Your window to Oklahoma Aviation...Past, Present, Future Vol 19, No 2 ol 19, No 2 ol 19, No 2 ol 19, No 2 ol 19, No 2 The Big Box: Building a Kitfox Lite PRSRT STD U.S. POSTAGE PAID STONE MT, GA PERMIT NO.1068 February 2001 ebruary 2001 ebruary 2001 ebruary 2001 ebruary 2001 Subscribers: Check your mailing label to see if your subscrip- tion is about to expire. Just how do you get bit by the "homebuilding bug"? The decision to homebuild an airplane should not be taken lightly nor should it be considered an extraordinary or outrageous decision. Thousands of men and women have basked in the joy and pride of building and flying their own airplane and many have started projects that were never completed. Perhaps it's a snap decision that results from being at the right place at the right time. For me, it's a stew pot of ideas, life's lessons, and the love of flying that has been brewing for well over forty years. My twin brother and I took our first flight lesson when we were 14 years old in 1956. Our goal was to get our private pilot licenses at age 17 and then build our own airplane. We were en- amored with the Corbin Baby Ace, a little open cockpit "parasol" wing air- by Earl Downs plane which was featured in Popular Mechanics maga- zine and was instrumental in founding the booming homebuilding movement of today. But, goals change and the Baby Ace only flew in my dreams. After getting our li- censes on our 17th birthday we purchased a very used Taylorcraft L2. Because we were still in high school you can imagine how many part time jobs we had to work at to come up with the $800 purchase price. Along with the T-Craft we were able to acquire a partially built Wittman Tailwind homebuilt project. All homebuilts in those days were "scratch built". You built every piece and part; kitplanes had not been invented yet. It wasn't long before the old cotton fabric on the T-Craft started falling off and we were now faced with building one plane and restoring another. We traded both airplanes for a beautiful Aeronca L3 and, once again, the goal of homebuilding was set aside. Fast forward to 1999. My brother (now president of Skystar Aircraft, builder of the Kitfox series of kitplanes) asked if I would be interested in helping them market the new Kitfox Lite ultralight air- plane. After demonstrating the Lite at Sun and Fun 2000, we struck a deal. In order to market the Lite, I would need to build one. After all the in- tervening years I would fi- nally build an airplane but what a change it would be from the days of the Baby Ace and The Tailwind! The Lite is a true kitplane. It's more like assembling a large model airplane. Thousands of hours of engineering and quality factory pre-assembly lead to a project that is fun and rewarding. But wait, I am ahead of myself and I will give more details on the assembly job later. Before the assembling starts, the "airplane in a box" has to arrive. I started preparing my hangar weeks ahead of the planned delivery date. I framed out a new workbench and built some wing stands. I knew the Big Box would be 12 feet long and provide lots of usable lumber so I waited for it to arrive before complet- ing the my workbench. I also knew it would weigh over 900 pounds so I made arrange- ments with my friend, Pat Smith, to help me pick it up at the truck terminal in Okla- homa City. Finally, the phone call came in that I had a Big Box to be retrieved and Pat and I headed for the City with his flatbed trailer in tow. I knew this was all part of my business deal but I felt like a kid going to meet Santa Claus. My Big Box was wait- ing! The forklift placed it on the trailer and we were off for Cushing. As we drove, we discussed how we were going to unload the Box. It turned out to be quite simple. We backed the trailer into the hangar, tied the Big Box to the hangar structure and pulled the trailer out from under it. Then came the moment of truth, opening the box. While Pat's wife Linda and my wife Mimi looked on, Pat and I started the opening process. I must talk to Skystar about using so many nails. Anyway, af- ter much prying and bang- ing, the airplane in a box started to show itself. What a sight! I had the mixed feel- ing of excitement and trepi- dation. I am really going the build this? As it turns out, the as- sembly process has been fun and I'll go into more details in a later article. I have de- cided to name my Lite "ACE", in honor of my first dream, the Baby Ace. The difference is that this time the dream is becoming a re- ality. Any questions or com- ments? Hit me up at [email protected]The “Big Box”-- aren’t you just itching to get your hands on it? Mimi Stauffer, Earl’s wife and Pat Smith, wondering what they’re in for.
Transcript
Your window to Oklahoma Aviation...Past, Present, FutureVVVVVol 19, No 2ol 19, No 2ol 19, No 2ol 19, No 2ol 19, No 2
The Big Box: Building a Kitfox Lite
PRSRT STDU.S. POSTAGEPAID STONE MT, GAPERMIT NO.1068
Subscribers:Check your mailing label to see if your subscrip-
tion is about to expire.
Just how do you get bitby the "homebuilding bug"?The decision to homebuildan airplane should not betaken lightly nor should it beconsidered an extraordinaryor outrageous decision.Thousands of men andwomen have basked in thejoy and pride of building andflying their own airplane andmany have started projectsthat were never completed.Perhaps it's a snap decisionthat results from being at theright place at the right time.For me, it's a stew pot ofideas, life's lessons, and thelove of flying that has beenbrewing for well over fortyyears.
My twin brother and Itook our first flight lessonwhen we were 14 years oldin 1956. Our goal was to getour private pilot licenses atage 17 and then build ourown airplane. We were en-amored with the CorbinBaby Ace, a little opencockpit "parasol" wing air-
by Earl Downs plane which was featured inPopular Mechanics maga-zine and was instrumental infounding the boominghomebuilding movement oftoday. But, goals changeand the Baby Ace only flewin my dreams.
After getting our li-censes on our 17th birthdaywe purchased a very usedTaylorcraft L2. Because wewere still in high school youcan imagine how many parttime jobs we had to work atto come up with the $800purchase price. Along withthe T-Craft we were able toacquire a partially builtWittman Tailwind homebuiltproject. All homebuilts inthose days were "scratchbuilt". You built every pieceand part; kitplanes had notbeen invented yet. It wasn'tlong before the old cottonfabric on the T-Craft startedfalling off and we were nowfaced with building oneplane and restoring another.We traded both airplanes fora beautiful Aeronca L3 and,
once again, the goal ofhomebuilding was set aside.
Fast forward to 1999.My brother (now president ofSkystar Aircraft, builder ofthe Kitfox series of kitplanes)asked if I would be interestedin helping them market thenew Kitfox Lite ultralight air-plane. After demonstratingthe Lite at Sun and Fun 2000,we struck a deal. In order tomarket the Lite, I would needto build one. After all the in-tervening years I would fi-nally build an airplane butwhat a change it would befrom the days of the BabyAce and The Tailwind! TheLite is a true kitplane. It'smore like assembling a largemodel airplane. Thousands ofhours of engineering andquality factory pre-assemblylead to a project that is funand rewarding.
But wait, I am ahead ofmyself and I will give moredetails on the assembly joblater. Before the assemblingstarts, the "airplane in a box"has to arrive.
I started preparing myhangar weeks ahead of theplanned delivery date. Iframed out a new workbenchand built some wing stands. Iknew the Big Box would be12 feet long and provide lotsof usable lumber so I waitedfor it to arrive before complet-ing the my workbench. I alsoknew it would weigh over 900pounds so I made arrange-ments with my friend, PatSmith, to help me pick it upat the truck terminal in Okla-homa City. Finally, the phonecall came in that I had a BigBox to be retrieved and Patand I headed for the City withhis flatbed trailer in tow. Iknew this was all part of mybusiness deal but I felt like akid going to meet SantaClaus. My Big Box was wait-ing!
The forklift placed it onthe trailer and we were offfor Cushing. As we drove,we discussed how we weregoing to unload the Box. Itturned out to be quitesimple. We backed the trailer
into the hangar, tied the BigBox to the hangar structureand pulled the trailer outfrom under it. Then came themoment of truth, openingthe box. While Pat's wifeLinda and my wife Mimilooked on, Pat and I startedthe opening process. I musttalk to Skystar about usingso many nails. Anyway, af-ter much prying and bang-ing, the airplane in a boxstarted to show itself. Whata sight! I had the mixed feel-ing of excitement and trepi-dation. I am really going thebuild this?
As it turns out, the as-sembly process has been funand I'll go into more detailsin a later article. I have de-cided to name my Lite"ACE", in honor of my firstdream, the Baby Ace. Thedifference is that this timethe dream is becoming a re-ality.
The “Big Box”-- aren’t you just itching to get your hands on it? Mimi Stauffer, Earl’s wife and Pat Smith, wondering what they’re in for.
The Oklahoma Aviator, February 2001, Page 2
From Mike...
THE OKLAHOMA AVIATOR
Published monthly at4621 E. 56th PlaceTulsa, OK 74135(918) 496-9424
FoundersJoe Cunningham and Mary Kelly
Editors/PublishersMichael Huffman
Advertising SalesMichael Huffman
The Oklahoma Aviator is publishedmonthly. All rights reserved. BulkMail postage is paid at StoneMountain, Georgia. Subscriptionprice of $15.00 per year may be sentalong with other remittances andcorrespondence to:
The Oklahoma Aviator4621 E. 56th PlaceTulsa, OK 74135
Recently, my “day job,” in addition tothe Oklahoma Aviator, has been to help agroup of guys at Gundy’s Airport inOwasso to do a major rebuild on a Breezy.
I first encountered this particular air-plane and its owner 26 years ago. Theopportunity to be involved with it again
is, for me, a nostalgic reunion.The airplane has been well-known
around the Tulsa area since the early 70s,having been brought here by the legend-ary Red Stevenson of Bixby. It was a fairlyunique airplane when Red bought it, sinceit was built using Harley-Davidson spokedmotorcycle wheels. On the big wheels,the airplane stood tall and required a stepwelded onto the fuselage for passengerentry.
In his ever-flamboyant style, Redequipped the airplane with a wicker pic-nic basket, brass Indian taxi horn, and asiren from an old fire truck. Red and theBreezy were standard features of manyfly-ins and other aviation gatherings formany years.
Meanwhile, I moved to Tulsa in 1973
The “Big Wheel Breezy” N2343
from Weatherford, OK, bringing alongmy almost-completed first homebuilt air-plane, which I had designed. I’ve alwaysbeen attracted to “minimum,” open-airairplanes-- I wanted to get as much ofthe feeling of flying like a bird as pos-sible.
The wings were from an earlier“Jeannie’s Teenie” project I had decidednot to finish and I designed an airplanearound them. I had fallen in love with theBreezy and wanted mine to be similar. Thedesign evolved into a single-place low-wing pusher that onlookers referred to asa “lawn chair with wings.” In retrospect,it was an ultralight before the term hadbeen invented!
After moving to Tulsa, I finished theairplane and got it signed off. However, Ihad heard tales that the Breezy was hardto fly, since there was no structure out infront of the pilot to help provide a pitchattitude reference (this proved simply tobe untrue.)
Having heard Red’s name at a localEAA Chapter 10 meeting and finding outthat he owned a Breezy, I called him onthe phone, explaining that I wanted to askhim about the flying characteristics.
He invited me to his house in Bixbythe next Saturday and I felt honored to beable to talk to someone who had actuallyflown a Breezy. As we sat on his sofa,Red was very cordial and patiently an-swered my questions. After awhile heasked, “Would you like to see the air-plane?” Would I! Trying not to let myenthusiasm show too much, I said yes Iwould.
We drove from his house to a littledirt strip somewhere north of the Arkan-sas River. The Breezy was inside a littletin hangar and I had a good time looking
it over.Pretty soon, Red said, “Well, we might
as well fly it, don’t you think?” Yes, Idefinitely thought we should! This wasway beyond my expectations!
We climbed in (on?) and off we went.It was a damp, overcast day and the airhitting our faces was definitely crisp, but Iwas in “hog heaven!”
We landed at Haskell, taxied in, andshut the airplane down. Red introducedme to his cronies at the airport and theylaunched off into a spirited discussion ofsome unremembered but obviously impor-tant topics-- good ol’ airport talk.
After awhile, Red simply turned to meand said, “Well, it takes off at 65, cruisesat 75, and approach should be made at65. If you are gonna bend it, I don’t wantto be in it, so just go on and take it aroundthe pattern yourself. Be sure and carrysome power all the way through the land-ing.”
Up until that moment in my life, Inever really knew what the word “agog”meant, but I was truly agog with surprise,anticipation, and a little fear! Here was aguy who did not know me from Adamand yet was willing to entrust me with thecare of his airplane-- not just any old SpamCan, but the airplane of my dreams, whosereported flight characteristics required a“real pilot” to fly. In fact, if memory serves,that was my first opportunity to fly anyhomebuilt airplane.
I was not about to argue and, puttingmy fear aside, hurriedly accepted his of-fer. I taxied out, knowing all eyes wouldbe on me, but not caring. Lining up onthe runway, I suddenly became very so-ber (the only word I’ve ever been able tocome up with), knowing I had a job Ithought I could do, but also knowing theconsequences of not doing it right. It wasa feeling I’ve felt many times since--everytime I’ve flown a new homebuilt ornewly-restored antique airplane.
That sober feeling followed me all theway around the pattern and I was relievedwhen the big spoked wheels touched therunway. However, by the second triparound, it was all pure fun! After the thirdlanding, I reluctantly taxied back in. Redand the other onlookers congratulated meand I was embarrassed.
There’s been a lot of water under thebridge since then. I even owned a Breezysome years later. But on that day, whowould have thought that 26 years later,I’d be again involved with the same air-plane. I’m thoroughly enjoying the re-building process. For homebuilders,there’s something magical and sensualabout handling the metal and, through in-telligent, engineering thought, transform-ing it into something useful, somethingwith a purpose.
Red Stevenson, here’s thanks to youfor showing confidence in me and usher-ing me into the wonderful pleasures of fly-ing homebuilt airplanes. Hopefully, afterthe airplane is again flying, it will haveanother 26 years of life and someone elsewill be able to remember with nostalgiatheir first ride.
The Oklahoma Aviator, February 2001, Page 3
To See or Not to See: How is the Question!- Using Hoods onCheckrides
by Dave Wilkerson
Grassroots PublicationDear Sir,I am glad that you were able to con-
tinue the publishing of your fine publica-tion, as I have enjoyed it during years goneby. It is a grassroots publication of inter-est to us common aviators. I have knownBob Richardson for some years and I en-joy all of his articles.
Enclosed you will find my check forrenewal in the amount of $15.00. Keepup the good work
Lewis R. HowlandIola, KS
Solo Cross-CountryHi, Mike,Hannah here. Loved your editorial in
the most recent OA. Meant to subscribelast month, but you know, the holidays,etc. Anyway. Maybe you aren't into pub-lishing personal interest stories, but I'll sendmine along anyway, primarily because thedear little old lady I'll tell you about shouldbe remembered by someone.
It was time for my solo cross-coun-try. The route was to be from Chickashato Weatherford, to Hobart, and return.The compass was out of the plane for somereason and the instructor handed me analarm clock. The last thing he said was,"If you get to the South Canadian River,turn back-you've gone too far.”
When I'd taken my dual cross-coun-try, it had been a nice sunny day. This day,a month or so later, was sunny but quitewindy, and there were lots of low scud-ding clouds drifting about. Nothinglooked as I remembered it. I could seethe South Canadian River ahead, so fig-ured I'd best find out exactly where I was.
I flew around the first water tower Isaw. On one side the letters read "HIN"and on the other "TON." I had never evenheard of Hinton, but after some very fastmap reading, I found it and then headedwest for Weatherford. When I got thereand approached to land, I had forgotten
about the rise in elevation and almost druga wing tip as I turned final. I didn't realizethat until later.
Going into the office to have my logbook signed, I met an old lady who cheer-fully signed my log, and I then asked her ifsomeone could prop the plane.
"Well, honey," she said, pointing to hergrandson, "there is only me and the boyand the dog."
Obviously, she wouldn't be able todo it. What to do?-I had to get home some-way. I asked her if she would be willingto sit in the airplane, hold the stick and thethrottle back, and keep her feet on thebrakes. She told her little grandson to holdthe dog and "stand right there" beside therunway. In she climbed, long skirt,sunbonnet, and all. I showed her whereeverything was and emphasized that evenwhen the plane started, she was to stillhold onto everything real tight. I wentaround to the front of the plane, carefullytrying to imitate how I'd seen other peopleprop a plane. Not only had the little oldlady never done what I was asking her todo-- I had never propped a plane! Well,somehow, she did and I did, and we startedthe airplane.
Afterward, she climbed out and I gotback in. I thanked the dear, brave littlelady, and headed for Hobart. By the timeI flew over Corn, I had finished crying and
also finished all the cookies I'd broughtalong. As they say, "the rest is history!"
Cheers and good luck with publish-ing the Oklahoma Aviator.
Hannah BassTulsa
AdvertisingDear Oklahoma Aviator,Enclosed is my check for renewal.
However, I would like to make this com-ment. I realize ads are important as amonetary base to afford publication. But,when advertising pages exceed contentpages, that also spells trouble in keepingsubscriptions.
Phyllis ScottTulsa
[Editor's Note: Phyllis, thanks verymuch for your subscription and your com-ments. We are very aware of the amountand quality of content we publish as com-pared to advertising. We intend to keepthat ratio in balance--as more advertis-ing is secured, we will thus have more timeto also increase the content.
However, I would like to make twocomments. First, our advertisers offerhigh quality products and services and,thus, their ads are of value to our read-ers.
Second, about 90% of our incomecomes from advertising, with less than10% from subscriptions. So, advertisingis a necessary fact of life for us to be ableto cover Oklahoma aviation news.
Unless, of course, we were to beadopted by a rich relative-- hmmm, in-teresting thought! Let’s see-- whom do Iknow??]
Do you own a view-limiting de-vice? Flight Instructors will doubt-less say "of course!" while other pi-lots may not. The Federal AviationAdministration (FAA) does notmandate who must own them, butthe Practical Test Standards (PTS)Appointment With Examiner check-list advises applicants to bring onefor a flight test. The Feds had goodreason to include it in the practicaltest checklist: concern for applicantanxiety.
The years have wrought an as-sortment of means to direct a pilot'svision to the flight instruments.These have ranged from coloredglasses that polarize a pilot's at-tempt to see outside through a sec-ondary plastic film, to unobtrusiveopaque shields that affix to a pilot'sflight glasses and flip down to simu-late an instrument environment.For decades, most view-limiting de-
vices imitated welders' hoods. Westill use the term "hood" to describemore modern, less-obtrusive types.The upshot of all this is simple. Weeach perform most comfortably andcompetently using familiar aids andequipment during flight tests.
Still, applicants commonly ap-pear for checkrides without a hood,expecting examiners to provide astheir instructors did. Few examin-ers want to miss opportunity onwhat might be considered a techni-cality. (Does it matter if applicantsborrow their instructors' hoods ortheir examiners'?) Most examinersown a view-limiting device, butthere is potential risk for those ap-plicants who choose to use theexaminer's hood. The examiner'smay be distractingly different fromthe instructor's view-limiting device.Examiners have had applicants who,after a disqualifying performance,stated that the examiner's hood wastoo different for them to perform the
procedures as well as they had donewith their instructors. It may havebeen just such reports that causedthe FAA to modify Federal AviationRegulation (FAR) 61.45 to includeunder (d) Simulated instrumentflight equipment, the following:
"An applicant for a practical testthat involves maneuvering an air-craft solely by reference to instru-ments must furnish: …(2) a devicethat prevents the applicant from hav-ing visual reference outside the air-craft, but does not prevent the ex-aminer from having visual referenceoutside the aircraft, and is otherwiseacceptable to the Administrator."
Last year, I noted that more ap-plicants than in preceding years pro-vided view-limiting devices whichthey personally owned. Perhaps thisis because fewer people are becom-ing pilots for personal fulfillment,and instead plan on aviation careers.For them, a view-limiting device isprofessional equipment the purchase
of which is obviously justified.Whatever the reason, one obviousbenefit is a more relaxed cockpitduring simulated instrument flight.Still, a number of applicants ask toborrow examiners' hoods. Today,most view-limiting devices are stan-dard items. Examiners inspectunique hoods for usability, but re-jections are rare. Some commercialhoods have distracting nosepieceswhich flight instructors often re-move. Such changes rarely affectthe hood's ability to limit outsideview. Be aware, though, that exam-iners owning this type of device usu-ally have not modified them. If yourcheckride involves hoodwork, bringthe hood with which you are mostcomfortable.
When instructors help their stu-dents to use the Appointment Withthe Examiner checklist, problems al-most disappear.
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Serving the interests of the owners and operatorsof all airports in Oklahoma
For information or application contact Debra Coughlan, ExecutiveDirector OAOA, P. O. Box 581838, Tulsa, OK 74158
Telephone 918.838.5018 Fax 918.838.5405
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15TH ANNUAL OAOA CON-FERENCE
Final plans are being made forthe Oklahoma Airport OperatorsAssociation's 15th Annual Confer-ence to be held at the newly rebuiltQuartz Mountain Resort, Home ofthe Oklahoma Art Institute. ThePlanning Committee adopted the2001 theme "Soaring with EaglesAgain", which mirrors the themefrom their very first conference,which was also held at QuartzMountain Resort in 1986.
The 2001 Conference will beheld Sunday through Tuesday,
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April 22 - 24, and will kickoff witha golf tournament at noon on Sun-day. Conference registration andexhibitor packets are going out theweek of January 15.
Topics to be covered in thetechnical sessions include aviationand the community; environmentalregulations affecting airports; up-dates by the FAA, OASC and theAOPA; and a panel on airport li-ability insurance.
Anyone interested in sponsor-ing or attending the OAOA 2001Conference and/or joining OAOAcan contac t Debra Coughlan ,OAOA Execut ive Director, inTulsa at 918-838-5018. Exhibitorinformation is available throughCarl Cannizzaro, with HorizonEngineering, in Tulsa at 918-663-0870.
Check out the OAOA website- www.okairports.com.
FREDERICK, MD - AOPAPresident Phil Boyer will hold a Pi-lot Town Meeting in Tulsa March13 and Austin, TX on March 15.In lively, interactive sessions, he'llupdate pilots on current and up-coming developments in nationalaviation legislation, policy andregulations, and will solicit pilots'views of the general aviation situ-ation in Oklahoma and Texas.
Boyer will examine the GA out-look in the wake of the nationalelections, in which 126 of 141AOPA-supported candidates wereelected (or reelected) to Congress- 22 in the Senate and 104 in theHouse.
He will also discuss PresidentClinton's executive order directingFAA to create an Air Traffic Or-ganization (ATO) and AOPA's in-flexible stand against the user-feeproposal that order contains. Hewill review parts of the FAA reau-thorization bill, AIR-21, which es-tablished a framework for an ATO.Passed last spring with strongAOPA backing, AIR-21 providesfor a number of improvements inFAA structure and managerial ef-ficiency long advocated by AOPA.
Another topic for discussionwill be the recent increase in run-way incursions, causing both aircarrier and general aviation acci-dents and incidents. Since effec-tive technological systems to moni-tor ground traffic more closely areyears in the future, AOPA is push-ing for immediate changes inground control procedures and in-creased emphasis on pilot trainingin techniques to avoid ground traf-fic conflicts.
And as a principal element ofthe meetings, Boyer will invite dis-cussion of local issues of concernto Oklahoma pilots and aircraftowners.
Boyer has held more than 235Pilot Town Meetings during thepast eight years, reporting to pi-lots all across the country and so-liciting their feedback to keepAOPA action focused on currentpilot concerns. To date, more than45,000 pilots have participated inthese Pilot Town Meetings.
The Pilot Town Meeting sched-uled for Tuesday, March 13, willtake place in the Radisson InnTulsa Airport, 2201 North 77thEast Avenue.
On Thursday, March 15, the Pi-lot Town Meeting will be in theHoliday Inn Austin Airport South(Bergstrom), 3401 South I-35.
Both meetings begin at 7:30p.m. and are open to all pilotswithout charge.
Phil Boyer, a 30-year veteranaviator and former network tele-vision senior executive, is the thirdfulltime president in AOPA's 60-year history. Instrument- andmultiengine-rated, he has loggedmore than 6,000 flight hours, in-cluding two transatlantic cross-ings. He has been president ofAOPA since January 1991.
AOPA represents pilots andowners of three-quarters of the206,000 general aviation aircraftthat constitute 96 percent of theU.S. civilian fleet. Of the roughly55,000 pilots in Oklahoma andTexas, about 54 percent are AOPAmembers.
AOPA President Boyer to HoldPilot Town Meeting in Tulsa
The Oklahoma Aviator, February 2001, Page 5
THE SQUADRONAn Atlanta-area EAA member designed this set of decorative airplane lights.We liked them so much we are making them available for sale. The set in-cludes six low wing airplanes, six biplanes, and a string of bulbs. The airplanesare pearl white and lights are white (with four colored bulbs). The price is $19a set plus $4 S&H. Allow 3-week delivery. Use them in place of Christmaslights, for hangar dances, for fly-ins-- any aviation celebration!
Send checks to:The Oklahoma Aviator, PO Box 100, Cookson, OK 74427
Name________________________________Company or personal_____________Type of Aircraft_______________________ Want to build to own _____________Want someone else to build for you to lease _______________________________Address_______________________________________Phone_________________
ALL INFORMATION TOTALLY CONFIDENTIALMAIL TO POGUE AIRPORT, PO BOX 338, SAND SPRINGS, OK. 74063
OR CALL KEN AT (918)246-2504. DO IT TODAY-- WE’RE READY TO BUILD!
5,800 foot runwayNEW Courtesy Car
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How Many Should We Build ?How Big Should We Build Them ?
You Tell Us!We have the land and the airport just minutes from downtown Tulsa. We need your helpin determining our building needs for the immediate future. Drop us a note or call andtell us your needs. What size plane? What size hangar? What are your service require-ments from your chosen airport?
“The Airport with a City Behind It”
DETROLThe product Detrol is used to treat
men who have problems with frequenturination (say, more than eight times aday). This problem occurs in many menpast the age of 50. Detrol works wellfor the purpose and may be used bypilots if they follow the FAA's pre-scribed procedure for approval and use.The first step is to obtain a doctor's pre-scription for Detrol and take the medi-cation as directed for a period of thirty
days. Then, see your doctor, let himexamine you, and list any side effectsyou may have. If there are no side ef-fects, you can send a note to that ef-fect to the FAA and thus be approvedfor Detrol use while flying.
It would be nice if a pilot could sim-ply take Detrol on an infrequent, as-needed basis. For instance, perhapsone might consider taking it only inpreparation for a long flight (say, in aBonanza with a five-hour range). Un-fortunately, such use is not possiblewithin the present regulations. TheFAA considers that infrequent use maycause side effects which might be dif-ferent than those encountered in regu-lar use.
If you have any questions about thisarticle or any others, do not hesitate tocontact my office.
Guy D. Baldwin, D.O.
Wings As Eagles
is proud to support theOklahoma Aviator!
We challenge other companiesto do the same.
For flight physicals oranswers to aviation medical
questions, give us a call.
Wings as Eagles, 11445 E. 20th, Tulsa, OK 74128 918-437-7993
Tahlequah Dedicates NewTerminal Building
TAHLEQUAH- Saturday, Decem-ber 2nd, 2000 marked the grand open-ing and dedication of Tahlequah Munici-pal Airport's (H73) newest improve-ment, a 2,200 square foot terminal build-ing, and they are anxious to show it offto Oklahoma aviators and other visitors.The spacious terminal building containsa visitor's lounge, flight planning facili-ties, a public meeting space, refreshmentvending, restrooms, and two officespaces. The opening of the terminalcapped a year of over $1 million dollarsof airport improvement projects that oc-curred at the municipal airport. Theseinclude an expansion of aircraft parkingareas, new aircraft fueling facilities, es-tablishment of an AWOS site, the relo-cation and refurbishment of municipalhangars, in addition to the new termi-nal.
Ken Purdy, chairman of theTahlequah Airport Board, stated that a
great deal of effort went into the plan-ning and construction of the new termi-nal building to make sure that it reflectsan inviting, user-friendly space andleaves visitors with a positive image ofthe airport and community. Purdy said"From planning to finish, the projecttook three years and hundreds of hoursof behind-the-scenes work from cityofficials, staff, and airport volunteers tomake this a reality." He also noted thatthe airport is now under municipal man-agement and invited aviators to stop inand meet the new airport manager, FredBarrs.
Tahlequah Mayor Jerry Cook,speaking at the building dedication eventsaid "These airport improvements are avital part of the overall effort underwayin Tahlequah to make our community abetter place to live and to strengthen oureconomy by creating facilities that helpattract businesses and visitors to our
city."Tahlequah Mu-
nicipal Airport is 41NM from TulsaVORTAC on the 105degree radial. Theairport has a 4,000 ftx 75 ft runway (17/35). Runway lightingis activated by 5 clickson CTAF 122.8.AWOS frequency is118.42. 100LL andAutogas fuel is avail-able. GPS ap-proaches are active.Tahlequah Muncipal Airport’s fancy new terminal!
The Oklahoma Aviator, February 2001, Page 6
So you've decided to change theold bird a bit. Maybe add a new in-tercom, or a graphic engine gauge,or new radios or maybe even aSTOL kit or an autopilot. Great de-vices, all of them. But have youthought about this?
Over the years that I have beenflying other people's airplanes (cus-tomers, thousands of them) I haveseen most all combinations of equip-ment and installations- some good,many bad.
So, to help avoid problems, let'splay Fergie's version of twenty ques-tions. The twenty questions cameto mind recently when I settled intoa Bonanza with a brand new inte-rior and began to look for the jacksto plug in my headset. I knew theoriginal jacks were between theseats, but there was an intercom inthe panel and I assumed, correctly,the original jacks were not part ofthe intercom setup. I spent a minuteor two looking all over the front seatarea for the apparently hidden jacksand finally found them right besideme in the new upholstery, unmarkedand hardly noticeable in the fabricaround them.
I plugged the headset in and pro-ceeded to start the engine and getready for the flight. That's when Ibecame aware of the flaw in the in-stallation- If I tried to fly with myleft arm on the armrest, the jacks in-terfered with my movements of thecontrols. I flew the entire flight un-comfortably trying to avoid break-ing the plugs off in the jacks withmy arm, while maintaining safe con-trol of the plane.
Here are the twenty questions Icame up with:
1. Where is it going to go?2. How will it look?3. Will it interfere with controls?4. Will it interfere with access?5. Can you reach it, see it, op-erate it after it's installed?6. Does it need power?7. How much power, what kind,load analysis required?8. Does it need circuit protec-tion, what kind- fuse or breaker9. Weight and balance affected?10. Structural considerations in-volved?11. Will it interface with othersystems?12. Will it interfere with othersystems?13. Wiring involved- propertype and gauge?14. Who will do the work?15. Who will approve the work?16. STC approval?17. Previously approved data?18. Field approval?19. Flight manual affected?20. Have you thought about
this?I'm not going to try to answer all
of these questions in this article. I amgoing to try to prioritize them so youcan get off to a proper start and avoida messy finish. Questions 15 through19 are the best place to begin.
You must be certain of how yourmodification will be legally applied tothe airplane within the context of FAAregulations and scrutiny. You may getthe best job done with the best equip-ment, but if it can't be approved forreturn to service then you aregrounded. Grounded! The worst wordan Oklahoma Aviator can hear-- to beavoided at all costs. You can avoid itby paying attention to the details first.
If the installation is covered by anSTC, then it can be installed by a li-censed A&P and approved for returnto service by an AI. Simple.
If you are using previously ap-proved data you will have to have anFAA field inspector sign it off, like-wise for any field approval. A wordto the wise here- you should contactthe field inspector BEFORE you startthe project. Describe it in detail tohim and get his input as to what hewill require in order to be able tofield-approve it. Just because youcan do it and write it up does notmean he can automatically approveit. The FAA inspectors have specificguidelines they must follow, too.Make sure your proposal falls withinthem.
Be prepared for some delay if theairplane's FAA approved flightmanual is to be supplemented or al-tered. Most field inspectors cannotapprove flight manual changes andyour paperwork will have to go to aregional office for engineering reviewand approval (that's FAA lingo forSERIOUS DELAY). Try to avoidthat also, if possible.
Manufacturer's data is sometimescited as data for approval, but be cau-tious here: most manufacturers' datais helpful and must be followed, butis usually not FAA approved. It canoften serve as the basis for a field ap-proval if you show it to the inspectorand get his nod on it.
One more note about the fieldapproval process- the FAA inspec-tor rarely inspects the actual instal-lation for return to service. He usu-ally approves the data being used butthe actual return to service is doneby a licensed mechanic, AI or cer-tificated repair station.
OK, Bob, a lot of talk and no ac-tion. I just want to get my intercominstalled. All right, Joe Pilot- we'llstart at the top of the questions listnext month.
[Editors Note: Bob Fergusonworks for Autopilots Central atTulsa International Airport. He canbe reached at 918-836-6418.]
Equipment Installations: HaveYou Thought About THis?
by Bob Ferguson
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The Oklahoma Aviator, February 2001, Page 7
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The Young Eagles program of theExperimental Aircraft Association (EAA)was created specifically for the recruitmentand education of the next generation ofaviators. EAA's goal is to introduce onemillions youngsters to the excitement ofaviation by giving them their first flight by2003, the 100-year anniversary of theWright brother's first flight. Currently EAAhas over 700,000 Eagle Fights in their log-book and they are confident of reachingtheir goal. General Chuck Yeager has beenthe Honorary Chairman of this programsince 1994 and has personally providedseveral hundred Eagle flights. Every youngperson, 16 years of age or younger, whogoes on an Eagle flight receives a YoungEagles certificate signed by GeneralYeager and the pilot conducting the flight.
Months earlier while discussing myenthusiasm for aviation with Mike Bur-ton, a friend and colleague from work, hementioned that his son Matthew (Matt)was interested in aviation and planned tojoin the Airforce after high school. I of-fered to take Matt and Mike on an Eagleflight. We were looking for some freetime and good weather during the periodbetween Christmas and the New Year.
On the appointed day the sky was clear
blue with scattered high cirrus and a lightbreeze out of the south -- it was perfectflying weather. Matt lives in Edmond andwe agreed to meet at Guthrie Municipalairport. After landing at Guthrie and leav-ing the runway, I immediately saw Mattand his father standing near the FBO. Matt,a high school sophomore, is a tall, goodlooking and intelligent young man. Firstwe looked at the sectional chart and brieflydiscussed the symbols, frequencies, etc.associated with the airports and airspacein the region. Then we discussed the routeand altitudes for our flight that day. Nextwe did a thorough preflight and discussedbasic principles of aerodynamics and con-trol surfaces. Matt knew all aboutBernoulli's principle and the major forcesof weight, lift drag and thrust. I was im-pressed!
After listening to the weather on thelocal ASOS, we lifted off and contactedOKC Approach for flight following.Heading south we were soon overEdmond where Matt located his house.Then we circled downtown OklahomaCity and Matt pointed out land marks (theOKC Bombing Memorial, Bricktown ca-nal and State capitol building) to his fa-ther sitting in the back seat. Matt seemedto be comfortable at the controls when hetook over and headed back to Guthrie.When I asked how he would locate theairport, he said that he would just fly up I-35 until the airport appeared just south of
Left to right: Tom Pento, YoungEagle Matt Burton, and his father,Mike Burton.
Guthrie. I told you that this boy was smart!I took the controls and began our de-
scent into the traffic pattern at Guthrie.As I broadcast our positions on the down-wind, base and final legs, I wondered ifMatt would think back to this flight sev-eral years from now when learning to flyin a military jet trainer. I know that I willnever take the controls of an F-22 Rap-tor; however, the knowledge that I haveintroduced the joy of flying to a youngperson who may very well fly the Raptorgives me a feeling of satisfaction. I encour-age each of you to fly with a Young Eagle.It may be one of most rewarding flightsthat you've had in some time. For infor-mation on participating in the YoungEagles program call the Young Eaglesoffice at 414-426-4831.
OKLAHOMA CITY- The twenty-first annual Oklahoma Aviation andSpace Hall of Fame induction was heldJanuary 13 at the Omniplex. Lu Hol-lander and the Ninety-Nines, Inc. weretwo of the six inductees. President VickySherman flew in from Florida to acceptthe award on behalf of the 99s. Theaward will be placed at 99s Headquar-ters. Vicky Sherman was a house guestof the Halpains. Bonita Ades, immedi-ate past section governor was a houseguest of the Rotzingers.
About two hundred people attendedthe gala. Oklahoma Chapter Ninety-
99s Inducted into Aviation &Space Hall of Fame
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Nines attending were Shirley Brown,Charlene Davis, Sue Halpain, PhylisHensley, Helen Holbird, Lu Hollander,Phyllis Howard, Gladys McCaslin, JodyMcCarrell, Margie Richison, PoochieRotzinger, Susie Sewell, Lucille Watkins,Lisa Spencer (FWP) and Debbie Wilson.Husbands attending were Charlie Brown,Bill Halpain, Robert Hensley and CurtisWilson. Other International 99s therewere Bonita Ades, Lisa Cotham, GeneNora Jessen, Anita Lewis, Claire Walters,Vicki Sherman and Verna West.
Perhaps youused to have anaerobatic airplane inyour younger daysand sold it to buy amore "practical"plane. Now, twentyyears later, you getan urge to "dance inthe sky" again. The
"dancing" begins and you are filled withso much enthusiasm that you want toshare the excitement with other pilots.You look to your local IAC Chapter andfind they kind of fizzled out years ago.
That's what happened to one ener-getic pilot named Guy Baldwin fromTulsa, my husband. As an Aviation Medi-cal Examiner, Guy speaks to pilots all day.His head was spinning with ideas, but heknew he couldn't implement them alone,so he ran a newspaper ad to see if therewas interest in reviving the Chapter. Theresponse was overwhelming and in Oc-tober 1999, IAC Chapter 10 was reborn!Because our first event was planned forJanuary, we held several weekly meet-ings at our house, which soon becamedinner meetings.
In January 2000, we kicked off thenew millennium by hosting three-timeU.S. Aerobatic Champion PattyWagstaff. Wow, what a way to startthings off! The event was held in thewonderful facilities of the Tulsa Tech-nology Center at Riverside Airport. Wewere expecting maybe 200 people andended up having nearly 1,000! RexNiver, with Tulsa Tech, really had toscramble to accommodate the crowd forseating and viewing purposes. Chaptermember Charles Harris emceed theevening and did a great job. Patty's book"Fire and Air: A Life on the Edge" wasavailable and a long line of fans quicklyformed, all patiently waiting to have theircopies autographed. We had a static dis-play of planes with their pilots, draw-ings for rides, and lots of free refresh-ments.
Next came spring, blossoming flow-ers, and another idea! Located at Riv-
Diary of an IAC Chapter Spouse: IAC Chapter 10 is Reborn!by FeliceBaldwin
erside Airport is a restaurant called TheAirport Café, affectionately known as"Debbie's Diner." Guy and other pilotseat there every weekend and he thoughtit would be fun for Chapter 10 to serveas waiters/waitress' one Saturday morn-ing. (I personally think Guy thought ofthis just so he could toss biscuits acrossthe room or take a bite out of someone'stoast!) The chapter gang and the cus-tomers had so much fun they decidedto invite other groups to take up thechallenge.
In May, we invited "The Dean ofAerobatics" Duane Cole to come toTulsa. Carl and Julia Clay had organizeda dinner exclusively for Chapter 10 mem-bers to spend quality time with Duane.The next morning, Ike and Liz Enns wereto host a breakfast in their hanger for theaviation community to meet Duane. Thelast stop was to be a fly-in at theClaremore Regional Airport, with Duanespeaking and signing autographs. Un-fortunately, Duane became ill just beforehe was scheduled to leave Texas and wasnot able to attend, but the Chapter wentahead with plans. The dinner was won-derful and we enjoyed great fellowship.Breakfast was exciting, thanks to one ofour more colorful pilots, Red Stevenson,whom we called the night before to comeand tell some of his stories to the morn-ing crowd. The event at Claremorebrought a huge number of people and,even though they were sad to hear aboutDuane, the Chapter made sure they werenot disappointed.
Summer was soon upon us and aweekend judging school was set up byChapter member, Tom Culver. Thosewho had never judged before really gotan insight as to what to look for in com-petitions. Some members entered com-petitions, some helped in judging, andothers used the summer weather to prac-tice maneuvers.
Come September, the Chapter par-ticipated in Airshow Oklahoma inMuskogee and the Tulsa Regional Fly-In in Bartlesville. The Chapter hosted atent at both events for Patty Wagstaffand Theron Wright from Challenge Air,a non-profit organization that providesflying experiences for physically or men-
tally challenged children. We also pro-vided a bus at Airshow Oklahoma toserve the performers’ transportation orrelaxation needs.
To end the first year of our "rebirth",in October we hosted Bob Hoover! Boban aviation legend, was accompanied byhis lovely wife, Colleen, whom we thor-oughly enjoyed. Bob and Colleen werehere for four days, and we kept thembusy! In addition to a couple of privatefunctions, the Chapter again held anevent at the Tulsa Technology Center.It was a wonderful evening filled withlots of questions from the audience-foreach of them, Bob had a story to tell.Bob also was present at the First An-nual Claremore Airshow held atClaremore Regional Airport, address-ing the crowd and getting the airshowstarted. At every function he signedautographs and sold his book "ForeverFlying." Bob was a true sport to en-dure the schedule we had for him. Heis a very kind man and demonstratedsuch graciousness that it's no wonderwhy he flys so smoothly.
It has been an exciting and eventfulyear! As with most productions, we hadsponsors that were excited to partici-pate. They provided luxuries that oth-erwise would not have been available.Many of our members worked hard tomake this first year a success; a few ofthe hardest working include DebbieBlack, Jane Rayburn, Joe Masek, Nan
Gaylord, and Denna Schafer with Spar-tan Aviation.
I must say I cringe when my hus-band says "Honey, I've got an idea!",because I know it will require a lot ofwork. He has already floated ideas fornext year but I've put a "gag order" onhim until after the holidays.
It's been exciting to see the Chaptermembers share their enthusiasm, but it'sequally exciting to see the faces of otherpeople when they get to be near aero-batic airplanes, talk to the pilots andwatch them "dance in the sky."
[Editors Note: IAC Chapter 10would like to give a special "Thank You"to Felice Baldwin, the true survivalforce behind our group. Felice is al-ways there with a smile, support, ideas,manpower, planning and of course herwonderful food. Thanks, Felice, for allyou have done.
The first meeting of the new yearwas held January 8, 2001. New offic-ers were elected and committee chair-men appointed. Plans are taking shapefor another fun and educational year.
Please join us. If you are interestedin flying or flight safety this is the groupfor you. We meet the first Monday ofeach month at 6:30 p.m. For the loca-tion of the next meeting or more infor-mation on IAC Chapter 10, contact JoeMasek, membership chairman at RHRjem(@yahoo.com or 918-596-8860. Wewould love to have you.]
The Oklahoma Aviator, February 2001, Page 9
A MESSAGE FROM BOB JANDEBEURTO OKLAHOMA AVIATOR READERS
The State of Oklahoma has always been a haven for aviators. From the earliest aviation pioneers such asClyde Cessna and Wiley Post up through the astronauts of today, our history is rich with aviation accom-plishments. Currently, we enjoy the benefits of being one of the most active aviation states in the nation.We rank 4th in total number of airports and 1st in number of airports per capita. Aviation activities inOklahoma produce an enormous economic benefit to the state, totaling over 11.7 billion dollars.
The Oklahoma Aviator has, for more than twenty years, fostered and promoted aviation activities in thisarea of the country. Now, its future is in question.
As the new Oklahoma Aeronautics Commissioner for District 1, I firmly believe that The Oklahoma Avia-tor provides a benefit to all Oklahoma aviators, aviation businesses, and aviation organizations. We shouldnot allow that benefit to disappear. Therefore, I am supporting The Oklahoma Aviator and I challengeother business and individuals to do so also.
If you would like more information on how you can help, please email me at [email protected].
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