. The helicoptersare moored on rolling platforms that can be towed in orout of the hangar with a small tug that looks like a large gardentractor. This arrangement allows the crew to quickly store ordeploy the helicopters.Cool says that helicopters are somewhat fragile. The skins composingthe rear “fuselage” are highly stressed. A skin with ascratch no more than ten-thousands of an inch deep needs to bereplaced. “The more you know about a helicopter the less youwant to fly in it,” he says.Cool says that statistically, more small fixed wing aircraft hitpower lines than helicopters. He says that the state police naturallyfly low, but because of the lower speed of the helicoptersthey can more easily avoid power lines. Because the risk ofpower line encounter is still there, their helicopters have wire cutters.Cool professes to be a flying nut; he says that he absolutelyloves flying. He worked as a flight instructor in South Bend andjoined the state police to fly. Since all state police pilots comefrom road troopers, Cool worked for many years as a trooperwaiting for his opportunity to fly. After five and a half years waitingfor an opening he says that he withdrew his application as hethought that he might have to uproot his family. After six yearswith the state police the Indianapolis post had an opening. Coolgrabbed it.The state police have other flying positions open at other posts;successful applicants will need multi-engine time. Cool says thatpositions are often open for a while. He says that sometimes thepilots are very good but just not interested in flying; others mightbe interested in flying but don’t care for police work. The idealpilot needs to be motivated to do both.At the moment the state police have only one person who isqualified to fly the King Air, a $4 million aircraft. Cool is workingon qualifying for the King Air. He says that when he accumulates500 hours of flying time the Baron and 250 hours in the King Airhe can transition to the left seat of the King Air. Cool says thatthe state police can hire contract pilots when necessary.When flying helicopters the pilots wear guns; they are regular,full-time state police officers. When flying the fixed wing aircraftthey are usually headed out of state and therefore don’t wearguns. Cool says that when transporting the governor they don’tThe state police have a new radio system allowing communicationwith all ground units. Currently, only one helicopter has thisnew radio.One important role of the aviation section is participation in marijuanaeradication. Sponsored and funded by the DrugEnvorcement Agency, the state police receive up to $750,000 peryear for their efforts. Cool says that they get lots of cameras,drug eradication program cars, bulletproof vests and other items.The State Police Aviation Section does more than just lawenforcement. Their most frequent assignment is to transport stateofficials. Occasionally they will fly rescue missions where boatshave been stranded on dams, and other similar emergencies.Cool related the story of one such rescue that was captured inthe news media. The pilot later appeared on several TV programs,and has since been known to his fellow troopers as“Hollywood.”As much a Cool and the other pilots and mechanics enjoy theirjobs, not every part of a governmental flight department is fun oreasy. One big difference between a private sector corporate flightdepartment and it’s equivalancy in the state goverment is that theprivate company can buy parts or services any time needed (provided,of course, that it has the money). Not so with a governmentaldepartment. For any parts purchases or non-departmentalrepairs they are required to get three bids, then submit the bidsto the state’s purchasing department in downtown Indianapolis.There are many problems with this procurement scheme that areunique to a flight department. One, there is only one manufactureror supplier for most, if not all, of the parts. Secondly, therearen’t many outside providers who are qualified to work on theirequipment. Next, they try to give preference to Indiana-basedcompanies, and are required to give special consideration tominority-owned business. All of these complications can leave anaircraft grounded for a long period of time while waiting for muchneeded parts or services. As a result, it is a difficult process toget repairs in a timely basis. The state police mechanics, showingtheir resourcefulness, have come up with some clever workarounds.Once such tactic is to solicit bids from companies whocannot supply the part but instead submit a bid for a part that will——————————————————————————————EAA Chapter 1311 Newsletter • August 2004 • Page 8

not meet the specification. Cool recalled the story of a lawn andgarden company that asked why they were invited to bid on aircraft-gradebolts. The mechanics know who can and cannot providethe approved parts or repairs. They will do what they needto get the paper work and bids through the system then reject theunqualified bids or bidders in order to get the proper parts.Cool says that the state police mechanics don’t do avionicsrepairs, so this equipment will be subjected to the state’s lengthybidding and procurement process for repair or replacement.One area that of maintenance that can only be done by a singleprovider is when the aircraft manufacturer, Bell, comes out oncea year to inspect the aircraft. An area that state police don’t haveto solicit bids is for insurance. The reason, they don’t carry any.The state police self-insures their aviation department.——————————————————————————————EAA Chapter 1311 Newsletter • August 2004 • Page 9