bvblogo.gif (2962 bytes)

EAA Chapter 983 Newsletter March 2001

Mailing Address: EAA Chapter 983, P.O. Box 903, Granbury, TX. 76049

Chapter 983 meets on the second Saturday of each month at 10:00 AM. in Ken houseman’s hangar. N.E. corner of Pecan Plantation Airport.

Business Meeting highlights:

The Board meeting on the 8th of March discussed some items of interest to the General membership.

  1. The Board welcomed new members-at-large Willie Bennett, Bill Downey and Steve Wilson.
  2. We have the insurance certificate from the National. Organization for class 1 fly-in events. Note: this insurance covers only current members of EAA National.
  3. Rick Chapman has registered our Chapter website; for 5 years ~ $75.
  4. Updated membership roster is on the website.
  5. Chapter 983 now has a display case at the Granbury airport. Check it out!

Chapter Meeting Highlights 10th March:

  1. Don Saint welcomed visitors: Rhody Addison, Andy Schechter, Gary Rutledge, Bill Rutledge and Buzz Wagner. Buzz is a knowledgeable guru on Aeroncas. (Call 605-532-3862)
  2. Bill Mainord introduced two candidates for sponsorship to the Air Academy; Rhody Addison and Sarah Woodward. We will select one for financial aid at a level to be determined.
  3. Art Lombas was introduced as a participant in the Ultralight championship contest to be held in Spain this year. He has helped both Don Saint & Dick Keyt numerous times in welding on the Polen, and Dick (rashly?) promised to match the Chapters donation to help Art in transportation to Spain. A total of $600 was collected; x2 = $1200
  4. Refreshments were provided courtesy of Bruce & Gloria Wilson and Dave & Nilza Boldenow. Also, Joe Sasser’s birthday cake suffered severe mutilation. Warren Stockton won the "Lucky Buck" drawing and also won (drum roll please) an EAA 2001 calendar!

Ed Kolano

Ed Kolano told us of the idiosyncracies of some experimental aircraft and showed us some astonishing videos of a Longeze and 3/4 scale Mustang. The Longeze got into trouble on the first flight when the pilot could not get the engine to develop full power and got into a roll-yaw coupled oscillation. He crashed off the runway with no injury. The 3/4 scale Mustang had a rudder mounting that bent with strong inputs and made directional control difficult.
Ed made the following specific comments:

  1. The small tail Lancair 320 had a low, and even negative, stick force/"g". They were trying for high speed and made the tail load low to help get it. Unfortunately this made the aircraft very sensitive in pitch.
  2. The Kitfox has a range of 5" in aileron throw where nothing happens!
  3. The Tornado has a lot of surface forward of the CG, and this gives a pilot a lot of trouble trying to maintain directional control. The Prescott pusher also has directional control problems for the same reason.
  4. Ed pointed out that Canards have a problem on landing; in that when touchdown is made, there is a pitch down because the main wheels are aft of the CG. This pitch down decreases the angle of attack (and lift) on the forward surface. This causes the nose wheel to come down harder than the pilot may want. In normal tricycle gear aircraft, it helps to ease forward on the stick to keep the mains on and avoid a bounce. The Canard though, needs reverse action, with a strong pull force after touchdown.


news0301-7.jpg (8251 bytes)
Kevin and Karla Ross

1. Kevin Ross is adding to his aircraft "fleet". He has taken delivery on a fast build RV-6 and already has clecos in place. The fast build is indeed fast-build with the fuselage almost ready to go. Since he and Karla could not be without wings he bought a Pietenpol.

news0301-4.jpg (26647 bytes)2. Dick Keyt and Bill Scanlon went up to Ardmore OK to investigate a new ultralight. It was said to weigh zero Lbs. and cost $275000. Interested? Well the cost was right, but the weight was only partially correct. It is a blimp! It’s designer is Bill Meadows of United States Airships Internl. It seats two and is 80 Ft. long and 20-25 Ft. in diameter. news0301-5.jpg (31878 bytes)It has 3 engines, two are gimballed around the pitch axis so that you can go up~down, or fore and aft. The third engine is gimballed to provide pitch and yaw control. The blimp envelope is made of 10 mil heat sealable plastic. When inflated it has a pressure of only inch of water or about 1/50th PSI! Since helium is so valuable, they pump the helium in to another equal volume bag so they can work on the envelope. Ed; Makes for a VERY big hangar! Cruise speed is said to be 40 MPH. Any buyers out there? Goodyear must be quaking in their boots!

news0301-7.jpg (8251 bytes)
Gloria Wilson

3. Bruce and Gloria Wilson have a new hangar to house their 172 and Citabria. They are located way back in the hinterlands on the East side of Pecan at 5518 Equestrian.

Doug Crumrine

Safety Tip: Doug and Sheryl Crumrine have a ground safety tip for all of you. Install a fire detection system in your garage and hangar. It should have a LOUD alarm system with an alarm bell, preferably outside (to annoy the neighbors) and make them aware that WE HAVE A FIRE! Most of us have alarms in the house that catch all the kitchen fires and smoke alarms. They are mostly for folks inside the house to awaken them and get them safely outside. In many cases, folks are away and fires can go undetected until the fire is "well involved" as a fireman would say.

The reason the Crumrines are "sounding the alarm" is that they almost lost their home at 5420 Equestrian in Pecan. The fire started in the garage and got really going before it was detected. Actual fire damage was mostly confined to the garage with much smoke damage. In addition to fire detectors in garage and hangar, it would be a good idea to have an automatic dialer, or the number for our local Pecan fire station posted prominently; 573-5111. The Crumrines will be living temporarily at 9703 Argyl Ct. until their home is renovated

Here is a tale from Damon Berry:

Speed and Conventional Wisdom:

Damon Berry

It was frustrating as all get out. I had 160 HP, They had 160 HP. I weigh 1000 Lbs. So do they. I’m a two place, low wing all metal airplane. Yup, them too. Then doggone it! Why are those two nosewheelin’ RV-6's 25 MPH faster than my Thorp? I hate having them pull away from me. It peeves me no end to ask them to slow down so I can get back in formation. So I got to cogitatin’ and cipherin’.

My Thorp has always been nose heavy due to it’s constant speed prop. Now "conventional wisdom" says: "Speed increases as the CG moves aft" until it gets about a third of the way back on the wing. Get aft of that and the airplane starts to do the Hurtey Gurtey. Well with some lead weight in the tail, I could move my CG aft a good bit and pick up some MPH’s.

So I got to designin’. Did a number of weight and balance calc’s for the ballast additions. Some showed the airplane being unable to leave the ground and others insisted that it would do a loop as soon as it left it. I interpolated and figured that I was right in the middle. Perfect. Built a beautiful platform in the fuselage near the tail wheel. Melted down some lead weights from the Goodyear store and poured some pretty ballast bars,8# each. Got some good advice from the tech guys on the installation and I was ready for the speed trials. The flights began at 8AM. Didn’t wear a chute, I figure God gives us free will so we can ignore common sense. We started with baseline runs with no ballast. Four runs, opposite directions, two altitudes. Landed, topped the fuel, added the first 8#, replayed the runs. Landed, fueled, added the second 8#. Noted IAS and GPS ground speed on each run. Now I was hoping for 15 MPH, but being the realistic guy I am, I was really expecting 7-8. Know what I got?

BUPKIS! Actually negative Bupkis. Both the 8# & 16# runs were 2 MPH slower than baseline. Temperature hadn’t changed much and I redid the "no ballast" runs to make sure of the baseline. I studied the results and after applying scientific techniques came up with a possible reason. I got bad Mojo. Yup, there was a Bad Moon Arisin, that day and as everyone knows, there is no good reason for airplanes stayin’ in the air anyway.

But, I’m not giving up. "Conventional Wisdom" says : "Drag reduces in direct proportion to a reduction in frontal area". Now if I chop two feet off each wing...

It was a long time ago when "ye editor" was an Aero Eng. Student at Univ. of Minn, but I can still recall some words of a little ditty from K.D. Woods, "Airplane Design":

Design a plane, the head men say,
It must be built in such a way,
that the dumbest cluck can fly hands off,
make the hardest landings still feel soft.

It must be strong and in the main,
able to withstand a hurricane.
It must be super-fast, and another point too,
It must have a cruising range to Timbuktu

It must be designed to go straight up,
and land straight down,
and still scarcely feel the ground.

Even Dick Rutan could not fulfill all these requirements!

Oh yes, and one thing more,
It must be designed to sell at the 10 cent store.


Schedule of Chapter 983 Events

Chapter 983 Officers and Contacts