No doubt all of you are familiar with the old expression "when it rains, it pours." Lately that has been quite true. For the pilots that use grass runways, be careful, the low areas may contain standing water and soft spots which can cause major problems for the pilot and his aircraft. I want to use the old expression in a different way. I am referring to all of the fly-ins and scheduled aviation activities scheduled in the month of June. It indicates the beginning of good flying weather and people are wanting to do things. In June on the weekends a person can find three or four places to fly to. In July it tapers off and August, there is almost nothing on the schedule. September is again a good month and then October after the second week, you might as well winterize your aircraft, put it in the hangar, lock the door, head south and hope for a short winter. Again "when it rains, it pours."
June's meeting
June's meeting was held June 3, 2009, 6:30 p.m., in the Operations Building at Hendricks County Airport, and chaired by Chapter President Dale Gustafson.
In Attendance: John Broyles, Skip Budny, Lowell Cullison, Mark Eminger, Dale Gustafson, Dave Helton, Bob Howard, Mike Laurenzano, Mark MacKenzie, Glen Matejcek, Michael Mossman, Rick Princell, Gary Reynolds, Bryan Ruberson, Paul Ruley, John Saalwaechter, Jim Snyder, David Stucker, Vern Sullenger, Paul Vogel and Jim Winings. If you were there but we didn't record it, let us know.
Guests: Tom Jacobs
President's Remarks: Skip Budny saw a hail storm while working the Huey restoration projected at Indianapolis Metro Airport. Two cells dropped golf ball and baseball-sized hail, damaging many airplanes and cars, but the Huey was inside a hangar. A MU-2 aircraft came in to get fuel and couldn't get out in time, and got beat up bad, along with a King Air. The noise was unbearable. At Chapter 67's meeting on Monday they started an hour earlier at had a cookout with a donated propane grill. Chapter 67 will be a sponsor of the Fort Tri-Motor tour and the end of the month. Any sponsor needs to have a hangar big enough to accommodate the airplane. Also, when Obama was in South Bend and Indianapolis, some pilots didn't know about the TFR and flew in violation of it. Mike Laurenzano commented that ignorance of TFRs is no longer an excuse, according to the TSA. He reminded pilots that they must check for TFRs before very flight. Gus concluded that Doc Swenson could do a program on the early days of Oshkosh.
Young Eagles Report: Two Young Eagles events are planning for Saturday, June 20, at Hendricks County Airport and Mount Comfort Airport.
Secretary's Report: Michael Mossman read the minutes from the May meeting, which were accepted without amendment.
Treasurer's Report: Vern Sullenger reports the chapter has $2,220.78 in its account before the day's dues collections and 50/50 proceeds are deposited.
50/50 Drawing: Jim Snyder won half of the $32 collected and donated his winnings to the chapter.
Program: Glen Matejcek spoke about the Lockheed PV-2 Harpoon aircraft. See story later in this newsletter.
Thorntown resident John Saalwaechter is new to Chapter 1311 but not new to aviation. John, a physician and AME, had lived in Lebanon for many years before moving to Flint MI as a hospital administrator. He commuted back to central Indiana regularly in his highly-modified V-tail Beechcraft Bonanza, and had been a Young Eagles volunteer at the Flint Chapter. John and his wife Vicki recently moved back to rural Thorntown. He now hangars his Bonanza at Boone County Airport and is looking forward to participating as a pilot in the chapter's Young Eagles events.
To get a downloadable PDF membership application see http://www.eaa1311.org/PDF_files/membership_application.pdf
Chapter Fly-Out Breakfast Planned
Pam's Place has a 4,000-foot grass runway with clear approach and departures at both ends; estimated field elevation is 795 MSL. Communicate on 122.9. If you plan on flying in, enter 39 degrees, 30 minutes 2.7 seconds north and 86 degrees, 41 minutes 24.7 seconds west into your GPS. No GPS? It's about 9.8 nm 144 degrees south of Putnam Co. Airport ("Greencastle" 4I7), or 10.3 NM 254 degrees west of Pegasus Farms, where we had our fall fly-out. Aircraft parking will be available. Note that there is no fuel available on the field.
If you would like to come, please RSVP Mark and Tina so they know how much food to prepare. Call 765-528-2146 (home phone) 317-31-0285 (Mark's cell phone) or 317-331-0235 (Tina's cell phone). You may also RSVP by email at tjemee@yahoo.com
Ford Tri-Motor Due In Indy
This specific Tri-Motor, which was Eastern Airlines first Tri-Motor, will be hopping rides for nine people in the back at $50, each for EAA members or $60. Want a right in the right seat of this historic flying museum? It's only $100, and guaranteed to be a memorial event. For more information on the Tri-Motor, ride scheduling and the summer's flying tour, see http://www.airventuremuseum.org/fordtrimotor/
Flying Destinations:
From 2R2, heading 189 at a distance of 74.8 KM, runways 8 and 26, 5500 x 100 ft., elevation 792, contact Unicom 122.8 for courtesy transportation to hotels or casino. French Lick is a great place to visit for lunch, dinner, or a weekend. There is plenty to do including courtesy rides between hotels or take a pleasant walk. For a more challenging walk, try walking up the hill to the new Pete Dye Golf Course. There are rental bikes just to the north of the casino at the pro shop, or possibly a train ride.
If you are in the mood for a light meal, try Diamond Jim's inside the casino or the Power Plant Bar at the hotel. For a more substantial meal, the Colonnade Buffet has everything you could want. Across the street from the French Lick Hotel is a new restaurant and bar called the Colonial. The winery is also an option and not too far to walk. The country club at the old golf course has a great burger and several entrees.
Peggie and I first visited French Lick Hotel in 1963 in the waning days of the great hotel. We spotted several private rail cars at the hotel. Our three-night stay was nearly a month's pay, but we wouldn't take anything for memories. Take a special friend for a day or maybe stay over for a night. Just walking through the renovated lobby, grounds, etc. and staying overnight in a guest room is worth the trip. You can also take tours of both hotels, explaining the history of the area.
FAA Provides Interpretations on Regulations
Dear Mr. XXX:
This letter responds to your follow-up question to the interpretation issued to you on February 2, 2009 concerning Title 14 of the Code of Federal Regulations § 91.205(d) (14 CFR § 91.205(d)). That interpretation addressed the applicability of § 91.205(d) to experimental and amateur-built aircraft.
You now question "whether a non-TSO electronic flight display, which is approved for IFR flight in other Special Airworthiness Category aircraft (experimental, light sport) can be installed for the same purpose in a Special Airworthiness-primary Category aircraft?"
Since the electronic flight display you wish to install in a primary category aircraft introduces a major change in that aircraft's type design, you must apply for and receive a supplemental type certificate (STC) for that installation.* Section 21.115 specifies that the altered product must meet the requirements of § 21.101. Under § 21.101, applicants for an STC must demonstrate that the changed product complies with the airworthiness requirements applicable to the category of the product in effect on the date of the application for this change and with parts 34 and 36 of this chapter.** An electronic flight display is not approved for installation in a primary category aircraft simply because it was permitted to be installed in an experimental category aircraft. You will have to receive FAA approval for the installation of the flight display regardless of whether the equipment conforms to a technical standard order.
This letter responds to your question in a general nature. In reviewing this matter, we see that you have already filed with the Atlanta Aircraft Certification Office (ACO) and FAA Small Airplane Directorate for an STC to allow the installation of an EFD in a primary category aircraft. (The Atlanta ACO requested additional information and to date, has not received any response from you.) In addition, you have a pending petition for rulemaking to permit such installation. The FAA's Certification Procedures Branch has advised us that they will be responding shortly to your petition for rulemaking on this issue.
This response has been coordinated with the General Aviation Airworthiness Division, AFS-300, and the Certification procedures branch, AIR-110. If you have any questions, please contact Ms. Lorelei Peter at 202-267-3134.
Sincerely,
Rebecca B. MacPherson
Assistant Chief Counsel for Regulations, AGC-200
* 14 CFR § 21.113 provides, in part, that any person who alters a product by introducing a major change in type design, not great enough to require a new application for a type certificate under § 21.19, shall apply to the Administrator for a supplemental type certificate.
** 14 CFR § 21.101 does provide exceptions to the requirements of paragraph (a). However, this interpretation responds to the general applicability of § 210101, as your letter did not specify the specific aircraft.
FAA Resources Available to Chapter 1311
Hitting the Fly-In Circuit
The folks in Chapter 650 has plenty of portable awnings set up for shade with ample tables and chairs. The line for food was practically non-existent by the time John, Jim and I got there, so we didn't have any waiting. The breakfast consisted of pancakes and syrup, bacon, sausage patties, coffee, orange juice and bottled water. Oh, and there was a "donations" jar right there by the food. OK, so they said it was free but we really aren't that tacky. The food was good and certainly worth a fiver.
Komnick and Kouns had already departed Bloomington so I got my clearance to depart and headed north. By early afternoon the air down low was predictably rougher, but at my cruising altitude it was almost non-existent. With no wind the trip home took about as much time as getting to Bloomington.
The folks at Bloomfield's Shawnee Field planned a benefit fly-in on Saturday, June 13 to help pay the medical expenses of two children who were burned in a fire. It sounded like a good cause, and besides, a bunch of us had a lot of fun flying down to this friendly little grass strip in southern Indiana a few years ago, so I set this one high on my list of priorities. Unfortunately, it was not meant to be. We had great VFR weather at my home base but the forecast for the day stressed rain and lots of thunderstorms for the area of Interstate 70 and south. I thought long and hard about it then decided that I didn't want to get stuck down there. The ground is very low, close to a river and floods often. The thought of abandoning my plane to rising flood waters or flying through rain and dodging thunderstorms wasn't too appealing so I had to pass for this year.
I went out to the airport the next day to shoot some touch and goes, and one of the guys pointed to a flyer on the bulletin board about an open house fly-in at Sheridan Airport that very same day. It was getting close to lunch, so that sounded like an idea place to eat. Mike Jackson wanted to go, too, so we piled into the Zenair and began the 10-minute flight. Sunday's weather was predicted to be partly sunny with no rain forecast, so I was a bit surprised to see such low clouds on the way over. I got a bit concerned about the drops of rain that fell on the airplane on the way over and the extremely light sprinkles while on the ground there. But true to forecast, it never rained and the sun peeked through enough to make it a very nice fly-in day.
Departing Sheridan that day was a piece of cake. The ramp rats directed us to the runway without any hassles, and we departed on Runway 23 into the hot, murky air. Immediately between us and our home field was a dark cloud. I thought it might get kind of rough underneath it so we diverted a few miles north to go around it. Although it was pretty hot that afternoon, the air was smooth, even at low altitudes. Too soon we were on the ground at 6I4 and making plans for Oshkosh and other events for the year.
Newsletter continued on Section 2
Newsletter concludes on Section 3
Web Newsletter in Three Sections
The web newsletter is divided into three sections to take some of the sting out of the download time. If you receive only one section of the newsletter, or if the sections you receive are missing the embedded photo attachments please contact the newsletter editor at michaelandkatie1@comcast.net. The PDF version that gets posted on the website will remain as one file. See http://www.eaa1311.org/newsletters.html to download a PDF newsletter. (PDFs are posted within one week of the email version.)
Welcome New Members
Indianapolis Chapel Glen resident Lowell Cullison joined Chapter 1311 at the June meeting. Lowell served in the Army during the Korean Conflict, then became an Embry-Riddle graduate with an A/P and private pilot license. His 35-year career began at Indianapolis International Airport, working for Lake Central Airlines, Allegheny, US Air and US Airways. Although retiring 16 years ago, Lowell still teaches adult Sunday school class each week at the Church of the Nazarene. Lowell and Elizabeth, his wife of 56 years, have four grown children and nine grandchildren and great-grandchildren, and still try to attend off of their school, 4-H and athletic events. The Cullisons enjoy riding their RANS recumbent bicycles and Honda Goldwing motorcycle. Lowell's project is a plans-built Zenith STOL 701 aircraft.
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.
Chapter 1311's first fly-out breakfast for 2009 will be on Saturday, June 27 at Pam's Place (78I), a small aviation community airport about three miles southwest of Eminence in Morgan County. Mark and Tina Eminger will be hosting the 8-11 a.m. breakfast to chapter members and their guests. This will be a "rain or shine" event; if it rains, come out for breakfast and camaraderie, and check out Mark and Tina's Christavia Mk1 project.
Driving directions from Indianapolis:
Take I-70 west about 22 miles from I-465
Take Exit 51 at CR 1100 W (Little Point Road), go south (left turn), about a half mile
Take SR-42 West (right turn). Follow SR 42 for eight miles, there will be multiple 90-degree turns
Continue on SR 42 through the town of Eminence
Turn right (north) on Rhodes Road (new hangar at the end of the grass runway)
Turn left onto Airport Road (Pam's Place Airport)
Drive to 5098 N. Flyer's Row. They're the only new house in the area, straight ahead.
The EAA/s 1929 Ford Tri-Motor aircraft is due at Indianapolis Metro Airport on June 25-28, sponsored by EAA Chapter 67 (Noblesville). The Tri-Motor had a date scheduled for Columbus IN but was cancelled. Louisville picked up the time slot.
French Lick Springs Hotel, America's Premier Resort
By J.J. Lewis
A pilot asked me the other day what airport we used when visiting French Lick. I was surprised that he was not aware that French Lick has an airport (FRH), and an airport that is growing by leaps and bounds since the beautiful renovation of the French Lick Hotel and West Baden Springs Hotel.
Contributed by Mike Laurenzano
(The following is an actual FAA letter. The recipient's name has been deleted)
Mike Laurenzano was able to acquire a few FAA training materials on DVD and CD for Chapter 1311's use. This could be viewing individually or used as a chapter program at a future date. Our current list of materials:
Currently Michael Mossman has the videos until the chapter can find a convenient place or person to keep them. If you would like to borrow one please email michaelandkatie1@comcast.net.
By Michael Mossman
Flying weather in June is usually consistently so the month is generally packed with dozens of events every weekend. And therein lies a problem: which ones do you choose? On the first weekend of the month there were several nearby, including the Indianapolis Air Show, held at Mount Comfort Airport. In years past the air show was held in late July, August or September but this year it was moved to early June, most likely to accommodate featured performers like the Blue Angels. But my day was already filled up so I was going to miss it this year. Bloomington EAA Chapter 650 was hosting their first annual fly-in breakfast this year, and it was advertised as being "free" for all flyers. Free always sounds good to me, so on Saturday morning, June 6, I headed south in the Zenair to BMG.
The visibility that morning was about 15 to 20 miles, with very light cloud cover and almost no winds. Flying at about 2,500 MSL the air was very smooth. I trailed John Komnick and Jim Kouns from Boone County Airport in John's Cessna 175 about a quarter mile until we got to the heavily-wooded areas about five miles south of Interstate 70. There are very few places for emergency landings and I don't have that great of a glide ratio so broke our loose formation, climbed about a thousand feet and proceeded to Bloomington with the Cessna still in view.
Bloomington has a tower, and the controller did a good job of keeping the light traffic separated. Once on the ramp, the available parking spots were a bit of a walk from the food line. That was OK because we were there to check out the airplanes, anyway. Bloomington had a nice assortment of homebuilts, including a few RVs and several pushers, including a Vari-EZ, Long-EZ and a Velocity, as well as some usual and unusual type certificated aircraft. One featured aircraft was a very nice French-designed CP750 on display. It had a full electronic panel yet was an aerobatic aircraft. Everyone who observed on commented on the beautiful workmanship.
Chapter 650's planned program was a slide show talk by Velocity builder Joe (Mike?) Schmidt from Huntingburg, who described his motivations for taking on the project and described how he and his partner Scott worked through many of the problems that arise with such a complex aircraft. He started out building a VFR airplane but when he started making more money at his business he bought more toys. The only fast-build options available to her at the time were was the gull-wing door. He started with a built-up Chevy V-6 engine but never installed it due to insurance issues. He now has a fuel-injected IO-360 with Lazar electronic ignition. The Velocity will top out at about 205 KTs but he usually cruises at about 180 KTs. He claims it is a true four-place airplane, with a useful load of 1200 pounds. It holds 70 gallons of fuel and can go 1,100-1,200 miles non-stop. Schmidt talked about his nose wheel landing gear failing at Huntingburg, with damage that took 6-8 months to repair.
Schmidt is a very funny and engaging speaker; I would like to have stayed for the whole program but I glanced at my watch and realized I was still in Bloomington beyond the time I planned to be at home at working at my chores. I slipped out of the room and headed back to the plane.
Sheridan had plenty of "ramp rat" volunteers in yellow shirts helping to direct airplanes to parking stops, many of which were located around the back of the hangars and away from the ramp. The volunteer shirts said "Glenndale Airport," so I wondered if they came down for the day or if they just sold their shirts! But they were friendly and helpful. They even had pre-printed taxi and departure procedures so the pilots could get out while the airport volunteers conducted their advertised rides.
Mike and I hopped out and were greeted by airport tenant Gus Gustafson, who wanted to show us the stuff in his hangar. He's got to Piper airframes in there and a ton of parts, all ready for restoration. His hangar looked like a great place to hang out and had plenty of room for building airplanes.
Since it was lunch time, we headed over to the food line. Although main crowd hadn't arrived yet, the line was starting to build up, Fortunately, it went pretty quick. They had a limited menu, which consisted of cheeseburgers and roasted pork barbecue, along with baked beans and perhaps some chips. I can't speak for any of the other items because I didn't get them but the pork sandwich was excellent! I dabbed on a bit of barbecue sauce, got a bottle of water and headed for a picnic bench inside the maintenance hangar and enjoyed the food and people there.
Two biplanes made it to the fly-in, a Stearman and a Great Lakes. There were a couple of T-6s and a Stinson (L-5?), along with a military Jeep for the show. A St. Vincent's/St. John's Hospital helicopter came too, and landed beside a row of antique Ford automobiles. The fly-in had its share of Cessnas and others, many of which were hopping rides for the drive-in attendees.
Sheridan is home to two Cessna 195s, and both were out for display. An Aviat Husky, which set many endurance records, was on display by the owner, who patiently answered questions about the aircraft and these flights.
The airplane on the field with the most "cool factor" was a recently-completed Titan P-51 scale Mustang kit. The builder was in the process of starting his phase 1 flight testing, much of which consisted of very short flights between checking the torque on the propeller, as specified by the manufacturer. His two-seat airplane is powered by a 100-h.p. Rotax 912 engine, turning an in-flight adjustable Ivoprop. It also has all of the components for retractable landing gear. This builder did not install the electric brushes for the propeller adjustment and had removed the hydraulic actuating cylinders, locking the landing gear in the down position. He plans on the flying the airplane as a Light Sport for a while. He says that it is expected to go 150 mph with the gear down so he has to pitch the prop to keep it within Light Sport. That's a lot of performance for an airplane that looks so darn good. He says the back-seater needs to be pretty light or the CG goes too far aft. The builder plans on adding some lead ballast to the nose for heavier passengers. It currently weighs 900 pounds, so with ballast and a big boy in the back, its range is going to be fairly short while operating as LSA. Who cares? With its polished aluminum exterior and aggressive taildragger stance, it definitely has enough high macho factor for strutting around central Indiana.