NEW BUSINESS: The Board of Directors held a brief meeting prior to the regular chapter meeting. The board discussed the potential programs for the summer meetings.
I'm finally getting around to putting my thoughts and comments on paper nine days after our chapter meeting. This was one of our better meetings, with 25 members and guests attending. My thanks go out to all persons involved. The program featured Mr. David Gray, an artist from the Indianapolis area. This gentleman's work just has to be seen by more people in the aviation and racing fields.
I'll move on now to what I think is becoming a major problem in the aviation area - ACCIDENTS - too many of them! In Florida alone there were two of them in the Ocala-Gainesville area in two days. The first one was on Good Friday; all three occupants survived. The second one on the next day, all three occupants perished. The Sunday following Easter, there was a mid-air somewhere in a western state where 5 people perished and during this time frame we lost Scott Crossfield in northern Georgia. If all the above isn't bad enough, I arrive home and read about the crash at Bloomington, In that took five lives. My question is "What is going on"? Maybe we need to take a step backwards, slow down, re-analyze what we may be doing wrong, take appropriate steps to correct things and then move ahead, keeping SAFETY in the forefront.
While I'm on my soapbox, I'll take up the subject of Sport Pilot. If you are approaching the age of 80 and have a FAA medical, just let it EXPIRE (key word). You'll be able to continue to fly in the small 2-place aircraft and still be able to enjoy the "pleasure of flying." Another caution is; if you plan to purchase an old Cub, Champ, Chief, etc. make sure the paper work is in order and nothing has been done to the aircraft to take it out of the sport pilot (LSA) category. It cannot be taken back. The EAA is trying to address some of the problems that seem to come to the surface every day. When the government is involved, only time will tell. The problem is we run out of time before the government does.
I'll try to finish on a lighter note. As most of you know, my aviation career has involved eating out a lot. It ranges from eating in greasy spoons, coffee shops, to hotel dining rooms. Then you have the waiters and waitresses. One of the best that I have ever had is Pam. She works in this small restaurant called "Rene's" located in Orange Springs, Fl. The food is good and when things are busy, Pam keeps it moving, but still has time to converse with the customers. Don't give her a hard time cause she will sass you right back. She refuses to serve me dessert, but then will turn to my wife and ask her what she would like. Her answers to me range from "We're all out", "just ran out", can't have that", to 'ABSOLUTELY NOT'!
Gus
May's meeting was held on Wednesday, May 2, 2006 at Hendricks County Airport. Chapter President Dale Gustafson opened the meeting with the Pledge of Allegiance.
IN ATTENDANCE: John Broyles, Skip Budny, Tom Chapman, Dave Clark, Dennis Crawley, Troy Grover, Dale Gustafson, Bob Henderson, Kenneth Hill, David Kopeshka, Steve Kopeschka, Chuck Long, Glen Matejcek, Robin Matejcek, Doug Moncreiff, Michael Mossman, Gary Reynolds, Kim Shumaker, Vernon Sullenger and Paul Vogel. If you were there but we didn't record it, let us know.
GUESTS: Kay Budny, Mike Crenshaw, David Gray, Faye Gustafson, Paul McCord, Al Johnston and Amy McNaught.
SECRETARY'S REPORT: A reading of the minutes was waived.
TREASURER'S REPORT: Vern Sullenger reports that the chapter has $1,630.05 in the coffers, $20.00 to deposit prospects for new members.
NEW BUSINESS: The Board of Directors held a brief meeting prior to the regular chapter meeting. The board discussed the potential programs for the summer meetings.
AIRPORT REPORTS: Dave Clark and Dennis Crawley gave a Hendricks County Airport report. Chuck Long gave a Boone County Airport report.
CALENDARS: Vern Sullenger has one EAA calendar for 2006 left. Price is $12.
REFRESHMENTS: Dennis Crawley provided pizzas for all who skipped dinner to attend the meeting, and Faye Gustafson made plate of brownies.
PROGRAM: Aviation artist David Gray spoke about his paintings of historical aircraft. See feature story at end of newsletter.
Paul works for American Airlines; previous assignments include Hulman, American Fletcher Bank, Braniff and Conseco.
Paul and his wife Linda live in Danville. Next time you see them thank them for joining up!
We have had many guests over the past few months and many people have expressed an interest in our organization. Look around and see if you have any friends, family members or acquaintance that are interested in aviation. Take the time to invite them as a guest to the next meeting. If you see somebody new, introduce yourself, welcome him or her, and invite them to sign up.
To get a downloadable PDF membership application see http://www.eaa1311.org/PDF_files/membership_application.pdf
New Ratings
Vogel is a member of the chapter's board of directors and is a former treasurer.
Congratulations, Paul, on this new rating.
Building Tip
Since Indiana does not have a reciprocal tax collection system with many states, builders might assume that they won't owe a sales tax on their project. But according to Indiana law, they will owe a Use Tax on any portion of their project that was not taxed by Indiana or the state that their components came from. That portion is taxed at the Indiana Sales Tax rate of 6% of the amount paid.
If you think that because your built it, you might try to sneak around the system, think again. The Indiana Department of Transportation has employees that scour the FAA registration files looking for transactions that affect the state. When you register your aircraft, regardless of whether or not it is completed, the state registration fee and use tax is due at that time.
What happens if you don't register with the state? The INDOT will send you a notice and charge you the use tax at an assessed value of up to $100,000, plus interest and penalties. If you spent less than that on your project, the burden is on you to prove it. At $100,000 your tax bill could tally $6,000, not counting interest and penalties!
Be sure to keep a record of your expenses and note in your building log that when you receive your temporary registration that you need contact INDOT and make your Indiana registration application. And be sure to budget into your project the appropriate amount of tax.
Wright Stuff Competition Sponsored by Chapter 650
So if you can come out and hold a stop watch or a clipboard, or help with crowd control, please contact Tim Sparks at elmshoot@aol.com as soon as possible. If volunteering, give Tim your name phone, number and shirt size.
The Wright Stuff Competition will be held from 7:30 a.m. to 3:30 p.m. on Saturday, May 20, at the Mellencamp Pavilion on the Indiana University campus in Bloomington, which is the indoor football practice field, next to the Indiana University tennis pavilion. Pizza lunch, drinks and on-the-job training are provided, along with a volunteer t-shirt.
For more information see http://www.soinc.org/events/wrightstuff/index.htm and http://www.indiana.edu/~nso/registration/faq.shtml
Sport Pilot Training Available
For those of you who might prefer to fly a more traditional aircraft that qualifies under the light sport aircraft rule, Ron Huddleston (812-392-2110) from Scipio offers Sport Pilot instruction in his J-3 Cub. And to be completely fair, Ron was the first in our area to offer Sport Pilot instruction; having begun last summer. Ron just doesn't market very aggressively, and his J-3 is pretty much a warm-weather airplane.
Flying the Evektor Sportstar
Let me start out by saying that the Sportstar is truly a "real" airplane. The controls are completely conventional. It is of all metal construction and feels solid to fly. Nobody will confuse this plane with an ultralight. It is roomy inside (way better than a Cessna 150), and with the bubble canopy the visibility is excellent. The high-revving Rotax engine takes a little getting used to, as does the relatively sensitive pitch and yaw control, but no more so than learning to fly any other new type of airplane.
During our flight we did all of the Sport/Private Pilot maneuvers. (Remember, Sport Pilot is essentially the same as Private Pilot, except without night or instrument training, and radio usage and towered airports are optional.) Stalls are very soft with no tendency to drop a wing. There is no stall horn, but a substantial pre-stall buffet warns of the impending stall. Steep turns are very easy using the prop spinner as a reference on the horizon. Due to the sensitive pitch (elevator) control very little back pressure is needed to maintain altitude in a steep turn. Slow flight at around 50 mph (not knots) is easily performed. Short field and soft field takeoffs and landings are the same as in any other airplane. With just a little coaching from Chad I was able to make good landings in the Sportstar right away. The airplane does have a low flap deployment speed so it is necessary to specifically retard the throttle and slow down before pulling up on the mechanical flap lever. Once the flaps are deployed you have to be careful not to let the airspeed get above the white arc, a mistake that occurs very easily, at least for me. The Sportstar slips just fine, although the slip does not produce a very great rate of descent. It is not slab-sided like a Champ or Cub.
The Evektor Sportstar is a $100,000 airplane. Before you gasp at that price consider that the Diamond 2-seat DA-20 aircraft now sold by Skyward at Seymour costs something like $160,000, and a new Cessna Skyhawk is over $200,000. The $100,000 price tag on the Sportstar includes the avionics; a Garmin 396 color GPS, a communications radio and a transponder. There is no VOR receiver or vacuum gyro instruments. There is an electric turn coordinator, and heading is best derived from the GPS display.
All in all the Sportstar was easy, comfortable and fun to fly. The sensitive rudder and elevator took some getting used to, but they are not so twitchy as to be difficult to master. They just require a light touch. It is a fine trainer, and would be good on trips provided you don't bring much baggage.
EAA AirVenture NOTAM Now Available
The 32-page printed NOTAM, which is in effect July 22-31, outlines procedures for the many types of aircraft that fly to Oshkosh for the event, as well as aircraft that land at nearby airports. It was designed by EAA and FAA to assist pilots in preparations for their AirVenture flights. If you plan to fly to EAA AirVenture this year, the NOTAM is required reading before making your trip, so become familiar with Oshkosh's unique arrival and departure procedures.
Changes from the 2005 version include:
Fatal Return to the Airport
Is it experience? I do not believe this to be the case. Several times I have witnessed the fatal results after high-time ATPs and CFIs have tried this maneuver, and on the other hand have talked to a student pilot who landed straight ahead and walked home. Could it be the fear of landing in the trees? Perhaps this could be the reason. However, I have talked to many people who have received minor injuries after a landing in trees, but only remember taking to one pilot who survived a stall/spin. In this accident his passenger was fatally injured. What about the "Super Pilot" syndrome? I can fly anything, anywhere, anytime, and in any weather. "As long as I'm 500 feet AGL I can make it back." Or perhaps it is the pilot that believes the engine will never quit so he doesn't practice or prepare mentally for it. So why is it often detrimental to try to turn back?
There are two factors against the pilot when trying to return to the airport. If the pilot departed into the wind, turning back will result in a tailwind and possible stall. Second, the airplane will be losing considerable altitude during the turn. Most likely the airplane will cartwheel after a wingtip impacts the ground, or the airplane will stall as the pilot is pulling back to avoid the ground. Either way, a stall that results in an uncontrolled descent to the ground is bad news. So what is the alternative?
According to FAA-H-8083-3, Airplane Flying Handbook, "... If an actual engine failure should occur immediately after takeoff and before a safe maneuvering altitude is attained, it is usually inadvisable to attempt to turn back to the field from where the takeoff was made. Instead, it is safer to immediately establish the proper glide attitude, and select a field directly ahead or slightly to either side of the takeoff path." I understand that the airport is a better landing environment than trees, a fence row or furrowed field, where the airplane would likely flip over. The fact of the matter is that a pilot's chances of walking away from an inverted airplane are so much better than if the airplane stalls during the tight turn and hits the ground. The high G forces would be catastrophic for the pilot and occupants.
So from my perspective, acquire knowledge about your airplane, prepare mentally, and expect an engine failure. At a safe altitude, determine how much altitude your airplane requires to do a 180-degree turn while transitioning from best angle of climb (Vx). I'll bet you will be surprised. Keep in mind that the altitude required for the 180 turn will change with temperature and wind. Prepare yourself mentally before every takeoff as to what you are going to do if the engine quits. Expect that the engine will quit and you won't be surprised when it does. And if it does, cinch up those shoulder harnesses (you do have shoulder harnesses, don't you?), pick and commit to a landing spot, bleed off as much energy as possible, and leave the airplane to the insurance company.
The pilot's number one goal must be to extract as much energy away from the occupants as possible during the landing. If the options are to hit a fence at the far end of a field or to put the airplane down at a fast airspeed in the middle of the field, then by all means hit the far end fence. The longer the pilot can bleed off speed (energy) the less likelihood for serious injuries. Don't run the risk of a cartwheel by landing at a higher airspeed in the middle of the field while attempting to save the airplane. If the only option below the airplane is trees, touch down at the lowest possible speed, but DO NOT STALL. If control is lost while attempting to return to the airport, avoiding trees, a fence, or other obstacles, and a stall/spin occurs, your days of flying are over. So in closing, if you remember nothing else about my ramblings, do remember this; "LAND THE AIRPLANE AT THE SLOWEST POSSIBLE SPEED WHILE UNDER CONTROL." The uncontrolled descent is usually fatal.
(The opinions expressed in this article are those of the author and do not necessarily reflect those of his employer.)
Planning the Fly-In Circuit
Sinful Sundays Return to Lee Bottom Field
Members With the 'Right Stuff'
Support Our Servicemen
SERVICEMAN UPDATE NEEDED: In December of 2002 Jim Griffin joined Chapter 1311. Shortly before the war with Iraq started Jim signed back up as a Major with the Marines and has been serving in Iraq. He had been receiving the newsletter via email but this past couple of months the emails to him have come back as undeliverable. If anyone knows how to contact Jim, or knows of his whereabouts or of any way to track him down, please contact the newsletter editor at michaelandkatie@tds.net.
Hendricks County Airport News
Dave Clark is surveying based aircraft that could do a GPS approach to the airport, if an official approach could be implemented.
Dave Clark reports that the plan for building a new 16-space hangar has been added to the agenda.
The BAA appears to be softening its ban on ultralights, saying that it might approve them operating from the airport. Ultralights may be required to operate west of the field, meaning that they might be forced into a non-standard pattern when the wind favors runway 18. The BAA may be requiring two-way radio communication in ultralights operating from 2R2, which is contrary to FAA requirements for a non-controlled airport.
Indianapolis International Airport News
The tower was designed to allow the controllers to look over the new terminal buildings and observe practically every square inch of the runways, in accordance with new federal safety requirements.
The tower can accommodate up to nine controllers in the top cab and more TRACON controllers in the base. About 13 controllers will work in the tower during each 8-hour shift.
Columbus Airport News
Boone County Airport News
Hangar Space
Young Eagles
Let's continue to introduce kids to the experience of flight and share our passion for aviation. Hopefully we'll inspire more kids to seek careers in aviation or maybe to just study hard, get good jobs and follow in our footsteps. If you would like a copy of the Young Eagles form download it at http://www.eaa1311.org/PDF_files/Young_Eagles_form.pdf
EAA Young Eagles Update: By newsletter publication date more than 1,213,976 Young Eagles have taken their first airplane ride.
Editorial Comments Sought
Newsletter Contributors Needed
Calendar of Events
May 20 - Sporty's Fly-In and Open House, Clermont County Airport, Cincinnati OH. Free hot dogs. Many manufacturers and exhibitors will be there. For more information see http://www.sportys.com/flyin.
June 10 - EAA Chapter 67 Fly-In Breakfast, Noblesville Airport I80. For more information see http://eaa67.org
June 10 - Annual Antique Aircraft Fly-In and Spring Burger Burn, Columbus IN Airport (BAK). Breakfast and lunch, many activities. For more information contact Mike Williams at 812-375-1954
June 9-11 - Golden West EAA Regional Fly-In, Yuba County Airport (MYV), Marysville CA. For more information see http://www.goldenwestflying.org
June 11 - Hanover IN, Sinful Sundays at Lee Bottom Field, ice cream fly-in desserts, 1-3 p.m. Information: http://www.LeeBottom.com or email info@LeeBottom.com
June 24-25 - Rocky Mountain EAA Regional Fly-In, Front Range Airport (FTG), Watkins CO. For more information see http://www.rmrfi.org
July 5-9 - Northwest EAA Fly-In, Arlington Municipal Airport (AWO), Arlington WA. For more information see http://www.nweaa.org
July 9 Hanover IN - Sinful Sundays at Lee Bottom Field, ice cream fly-in desserts, 1-3 p.m. Information: http://www.LeeBottom.com or email info@LeeBottom.com
July 24-30 - EAA AirVenture Oshkosh, Wittman Regional Airport (OSH), Oshkosh WI. For more information see http://www.airventure.org
August 13 Hanover IN - Sinful Sundays at Lee Bottom Field, ice cream fly-in desserts, 1-3 p.m. Information: http://www.LeeBottom.com or email info@LeeBottom.com
August 19 - North Vernon Airport Awareness Day, North Vernon IN
August 25-27 - EAA Mid-Eastern Regional Fly-In, Marion Municipal Airport (MNN), Marion OH.
September 23 - Paoli Aviation Day, Paoli IN
September 30 - 10th Annual Wood, Fabric & Tailwheels Fly-In, Lee Bottom Flying Field, Hanover IN. For more information see http://www.leebottom.com
September 30-October 1 - Virginia Regional EAA Fly-In, Dinwiddie Co. Aiport (PTB), Petersburg, VA. For more information see http://www.vaeaa.org
October 6-8 - EAA Southeast Regional Fly-In, Middleton Field Airport (GZH), Evergreen AL. For more information see http://serfi.org
October 7 - EAA Chapter 67 Annual Fly-In Barbecue, Noblesville Airport I80. For more information see http://eaa67.org
October 26-29 - Copperstate Regional EAA Fly-In, Casa Grande (AZ) Municipal Airport (CGZ). For more information see http://www.copperstate.org
For details on EAA Chapter fly-ins and other local aviation events, visit http://www.eaa.org/events.
Special note: There are many events that don't get on the calendar due to various reasons, but the most common is that the information never got to the newsletter editor. If you know of an event that should be listed here please notify the newsletter editor at michaelandkatie@tds.net as soon as possible. Try to provide as much information as you can, including the date, location and who to contact for more information.
Next Meeting
On the Radar:
Chapter 1311 Board of Directors for 2006
Newsletter editor: Michael Mossman
Classified Ads
FOR SALE: Custom composite 6.24"-wide panel flush-mount for Garmin GPS 296 or 396, $75 Contact Larry Rush k9hxt@sbcglobal.net
FOR SALE: O-470 engine. Contact Bob Vondersaar bobandteresa78@msn.com for details.
FOR SALE: Four sets of very nice Koss headphones. Contact Michael Mossman michaelandkatie@tds.net for details or to make offer. Proceeds benefit Chapter 1311.
FOR SALE: Three lighted and adjustable "flight desks" for aircraft installation. Contact Michael Mossman michaelandkatie@tds.net for details or to make offer. Proceeds benefit Chapter 1311.
FOR SALE: Stinson L-5 Landing gear Struts. Contact Kenny Shull 317-539-5542.
FOR SALE: Complete Van's RV-6A project with sliding canopy, 160 hp Lycoming engine, new Sensenich fixed pitch metal prop, Vetterman stainless steel exhaust system, some options and small items included. $27,500 John Edwards, 317 539-2737 after 10 a.m.
AIRCRAFT WANTED: Sport Pilot aircraft. Contact Gus Gustafson at 317-293-4430 or dalefaye@msn.com
AIRCRAFT FOR SALE: Cessna 150, currently in Florida. Contact Gus Gustafson at 317-293-4430 or dalefaye@msn.com
WANTED TO BUY: Hirth 2702 engine with a 2.59 G-50 reduction unit. Contact Doug Moncreiff at 317-280-1621 or cmoncreiff@netzero.net
WANTED TO BUY: Used 4-foot brake and 4-foot shear. Contact Troy Grover, 317-919-6594 (cell phone), rv6grover@netzero
WANTED TO BUY: Headsets and intercom. Contact Mark Rinehart, 317-745-2466, capt_riney@yahoo.com
HANGAR FOR SUBLET: Space available at 2R2 while Luscombe is being restored. Contact Alan Ward 317-446-0785 or Silvaire8A@aol.com
2006 Membership Roster
Did we miss anybody? Please let us know; we'll get it updated right away.
Dues are Due!
NOTICE: A few members paid their dues for 2006 but Vern doesn't have the list with the names. If you paid but are not listed as a 2006 member, please send and email to both Vern Sullenger sullenger@iquest.net and Michael Mossman michaelandkatie@tds.net so we can get the records corrected.
Quote of the Month
May's Program
Gray was a classmate of Glen Matejcek a few years ago as they trained upon entering American Trans Air's workforce. Gray had just finished a work for a couple of guys from the 56th fighter group aces. Matejcek has a friend in the Terre Haute chapter (Jack Kleiss) who's father was in the Battle of Midway. Glen and Jack contacted Dave, saying that the elder Kleiss's contribution to turning the tide of the war would be a worthwhile project. Dave liked the concept so he agreed to start the process of doing the painting.
Dusty Kleiss, who was a naval aviator, now lives in a retirement village in San Antonio, TX, on Lackland Air Force Base. Alert, well, and very reserved, he related to Gray as many details as he could about that day and the events leading up to it.
The Japanese had an aircraft carrier, the Kaja, that was originally supposed to be a battle cruiser. After the Washington Naval Conference they converted it to an aircraft carrier. At about 850 feet in length, it was the largest Japanese carrier until later in the war. The Kaja had three flight decks and two hangar decks. The ends were originally open and they could launch aircraft simultaneously from all three flight decks. Later they changed the layers because the sea-keeping abilities weren't that great; the ship would take a lot of water over the lower flight decks, so they kept them closed. The United States's carriers Lexington and Saratoga, were of the same configuration, battle cruisers converted to aircraft carriers.
A PBY Catalina flying boat patrol airplane discovered the Japanese invasion fleet first and then found the main body of the Japanese. The United States send aircraft from Midway first and didn't have any hits at all. Torpedo bombers from the American carriers made an attack and were basically decimated; the Hornet's squadron was totally wiped out. The Japanese shot down all of our airplanes, and only one person from the attack squadron survived. The Enterprise's torpedo squadron faired about the same.
Captain Kleiss said that the mood from the torpedo squadron was very glum. They knew that for the most part their missions were probably a one-way trip. They went in and didn't score any hits.
What worked to the United States's advantage, though, was that the Japanese would position a fighter high above the ships to protect them, and that fighter allowed the PBY to detect them. The torpedoes were terrible but they did bring the Japanese fighter cover down to the deck.
With the Japanese fighters down low that gave the SBDs the opportunity to continue their attack basically unopposed. The Yorktown started a run on the Kaja, which was the main carrier. The first two SBD pilots made their attack and either missed or did no real damage; Kleiss's SBD was the fourth plane to make it's run. His bomb hit the forward part of the aft section and started a pretty bad fire. The next two fighters' bombs missed, and then Kleiss made another attack that he hit the forward elevator. From the Japanese accounts his second hit started a gasoline cart on fire on the hangar deck and cause a lot of damage on the fighters and started a blaze at the same time.
The whole tide of the battle was turned in about five minutes. The United States' forces hit the three main Japanese carriers. They didn't hit the fourth carrier in that raid because it was just coming out of a rain squall beyond the horizon. But they did hit it after that afternoon. From what we can tell Dusty Kleiss was the only pilot that was three for three: three bombing attacks in three days.
Kleiss had a bit of luck in those raids. He's about five-foot-five inches in height; he says that if he were three inches taller he'd have died in the battle, as his plane took a bullet right through the armor plate just behind his head.
The historic moment is significant because it really did change the tide of the Pacific war, and it stopped the Japanese. The Japanese never did advance beyond the Battle of Midway; that was their high water mark.
There were no photographs of the battle and no other realistic depictions of the day. To capture Kleiss's attack Gray needed to spend some time in Texas with Kleiss in his initial research of the battle. He asked questions about which way did they look, which way did they fly out. Gray says that Kleiss commented that they attached from bow to stern, and the doctrine was to not pitch up after the deck, just stay low on the deck and try not to bank too much. After the attack they were to "beat feet out of there" and try to avoid the enemy. Kleiss says that after the run, he couldn't help it; after he dropped his bomb he pitched up because he wanted to make sure that he made a hit and where it happened. During his retreat his gunner knocked down two Zeroes when they were getting away.
Gray spent about three weeks' worth of research before he could start on the painting, saying that if you counted eight-hour days, it probably took about two-and-a-half weeks. He compared Kleiss's recollections to the unit's history and the scouting reports that he found from the USS Enterprise. He also found Japanese reports about what his bomb did, where he was, and the damage to the carrier that was already done when his bomb exploded.
In order to make a realistic painting, Gray felt compelled to find out where the Japanese ships were, what direction they were going, what the cloud cover was; he wanted everything to be right. Lacking actual battle photographs, he had to estimate the positions of the ships and aircraft. He determined that the Kaja was in a starboard turn as it started to evade the Dauntlesses' attack.
A couple of authors wrote a book called "Shadow of the Sword" recently, which was the Japanese perspective of the Battle of Midway. It described where everything was, what the destroyers were, what the ships looked like, because they would add things to the Japanese ships on a monthly basis and change some of the gun configurations. It took Gray about three weeks' of research along before he could come up with a rough outline of the drawing.
Gray didn't want to base his painting of the aircraft in existing photos, so he bought a small die-cast model of a Dauntless made by Franklin Mint. To get the proper overall shape of the airplane he took about 60 photos of the airplane, and had to position it properly to get accurate shadows from the sun. He found about three books that provided detail on the aircraft.
Once he got to actually making the painting, he started with the background first. He drew it with the sea level with the horizon, but the initial sketches were extremely lifeless. He tilted the drawing about seven degrees counterclockwise, giving the perspective that another pilot might see, and the work started to come alive.
Gray painted the SBD with the canopy open; Kleiss says that most of the time they attacked with them open. In the painting you can't see the gunner very well. Gray tracked him down and says that he lives out in Washington State. He was a sheriff or a chief of police until he was in his seventies. He later became a naval aviator too, and had flown fighters, F6Fs, and got into some jets.
Gray's original painting was about 20 x 30 inches in size. When completed, the took it to SPG Graphics in Indianapolis, where they took a photograph using a very high resolution digital camera. From that digital photo they imaged metal printing plates and made limited number of prints.
Back in Texas, Gray took the prints to Kleiss to be signed at the retirement village. The village is made up mostly of lieutenant colonels and above. There were Pearl Harbor survivors coming up and talking to them during the signing. Gray says that there were a couple of Doolittle raiders there, too, but he didn't meet them. The generals still command respect even though they aren't called generals anymore but the nurses run the place. Gray had Kleiss sign the prints in the lobby; he says "I can't tell you how many times I heard 'I didn't know you did that,' referring to Kleiss's heroic contributions to the war."
After the signing, the guys at SPG wanted to make an enlargement of the painting. They went back to the digital photograph, blew it up and made a very large print on canvas, which Gray brought for the program. He says that from a potential a contrast range of 1-to-10, the canvas print was about a 4-to-7, so he repainted many of the details, lightened the highlights and darkened some of the shadow areas.
Gray's original painting is now entered in an art competition in Pensacola FL.
Gray has drawn and painted many works for Indy car racers. He says that because of the great deal of time taken to research the work and expenses involved, it often takes a while to recover the expenses. Therefore, he has to choose his subjects carefully. Fortunately, many of his works have sold out. He did a work for Al Unser, painting his race-winning Indy car. After the prints were made Unser sat down and signed all of them.
His next project is to do a painting of a P-51 Mustang; he hasn't yet finalized what model he wants to depict.
There is no doubt that Gray enjoys his art. "This is my most enjoyable project that I've done to date. I've done a lot of Indy cars and aircraft, but this by far has been my most enjoyable one. Glen and Jack helped a bit to get it going to begin with. Dusty Kleiss and his wife almost adopted me when I was down there. They're super," he says.
"I'm an observer and a watcher and I admire these guys, too, and to be able to touch them a little bit while I'm doing this is fun," he concludes.
At the ripe old age of 77 years, Chapter 1311 member Paul Vogel received his A&P license after taking courses for several years at Vincennes University's Aviation Technology Center. Dave Clark recognized Vogel's achievement with a congratulatory "cake," which was one of Faye Gustafson's brownies with a candle stuck in it. Vogel called it a "shotgun wedding cake."
Indiana Aircraft Taxes
Most aircraft owners are aware that they will owe a registration fee and sales tax with the State of Indiana when they buy an aircraft. What they might not be aware of is that they will owe the same registration fee and sales tax when they build an airplane.
This year on May 20, the national version of the Wright Stuff competition is being held in Bloomington. Chapter 650 has sponsored this in the past. This competition involves teenagers who make rubber band powered airplanes and fly them for total time. Last year Chapter 650 had a couple flights that went longer than three minutes. Try holding your breath that long, and it will give you an idea of how good these kids are.
By Larry Bothe
Finally! Somebody in our area got past the insurance hurdles and opened a Sport Pilot flight school. Fast Track Flight, located at Post Air Airport just East of Indianapolis, offers Sport Pilot instruction in one of the newly certified light sport aircraft, the Evektor Sportstar. The rental rate for the plane is $85/hr., and instruction is $38/hr. Fast Track offers a package deal that includes 20 hours of dual instruction and 5 hours of solo for $2980, an 8% discount off the straight hourly rates. Students who take advantage of the package deal will continue to receive the 8% discount on rental after they get their Sport Pilot certificate. For more information call Chad Suverkrup at 812-371-2375, Clayton Eckert at 812-249-3060, or visit their website at www.fasttrackflight.com.
By Larry Bothe
Chad from Fast Track (see previous story) was kind enough to bring their Sportstar to Seymour last week. He walked me through the preflight inspection procedures and then let me fly it for about an hour. This was occasioned by the fact that at the moment I am the only FAA Designated Sport Pilot Examiner in southern Indiana. In order to safely and fairly examine in the aircraft I have to know how to fly it.
Larry Bothe is the editor of the Freeman Flash newsletter at Seymour, IN
From EAA website
The official EAA AirVenture Oshkosh 2006 Notice To Airmen (NOTAM) booklets are hot off the press and ready to be mailed out to pilots who plan to fly to The World's Greatest Aviation Celebration on July 24-30. The Oshkosh NOTAM is also available in easy-to-print PDF document form on the AirVenture website. Those who have already placed their booklet orders can expect to receive their copies soon, while others can call EAA Membership Services at 800/JOIN-EAA (564-6322) and order a free copy today.
Call 800/JOIN-EAA (564-6322) to order your copy, or view/print a downloaded PDF on the EAA website. Or order your copy online. http://www.airventure.org/2006/news/060502_avnotam.html
By Tim LeBaron
Ever heard, "If your engine quits after takeoff, land straight ahead or make small corrections to avoid obstacles?" Why then is it that many pilots try to return to the airport after their engine experiences a loss of power? A friend of mine died several years ago, following a stall/spin while attempting a 180-degree turn back to the airport after a loss of engine power. The thing I could never figure out is why he didn't land straight ahead in a field with ankle-high corn. What was it that made him attempt the 180 turn? Is there something that happens in a pilot's head when the engine quits that causes him or her to instinctively turn back to the airport? The NTSB accident database is full of fatal accidents where pilots have attempted to return to the airport after an engine failure. Why?
Tim LeBaron is a past president of Chapter 1311 and is now an accident investigator for the NTSB, deploying from Arlington, TX. Tim and his wife, Erika, recently bought a home in Fort Worth.
That fly-in time of year has arrived! If you have an aircraft and are looking for places to go, we've got some great locations and events. The following is a comprehensive list of fly-ins and other aviation events located in Indiana and adjacent states. We can't guarantee that every fly-in is listed. Also, we strongly recommend that you contact the event before committing your 100LL. However, we guarantee that if you visit some of these you'll have some great fun.
Thanks to Indy Flier for the schedule above
By Ginger Davidson
Lee Bottom Flying Field (64I) will be hosting Sinful Sundays during the months of June, July, and August in 2006. These events are very relaxed in nature. Sometimes we have 30 planes and other times 5. The goal is to provide everyone with a place to fly on a Sunday afternoon. Maybe you've been to a pancake breakfast and want to continue flying, maybe you've been somewhere for lunch and need a dessert excuse to continue flying or maybe you just want to go flying for the afternoon. Whatever the case, the treats are usually a great enticement to bring someone else with you - maybe your neighbor, significant other, grandchildren, children, parent, coworker, or friend. We have an old fashioned milk shake mixer and make delightful old-fashioned ice cream sundaes. Ice cream is served from 1 until 3 p.m. ESDT (or until we run out). There will be a donation bucket to help cover the costs. It's easy to remember which Sunday, as they all have S's: Second Sunday of the month is Sinful Sunday but in case you would prefer to put the dates in your calendar:
Save up your sweet tooth for the month. Note: No rain dates. For more information www.LeeBottom.com, info@LeeBottom.com
Recently, Chapter 1311 has had several new members join who have expressed an interest in learning to fly, building an aircraft, partnering in an existing aircraft, or were looking for a Tech Counselor or other aviation-related service or skill. While the newsletter editor knows most of you he doesn't know all about you. We'd like to offer to our members to opportunity for more of you to network with the new members and make your skills known.
Be sure let the newsletter editor know if any of our members or their families has someone in the service, especially if they have been called up for active duty. We'd like to recognize them and thank them for representing us so honorably.
The Hendricks County Airport Association will be hosting a Barbecue dinner on Saturday, May 20, at the airport. The BAA has contributed money for the event. The public is invited to attend.
One of the tallest control towers in the world is open at Indianapolis International Airport. At 340 feet tall, it is a full 200 feet taller than the previous tower. The $38 million tower is part of the $1.07 billion airport renovation and expansion project that is scheduled for completion in late 2008.
From the Indianapolis Star, April 20, 2006
A man reported to be Bob Voelz is re-opening the avionics shop at BAK. Voelz has been in Florida for several years and decided to return to Indiana. The new shop will be known as Eagle Avionics. Currently operating under Rhoades FBO, it will be a separate entity when Voelz receives his own certificate from the FAA. Contact Eagle Avionics and 812-372-3790.
Open House
The association is hosting their annual "Affordable Flying" Open House on Saturday, June 17. This is a free offering to the non-flying public, trying to get them interested in aviation. The association can take care of everything before and after the event but being a club with only about 30 members, they will need some extra help the day of the event. They need the following volunteers:
The club will be buying volunteer t-shirts, and volunteers will get free food and drink. Contact Chuck Long (317-892-3146) for Young Eagles, Michael Mossman (765-483-9533) for food service, or Wayne Deckard (317-370-7930) for any other volunteer work you might be able to do.
There are several hangar vacancies available. Anyone desiring to base an aircraft at the airport or use the maintenance hangar will be required to join the association. For more information contact Michael Mossman, association secretary, or see the website http://www.booneairport.org. Rents range from $75 to $110 per month for "open air" hangars, with a one-time $100 application fee required to join. Benefits include access to the maintenance hangar, right to bring in your own mechanic to do your annual or repairs, use of the operations building and a steady supply of low-cost 100 LL (currently about $3.20 per gallon).
Chuck Long is organizing a Young Eagles event the morning of the Boone County Airport's open house on Saturday, June 17. Volunteers are needed for flying and ground support. Contact Chuck at charles.long@GM.com.
If 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 at michaelandkatie@tds.net then send it to the newsletter editor at michaelandkatie@tds.net. Or just write what you wish and send it as an email.
The editor is always looking for contributions to the newsletter. Have a story or an idea? Send your Chapter 1311 is endowed with many members who have a vast experience in building, maintaining and flying a variety of aircraft. If you are one of these (you ARE, aren't you?) consider an occasional or on-going contribution to the chapter's monthly newsletter. We can always use a story or photo on the following topics:
Do you have an idea on a story that you'd like to write but need some assistance? Contact the newsletter editor. He'll help you get your ideas into words.
May 20 - HCAA BBQ Cookout, Hendricks County Airport, Danville IN.
The next meeting will be Wednesday, June 7, 6:30 p.m. at Hendricks County Airport (2R2) operations building. Program: With Indiana now observing Daylight Savings Time, all Chapter members are encouraged to fly their aircraft to the meeting.
June 7 - Evening Fly-In
July 5 - TBA
August 2 - TBA
September 6 - TBA
October 4 - TBA
November 1 - Chapter elections. Program TBA
December - Christmas Party
President: Dale "Gus" Gustafson
Vice President: Dennis Crawley
Secretary: Michael Mossman
Treasurer: Vern Sullenger
Director: Dave Helton
Director: Glen Matejcek
Director: Paul Vogel
FOR SALE: Brand new Airwolf oil filter system, still in the box. Paid $ 510, will take $ 300. Fits all Lycoming motors, has STC. Dave Helton, 317-590-5001 or dhelton@iquest.net
Current as of April 5, 2006
See our chapter roster online at http://www.eaa1311.org/memberroster.html
NAME EMAIL ADDRESS PROJECT(S)
BROYLES, John JohnC-DELTA@worldnet.att.net - BUDNY, Skip skbudny@tds.net Mini 500 helicopter BYRUM, Jon jbyrum@byrumarchitects.net RV-7A CHAPMAN, Jeff PoP6756@aol.com Piper Tri-Pacer CHAPMAN, Tom tschapman1@aol.com 1957 Cessna 172 CLARK, David davecpd@iquest.net Restoring 1946 Aeronca Chief CRAWLEY, Dennis Crawley27@comcast.net Grumman Tiger DAVIDSON, Ginger planecrazy13@att.net RV3 DAVIDSON, Rich ifitsoldillflyit@msn.com RV3 GROVER, Troy rv6grover@netzero.net RV10 GUSTAFSON, Dale DALEFAYE@msn.com Piper J-4 HELTON, Dave dhelton@iquest.net Piper Tri-Pacer HENDERSON, Robert robert_10215@msn.com Christavia MK2 HILL, Ken khill5@indy.rr.com RV-9A KOPESCHKA, Dave iedvk@iquest.net -- KOPESCHKA, Steve stephen.j.kopeschka@rolls-royce.com Little Wing Autogyro LeBARON, Tim tjlebaron@sbcglobal.net RV8, Breezy, 1946 Ercoupe LEWIS, Jimmy rudder4@aol.com RV-7A LONG, Chuck charles.long@GM.com Zenair 601 HDS MATEJCEK, Glen aerobubba@earthlink.net RV8 MATEJCEK, Robin aerobubba@earthlink.net RV8 MCCORD, PAUL ptmccord@gmail.com RV-4, Kolb FireStar LSA MONCREIFF, Doug cmoncreiff@netzero.net Ultralights, LSPA MOSSMAN, Michael m_mossman@enovationgraphics.com Zenair 601 HDS NG, Bart bng@math.iupui.edu RV-7A REYNOLDS, Gary n98gr@aol.com RV6A RINEHART, Mark capt_riney@yahoo.com Kolb Mark III Classic ROLDAN, Erick Phone 765-482-7287 Ducted fan research ROTTLER, Mark mark@rottler.org - RUSH, Larry k9hxt@sbcglobal.net RV6A, RV-8 SHULL, Kenny Phone 317-539-5542 Helping Others SHUMAKER, Kim kkrv-9a@sbcglobal.net RV-9A SULLENGER, Vern sullenger@iquest.net Cherokee 140, RV-7A UTLEY, Ted ted.utley@in.ngb.army.mil - UTTERBACK, Tom Phone 317-839-2505 - VOGEL, Paul pvogel@indy.rr.com Helping others VONDERSAAR, Bob rvondersaar@austin.rr.com Steen Skybolt VONDERSAAR, Teresa tvondersaar@ausin.rr.com Steen Skybolt NAME EMAIL ADDRESS PROJECT(S) BALDWIN, Fred bladerunnerxz11@netzero.com Sonex BEETHAM, John jabeetham@earthlink.net Fokker D VII, Piper Dakota EDWARDS, John jwayneedwards@aol.com RV6 GORDON, Jeff Jgordon@speedwayengines.com 1961 Cessna 182 GRIFFIN, Jim jimg@netcapade.net Questar Venture HARRINGTON, Bill bhis60@yahoo Cessna 182 LATHROP, Steve lathropdad@worldnet.att.net BearHawk LAURENZANO, Mike mikelaurenzano@yahoo.com Bushby Mustang II MELCHIOR, Dirk d-r-melchior@msn.com F1 Rocket NOLAN, Bill TBA - ROBBINS, Will werobbins@flightline.com - ROEVER, Doug dmroever@iquest.net RV-7 Tail kit TURNER, Arvel aero451@hotmail.com RV-9A
EAA Chapter 1311's dues for 2006 are now due. Send your $10 to the treasurer, Vern Sullenger, 1763 Ramsey Lane, Plainfield IN 46168 317-839-8728. Thanks!
"Aerodynamics is like an equation where the first three terms give 99 percent of the answer. If you understand the physics you've got that. Most people spend too much time modeling the last one percent to death ... We use a lot of TLAR - That Looks About Right ..." - John Roncz, aerodynamicist and engineer at Scaled Composites.
David Gray is a veteran Army helicopter pilot, corporate pilot, and airline pilot who possesses an unusual skill: he is a very talented aviation artist. Yet Gray describes himself: "I'm just like you. I couldn't fly when I was twelve so I started drawing them and painting them."
Gray started out doing sketches, pencil drawings and eventually picked up work doing illustrations and paintings of Indy cars and military aircraft. He had an art gallery in downtown Indianapolis with racer Arie Luyendyk and an on-going mini-gallery in the FBO building at Indianapolis Eagle Creek Airport. He's had works commissioned by Kermit Weeks for his Fantasy of Flight museum. His latest work, "Dauntless Courage," commemorated a true, unsung hero of the Battle of Midway. David spoke to the Chapter, describing his art and his unique connection to this war hero.
Gray first had to research the story. Even with the actual veterans, a lot of the details become fuzzy after 56 years, and this case was no exception. So Dave when to Texas to interview Norman "Dusty" Kleiss to get his side of the story, and piece together what he could from his other research. Dave related that on many of his projects he would bring the prints to the pilot to be signed, who would then argue that some of the marking details were wrong. Dave would have to show them photos of their planes, or perhaps quote from squadron commander who had a different recollection of how the planes were painted. There is no question, though, that details fade over the years.
Up until the Battle of Midway, the United States have very little success fighting the Japanese. Just before the battle the U.S. had broken the Japanese code. We wanted to surprise them as we were badly outnumbered. They had four carriers in their main striking force and two in a force that went up to the Aleutians. We had three carriers, and one of those, the Yorktown, was heavily damaged about three weeks earlier and they didn't think that she would be able to participate in the battle. It was supposed to take two-to-three months to repair her, and the crew was told to get it done within three days. The Yorktown was just northeast of Midway with two other carriers, just waiting at the rendezvous point. The rendezvous point was called Point Luck, conceived by some young lieutenant on Admiral Nimitz's staff who decided that it was an apt name.
Gray built a model of the Kaja and had some models of the Japanese destroyers. He put them out on the tennis court of his apartment complex and took photographs of them to get the relative perspective. "They people at my apartment complex think that I'm totally nuts," he relates. Later, he went out to the Indianapolis Motor Speedway, again to get the proper depth and to put the ships where he thought that they would be.
To place the objects like ships and airplanes in the artwork with the proper proportions, Gray placed his sketches and photographs on an overhead projector, then used it to position and scale them on the canvas. He then traced them onto the canvas, then finally paints in the details. He says that it takes about an equal amount of time to research a project as it does to paint it.