The The The The The Oklahoma AOklahoma AOklahoma AOklahoma AOklahoma AviatorviatorviatorviatorviatorYour window to Oklahoma Aviation...Past, Present, Future

Oklahoma Aviator, 32432 S. Skyline Drive, Cookson, OK 74427

February 2003

YYYYYou’rou’rou’rou’rou’re Never Te Never Te Never Te Never Te Never Too Old to Play in the Snow!oo Old to Play in the Snow!oo Old to Play in the Snow!oo Old to Play in the Snow!oo Old to Play in the Snow!Vol 21, No 2

Are we ever too old to playin the snow? Maybe as adults weconsider ourselves too dignified,wondering what people mightthink. Or maybe, as we get older,we begin to think more aboutbreaking bones and tearing carti-lage than we do of the sheer funof snow angels, sleds, and snow-balls. Despite such reservations,I believe most of us harbor a se-cret desire to frolic in the snowlike kids again. I sure do! Eventhough my body says, “Act yourage,” my brain says, “Go for it!”Alas, I usually listen to my brainin the beginning and later on wishI had listened to my body!

But during Christmas 2002,I experienced an adult way to“play in the snow” that allows meto act my age and have a reason-ably good expectancy of not get-ting hurt: buy a plane, put it onskis, and pray for snow. Gettingto fly a ski plane on snow in Okla-homa would seem about as likelyas a snowball in hell. But I gotlucky this year-- here is the story.

Last year, I went looking fora plane to be used in my side busi-ness-- primarily giving airplanerides, but doing other aerial workas well. I live on a private air-strip, the Flying J Ranch, a fewmiles north of Tahlequah andwanted to keep the airplane there.The east-west airstrip is only 1000feet long and has 50-ft oak treesat one end and electric wires atthe other. Needless to say, onecannot fall asleep on approach!

As imagined, I was limited toa small list of airplanes to choosefrom. Previously, I had ownedand flown a 150-hp Super Cubfrom the strip and it did very well.However, I wanted to carry morethan one passenger, so a four-place airplane was in order. I alsowanted it to have excellent vis-ibility from all seats. This strin-gent set of criteria narrowed theselection down to only four air-planes: a deHavilland Beaver (waytoo expensive), a Fieseler Storch(nearly impossible to get partsfor), a Maule (a good possibility),and a Wilga.

by Paul D. Jenningsby Paul D. Jenningsby Paul D. Jenningsby Paul D. Jenningsby Paul D. Jennings

Since I am partial to “roundmotors” but could not afford aBeaver, I decided on the Wilga, aunique radial-engine current-pro-duction airplane manufactured inPoland by PZL (PanstwoweZaklady Lotnicze). The aircraft Iwound up buying is a 1993 PZL-104 Wilga 80, licensed in U.S.

Standard Category under TypeCertificate Data Sheet A55EU.Some earlier Wilga models avail-able in the U.S. are licensed inExperimental category and thuscould not have been used for myplanned commercial purposes.

The Wilga 80 is a four-seatairplane equipped with an AI-

14RA supercharged nine-cylin-der 260-hp radial engine. Theempty weight is about 2000 lbs,with a gross takeoff weight of2866 lbs. It cruises at about 100mph, burning about 14 gph.

The engine is basically thesame as the M14 360-hp engineused on Yaks and Sukhoi’s. The

M14 engine will apparently boltup to the Wilga engine mount,but, although the extra horse-power would be welcome, theM14 is not type certificated in theU.S. and is not approved on theWilga 80 Type Certificate DataSheet. The older Wilga 35 mightbe a good candidate for the M14installation, since it is virtually thesame aircraft as the Wilga 80, butis licensed in the Experimentalcategory. Wilga 35s equippedwith the M14 engines in EasternEurope are reported to have ex-ceptional climb rates.

Unlike most U.S. engines,the AI-14RA engine is equippedwith an air-operated starter,which is actually quite simple.While the engine is running, anengine-driven compressor pumpsair into a high-pressure tank. Tostart the engine, the pilot engagesa “start” valve, which causes thestored high-pressure air to beported to each of the nine cylin-ders, in firing order sequence,pushing down each piston dur-ing its normal power stroke.From a mechanical standpoint,the accessory drive that turns theengine tachometer cable alsoturns a disc with a hole in it,which distributes air to each ofthe nine airlines through a checkvalve. The onboard storage tanksholds enough air for about fourstart attempts; if the onboard tankruns out, an external fitting isprovided by which a SCUBA div-ing cylinder can be used to startthe airplane.

The Wilga 80 comes in sev-eral versions, including an Am-bulance version and a Militaryversion (which can be equippedwith armament!). The mostpopular version is the AeroClubversion, which is equipped witha factory-installed tow hitch usedfor banner and glider towing.

The AeroClub version canalso easily be reconfigured for sky-diving: the right-hand door is re-moved, the rear seats are removedand replaced with a bench-typeseat, and the front passenger seat

Paul Jennings’ 1993 PZL-104 Wilga 80 on its “liftable” skis. Note the adjustable cowling shutters.

continued on p. 6.Paul and the Wilga make a photo pass at the Flying J Ranch airstrip near Tahlequah.

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The Oklahoma Aviator, February 2003, Page 2

The Higher PlaneThe Higher PlaneThe Higher PlaneThe Higher PlaneThe Higher Planeby Barbara Huffmanby Barbara Huffmanby Barbara Huffmanby Barbara Huffmanby Barbara Huffman

TTTTTowertalkaphobiaowertalkaphobiaowertalkaphobiaowertalkaphobiaowertalkaphobia

THE OKLAHOMA AVIATORPublished monthly at

32432 S. Skyline DriveCookson, OK 74427

918-457-3330

FoundersJoe Cunningham and Mary Kelly

Editor/PublisherMichael Huffman

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The Oklahoma Aviator is publishedmonthly. All rights reserved. BulkMail postage is paid at StoneMountain, Georgia. Subscriptionprice of $20.00 per year may besent along with other remittancesand correspondence to:

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email:OklahomaAviator@earthlink.net

Long-term readers of The Okla-homa Aviator know of my fear of talk-ing on the radio. The more I sharemy phobia, the more people I findwho have the same concerns. Manygood pilots will not fly into toweredairports or controlled airspace justbecause of radio communication fear.Should we coin this towertalkaphobia?

Radio talk is not just filled withjargon, short cuts, and language thatsome pilots do not understand - it isoften garbled and hard to hear, espe-cially through tinny speakers in thenoisy cockpit environment. Control-lers do not always speak as slowly anddistinctly as they could. In the past,I have wondered if they somehow de-rive a wicked pleasure from confusingpilots instead of trying to help themcommunicate-- which is very impor-tant for safety.

One big improvement is to useheadsets. By isolating radio trafficfrom other ambient noises, headsetsgreatly improve the ability to at leasthear what is being said, even if onedoes not yet understand it. And, sinceMichael and I retrofitted our headsetswith Automatic Noise Reduction kits,we can hear even better.

But how can we learn to under-stand all that confusing babble? Andhow in the world can we get past ourtongue-tied confusion and embarrass-ment in knowing what to say in re-

turn?This week I had the privilege of

taking a Radio Communications classwith David Koehn and Ron Berger,co-owners of Fast Forward Aviation atJones-Riverside Airport in Tulsa. As Iwalked into the classroom, I feared theworst: making a total fool of myself.But David and Ron quickly put me atease, introducing themselves and myclassmates.

First, they assigned each of us af ic t i t ious N-number, which wewrote on our nametags. Then wegot down to business. With theireasy, humorous communicationstyles, I relaxed a little more. As thethree-hour class sped by, I began torealize that I understood everything

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The Horizontal WindsockThe Horizontal WindsockThe Horizontal WindsockThe Horizontal WindsockThe Horizontal Windsockby Mike Huffmanby Mike Huffmanby Mike Huffmanby Mike Huffmanby Mike Huffman

My First AirplaneMy First AirplaneMy First AirplaneMy First AirplaneMy First AirplaneRideRideRideRideRide

Here is a story I have not yet told,the story every aviator remembers: hisor her first airplane ride.

Now, I was not one of those kidswho grew up knowing I wanted to fly--with hindsight, I wish I had been. Therewas no particular focus on aviation inour family. My parents’ main wish wasfor me to get a college education, some-thing neither of them had been able todo. My Dad learned about electricityin the Navy during WWII and, whenthe war was over, started a school inDublin, TX to teach ex-G.I.’s how torepair electrical equipment, rewind elec-tric motors, and wire houses (that wasthe era when the Rural ElectrificationAssociation was bringing electricity tofarms across Texas and other states).

Starting when I was about five orsix years old, Dad would bring homepieces of mechanical and electricalequipment, specifically for me to playwith. I loved to see how all the piecesmoved-- springs and levers, solenoidsand gears. Often I took them apart butseldom was able to put them back to-gether.

Dad was fascinated with electricityall his life; I remember many times whenhe would assemble the neighborhoodkids and have us all hold hands, withthe kid on each end holding an outputwire from a hand-crank telephone mag-neto. He would start cranking thehandle and we would feel the tingle in

our hands. He’d ask, "Are your readyfor more?" Of course, we would allholler, "Yes!" and he would crank faster.Again he would repeat the question andagain we would answer the same. Thiscycle might repeat several times until wewere all convulsing like drug-crazed na-tives dancing around a fire. Finally,somebody would let go and the roundwould be over. It was great fun for himand us!

So, it was natural that I became in-terested in electrical and mechanicalstuff instead of focusing on airplanes.The only other time I was exposed toairplanes was when Dad worked forConsolidated-Vultee Aircraft in Ft.Worth, TX. We lived near the airbase,and I remember the 10-engine B-36sflying over our house regularly.

At about age seven, I turned downmy first opportunity for a ride in what Inow believe was a Piper J-5. I was set toride in the back seat with a young, prettybank teller (on whom I had a crush)while her boyfriend, the local car dealer,flew from the front. However, at thelast minute, I chickened out.

The years went by and I graduatedhigh school in Oklahoma City. Ofcourse, my main interest (which hadstarted with the pretty bank teller inDublin) was girls, followed close behindby hot rod cars. I was definitely yourprototype 50s teenager.

That fall, I found myself in collegein Flint, MI, studying electrical engi-neering (surprise, surprise!). There, alocal radio station disc jockey held a con-test for young people wanting to modelthe then-new fashion craze, Bermudashorts! Since I had a brand-new pair ofwhite shorts, white socks, white shoes,and a paisley shirt (cool!), my roommatesdared me to enter. To my surprise, Iwon! There were two prizes: a new sportcoat from a downtown clothing storeand a dinner outing for two in Lansing,MI. The transportation was to be thedisc jockey’s Piper Tri-Pacer.

continued on p. 3.

continued on p. 4.

The Oklahoma Aviator, February 2003, Page 3

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they were saying. Their prescrip-tion for talking on the radio waspretty simple: say who you are talk-ing to, identify yourself, give yourlocation, and give your intention orrequest. It was really not that hard!

We began practice by listening toAutomated Terminal Information Ser-vice (ATIS) broadcasts, copying downcurrent conditions at Riverside. Ittook several times listening throughthe pre-recorded message to under-stand it all, but in the process, we gota little more familiar with the termi-nology and the rhythm of ATC com-munications. Then we used that in-formation to practice departure andapproach communications- and itstarted to make sense. All you are re-ally doing is allowing someone else tohelp you be safe; letting another pairof eyes watch you and keep you awayfrom traffic in the air and on theground. “Maybe I can do this!” Ithought.

But when my turn came to prac-tice out loud in front of the class Iwas terrified - and, yes, I made mis-takes. But comfort came in realiz-ing that my classmates were in thesame boat. We were all learning to-gether. Ron and David kept reiter-ating that everyone makes mistakes,that no one can understand and re-member everything being said, andthat asking controllers to repeat in-structions is not just OK, but a verysmart thing to do.

We did some role-play where theinstructors acted as controllers and weacted as pilots. They threw us a fewcurves, but by that time, we were con-ditioned to ask for instructions to berepeated, to request progressive in-structions when too much informationwas being presented, and to questionbogus instructions. When we did so,they praised us-- as good instructorsshould! By then it became evident thatwe were talking with only anotherhuman being at the other end of the

microphone, not some angry deitywho would punish us for honest mis-takes. I truly lightened up, and couldenjoy laughing at myself and my class-mates as we moved through our prac-tice sessions.

Besides offering the monthly ra-dio communications course, Fast For-ward Aviation provides a full range ofground and flight instruction fromPrivate Pilot all the way through AirTransport Pilot, including Instructorratings. An FAA-approved ATC-610JFlight Training Device (FTD) is avail-able for initial or recurrent instrumenttraining.

Fast Forward has been in businessat Riverside for over a year, thoughthe instructors have many years of ex-perience. All three partners are CFIIsand, in addition, David Koehn andWayne Cothran are MEIs. David andRon are CFIIs with the Gold Seal des-ignation, an award granted by the FAAfor a high student pass rate. Wayne isalso ATP rated and a corporate andcharter pilot.

“Our focus is on covering the ma-terial and making it interesting. Any-one can sit alone and watch video-tapes, but it is hard to just stay awake,much less learn. There is really nosubstitute for face-to-face teaching andlearning. Being in a classroom withother students is just the best,” Davidexplained, “Our target audience in-cludes those who want a head start andthose, previously working on theirown, who need a jump start. We area less expensive option than the localPart 141 schools.”

These guys made a very scary thingeasier for me. As my shoulders relaxedand I stumbled through the practice,and then improved, I began to see thatI could really slay the dragon oftowertalkaphobia. I learned what Ineeded to know and had a great timedoing it!

If you have towertalkaphobia, Irecommend you call Fast ForwardAviation at 918-671-0481 or emailthem at ffav8@sbcglobal.net.

TTTTTowertalkaphobiaowertalkaphobiaowertalkaphobiaowertalkaphobiaowertalkaphobiacontinued from p. 2.

TTTTTASMASMASMASMASM NewsNewsNewsNewsNews

Kansas Cosmosphere Tr ipPlanned

We’re go for lift-off! Experiencethe overwhelming emotion andthunderous power o f a shut t l elaunch brought to life! Now is thet ime to re se r ve your p lace onTASM's “Intergalactic Schooner” tothe Kansas Cosmosphere and SpaceCenter in Hutchinson, KS.

The Cosmosphere features theHal l o f Space Museum, whichchronicles space travel from its earlyrocketry days through the SpaceRace. The actual Apollo 13 com-mand module “Odyssey” is there, asi s p lanet’s largest col lect ion ofspacesuits. Other displays of inter-est include German V-1 and V-2missiles; an SR-71 Blackbird, thefastest plane ever built; and a fullscale Space Shuttle.

More than a movie, the IMAXOmniDome Theat re f ea ture s alarge, wrap-around domed screenand ground pounding sound, im-mersing you in the largest, most re-alistic film format ever invented.With breathtaking scenes that willhave you searching for a seat belt,the 44-foot dome thrusts you intothe middle of the action. Nowshowing are the films Bears andShackleton's Antarctic Adventure.

On the dome of the Justice Plan-etarium, stars dance and the nightsky explodes with detail. Travelthrough measureless distances todifferent worlds, brought close by ablend of realism and spectacular spe-cial effects.

The Cargo Bay Gift Store is animmense marketplace of space col-lectibles, artifacts actually flown inspace, and apparel.

Ticket prices are $45.00 forTASM members and $55.00 fornon-members, which includes re-served seating on a luxury, self-con-tained touring bus, admission to theCosmosphere, Dr. Goddard lab pre-senta t ion , p laneta r ium shows ,IMAX Theatre presentation, andreturn passage to the Tulsa Air andSpace Museum.

We will depart at 6:00-7:00AMMonday, March 17, 2003, fromTASM, 7130 East Apache, arriving

at the Cosmosphere a round9:00AM. Depar ture f romCosmosphere is tentatively plannedfor 4:00-5:00PM, with arrival backat TASM around 10:00PM. Park-ing for vehicles is available at theMuseum.

The success of this trip will de-termine the future of more adven-tures of this nature for our museumand our friends.

For more information, contactLoretta Jones at 918-834-9900.

“Mess , Hooch, and Lindy”(Food, Drink, and Dancing) atM*A*S*H Fundraising Event

The museum is having its firstM*A*S*H themed dinner, auction,and hangar dance on Saturday,March 29 at the Museum located at7130 Eas t Apache . HonoraryChairs for this fundraising event areMayor Bi l l LaFor tune and Dr.Kathy LaFortune. Proceeds fromthis benefit will ensure that theMuseum can continue to provide"hands-on" learning programs forOklahoma's children.

Guests attending the event willhave the opportunity to sit in thecockpit of an F-14 flown in the GulfWar, view vehicles owned by theAntique Military Vehicle Club ofTulsa, and enjoy a delicious dinner,dance and auction. The museumand exhibits will be open, allowingguests to enjoy great food and bev-erages provided by area restaurants,live music provided by Blue ComboBand, dancing and a silent auctionin a unique and interesting 1940’shangar environment. Wine andbeer will be provided, with marti-nis, cognac and cigars available fora fee.

The museum’s primary purposeis to educate young people in math,science and technology using anaerospace env i ronment . Ournation’s leaders have voiced con-cerns about declining student inter-est in math, science, and technol-ogy as evidenced by standardizedtest scores. A major focus of theMuseum is to help reverse thisalarming trend by partnering withthe educational and business insti-tutions in this region.

The Museum also supports the eco-

continued on p. 4.

The Oklahoma Aviator, February 2003, Page 4

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Last month, an airman applied fora second class medical, stating on theapplication that he was taking twomedications: Flonase, a nasally in-haled steroid; and hydrocodone, apotent pain reliever. Past experiencemade me ask his reasons for the medi-cations. He explained that they arefor allergies and the resulting sinusheadaches.

I asked for records from his treat-ing physician, which confirmed whathe had said. However, the records alsoindicated that he was probably takingthe hydrocodone once every two orthree days, or more. Hydrocodone isa potent pain reliever when used as di-rected, but it is highly addictive-- moreso than codeine used in the old days.

When I asked about his frequencyof usage, he stated he shared thehydrocodone with his wife, and thathe takes it only three or four times amonth. I quickly explained to himthat, of course, to share medicationsis illegal. Beyond that, I told him theFAA is concerned with the amount ofmedicine dispensed to him; they mustassume he is the only one taking it.

In addition to his hydrocodoneuse, the records also revealed that, ontwo or three occasions, he was pre-scribed Wellbutrin for lethargy or“tiredness.” Wellbutrin is one of sev-eral Selective Seratonin Re-Uptake

Inhibitors (SSRIs), which includeProzac, Paxil, Celexa, Zoloft, andothers drugs. None of those are al-lowable medications for aviators. Youcan bet that, if the FAA reviewed hisrecords, they would quickly noticethe Wellbutrin and hydrocodone useand he would be in trouble.

With that in mind, we had tofully investigate his case. First, wesent him to a psychologist and got areport stating that he was not clini-cally chronically depressed and wasable to function fine without theWellbutrin. In addition, the reportindicated that he had, in fact, nottaken Wellbutrin for over 90 days.

Regarding hydrocodone use, wewarned him that, if he wants to fly,he needs to find alternate ways to re-lieve the sinus headaches, such as tak-ing Claritin or Allegra on a daily ba-sis. (Note that other supposedly non-sedating antihistamines such asZyrtec are not approved for use bypilots.)

Based on the psychologist’s re-port, the airman's promise to reducehydrocodone use, and his furtherpromise to report any changes in hismental status (such as lethargy), Icalled the FAA and got an okay to is-sue his medical. The end result wasthat he did pass, but only after sev-eral phone calls to the airman, hisdoctor, and the FAA.

My recommendat ion i s thataviators should be very, very care-ful when going to doctors otherthan aviation medical examiners,because the doctors may unknow-ingly prescribe medications that arenot approved for aviation. Alwaysexplain that you are a pilot and, ifthe doctor has any questions, askhim or her to call an aviation medi-cal examiner for counsel on whichmedications are acceptable.

If you have any questions regard-ing this article or any other subjects,do not hesitate to contact my office(918-437-7993).

First Airplane RideFirst Airplane RideFirst Airplane RideFirst Airplane RideFirst Airplane Ridecontinued from p. 2.

So, my girlfriend, the disc jockey,and I (wearing my new sport coat) metat the Flint airport one evening at dusk,flew to Lansing for dinner, and then re-turned after dark. Once airborne, thedisc jockey allowed me to handle thecontrols and I remember it being a greatexperience. However, it still did not"grab" me; after the flight was over, myinterests returned to 1) girls and 2)school (again in that order).

It would be three or four years later,as I was finishing graduate school, thatthe love for building things instilled bymy Dad almost 20 years before causedme to pause at an ad in Popular Me-chanics for the Bensen Gyro-Copter.

Suddenly, I was bitten-- bad! After someresearch, I decided I really wanted to de-sign and build a strap-on-the-back heli-copter and I resolved to learn to fly he-licopters as soon as I could afford it.

Well, you know the old story: to savemoney, I started fixed-wing flight les-sons, got hooked, and never felt I couldjustify the cost of learning, owning, orflying helicopters (but I would still liketo!). So, although I was a late-bloom-ing aviator, over the intervening 35 yearsfrom then until now, I have made upfor lost time. In fact, at times I was "eatup" with it. Now, with the mellowingof years, my main interests have settleddown to 1) just one girl named Barbaraand 2) airplanes of all kinds and descrip-tions (in that order, honest, Honey!).

TTTTTASM NewsASM NewsASM NewsASM NewsASM Newscontinued from p. 3.

nomic development of the Tulsa area.Aerospace has been and continues to bea major source of employment and eco-nomic growth in Oklahoma, especiallyin Tulsa. The Museum’s future expan-sion plans include a capital campaign toraise money for a new 60,000 squarefoot facility and campus across from theTulsa Zoo on 36th Street North on thenorth side of the Tulsa InternationalAirport Complex. The new facility,

which is expected to serve 800,000people annually by 2020, will bring sig-nificant new tourism revenue to Tulsa.

“I'd like to encourage everyone toattend this event, to enjoy the eveningand experience the fun and excitementof this unique Museum,” said JoAnnSchaub, TASM Board Vice-Chairman,M*A*S*H Event Chair, and BOKTrust Division Senior VicePresident.For more information, con-tact Katheryn Pennington at 918-834-9900.

The Oklahoma Aviator, February 2003, Page 5

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Oklahoma AerOklahoma AerOklahoma AerOklahoma AerOklahoma Aeronautics Commission onautics Commission onautics Commission onautics Commission onautics Commission NewsNewsNewsNewsNews

Victor Bird Appointed DirectorAt its December meeting, the Okla-

homa Aeronautics Commission (OAC)appointed Victor Bird as its Director.

An attorney and veteran of state gov-ernment, Bird was with the OSU Boardof Regents for five years, the LieutenantGovernor’s office for one year, and theAttorney General’s office for almost twelveyears. His last four years were as ChiefDeputy Attorney General of the CivilDivision, overseeing more than fifty assis-tant attorneys general.

Bird came to the Aeronautics Com-mission as Assistant Director a year ago,and became Acting Director in Septem-ber 2002. His emphasis will be on:• Partnerships between cities, counties,

and universities to act as airport spon-sors, thus spreading the responsibilityfor maintaining airports.

• More critical planning for the state’s123 public airports which make-upthe statewide airport system.

• Achieving the Commission’s objectiveof making as many of the state’s 49regional business airports jet-capableas possible within this decade (cur-rently, 36 regional business airports arejet-capable, and 4 have ongoingprojects to become so).

• Promoting a climate in which aviationand aviation-related businesses, par-ticularly those already within the State,can flourish.

“I am honored by the Commission’sexpression of confidence in me. Okla-

homa has the fourth largest number ofpublic-use airports in the nation, and isnumber one on a per capita basis. Main-taining our state’s airport infrastructure is,indeed, a humbling responsibility, but itis one I consider essential to our economicwell-being,” said Bird.

“The airport serving a particular com-munity can make the difference in tryingto get a company to locate in that com-munity. Flying has become the preferredmode of transportation for corporateAmerica. If not the top employer in thestate, aviation is in the top two or three.Yet, I believe there is so much more wecan do to help create more quality jobs inaviation so we can keep our young Okla-homans here,” added Bird.

Oklahoma Airports Receive RecordAmount of Federal AIP Funds

In the federal FY02, which ended Sep-tember 30, Oklahoma received a record$42.32 million in federal Airport Improve-ment Program funds for its public airports.

In FY02, only 5 states received morefederal funds for their airports than Okla-homa. By contrast, in FY96, 27 states re-ceived more federal money than Okla-homa.

The $42.32 million involved 54projects at 42 airports. Nine of theprojects, totaling $26.5 million, were atthe state’s primary commercial service air-ports (Will Rogers World, Tulsa Interna-tional, and Lawton-Fort Sill Regional).Those airports have a direct relationshipwith the FAA and thus handle their ownprojects.

The other 45 projects, totaling $15.5million, were at general aviation airports.Projects at those airports are administeredthrough the OAC.

“We are finally getting to address manyneeded maintenance issues and makingsome very beneficial improvements in thestate’s aviation infrastructure, due to theassistance of the FAA,” stated Bird.

Bird noted that with the exception ofone year, the amount of federal moneyreceived by the state has steadily increasedfrom $8.15 million in FY96 to $42.32million in FY 2002.

“We are very thankful to our congres-sional delegation and the FAA for this fed-eral money. Our state airport systemwould have suffered greatly without theattention made possible by these funds,”said OAC Chairman Bill Kendrick.

Oklahoma Airports Benefit fromGeneral Aviation Entitlement Program

In FY02, 74 public airports in Okla-homa received General Aviation Entitle-ment grants totaling $8.05 millionthrough the General Aviation EntitlementProgram from the FAA.

The General Aviation EntitlementProgram began in FY01. In the past twofiscal years, Oklahoma has received a totalof $16.1 million by way of the program,more than most other states. In the FAASouthwest Region, only Texas, with 300public airports, received more grant moneythrough the program.

In FY03, a total of 88 airports (14more than last year) are expected to re-ceive $11.66 million in grants through theprogram. Of those 88 airports, 65 shouldreceive the maximum grant amount of$150,000.

“The Non-Primary Entitlement Pro-gram is just a wonderful program forOklahoma. Without it, we just would nothave been able to address critical needs at

these airports,” said Bird.Bird commented that, in many in-

stances, this is the first time communitieshave had a dependable revenue streamwith which to plan airport maintenanceand development, and that the programhas really energized many municipalitiesabout their airports.

OAC Approves Four Airport GrantsAt its December meeting, the OAC

approved four grants for improving andrehabilitating airports in Guthrie,Guymon, Claremore, and Goldsby.

The Commission approved a $68,900grant for the Guthrie Municipal Airportfor the first phase of a project to extendthe runway and taxiway to 5,200 feet. Thegrant is half the amount the city must pro-vide to receive a 90% grant from the Fed-eral Aviation Administration (FAA). Totalproject cost is $1.3 million.

Glenn Hayes, Director of MunicipalServices, expressed his gratitude to theCommission for its support and fundingof this project. “Employment has alreadydoubled at the airport and there is a 25percent increase in aircraft based there,”said Hayes.

Guthrie currently has about 72 air-craft based at its airport, which is classi-fied as a regional business airport. Withthe runway and taxiway extension, theairport will be business-jet capable,which is critical for economic develop-ment.

The Guymon Municipal Airport,also a regional business airport, receiveda $46,056 grant from the Commissionfor the purposes of realigning and re-constructing the parallel taxiway, andimproving the runway safety area at theend of runway 36. This grant also rep-resents half of the city match requiredto receive an FAA grant.

“We believe our airport is a tributeto the regional planning system and theregional airport system, and we thankthe Commission for its support,” saidBen Kendrick, Guymon CommunityDevelopment Director.

The $921,000 project is slated forcompletion this winter.

Victor Bird, new OAC Director.

The Oklahoma Aviator, February 2003, Page 6

Come Fly with Us!

Tulsa International Airport and Richard L. Jones, Jr. Airport:Serving Air Travel, Aerospace Business, and General Avation

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is turned around backward to provide aseat for the jumpmaster. Since the Wilgadoes not have wing struts nor a conve-niently located wheel on which jumperscan stand, a special jump step and grabbar are installed to make it easier for nov-ice jumpers to exit the airplane. A perma-nently mounted hook is provided for con-venient attachment of static lines.

There are many other interesting de-tails about the Wilga, but we are digress-ing from our story! When I bought theWilga last year in Colorado, I negotiatedfor a set of “liftable” skis as well. The lift-able skis, also known as “wheel skis” or“retractable skis,” mount on the airplanewith the normal main wheels and tires leftin place. They can be pneumatically ex-tended or retracted from the cockpit, simi-lar to a retractable landing gear. Whenthe skis are extended, they move down-ward to a point below the bottom surfaceof the tire-- the position for landings onsnow. When retracted, they move upwardto expose the tire for normal landings ongrass or pavement. The ski actuators arequite effective and will lift the entire weightof the aircraft as the skis are extended. Be-sides the main gear skis, a small fixed skifor the tailwheel is also provided.

As winter approached, I optimistically

Playing in the Snow in a Wilga!Playing in the Snow in a Wilga!Playing in the Snow in a Wilga!Playing in the Snow in a Wilga!Playing in the Snow in a Wilga!continued from p. 1. decided to install the skis to make sure ev-

erything worked right. I wanted to beready on short notice if the opportunityarose to fly on snow. I elected not to in-stall the tail ski since, even with my opti-mism, it was hard to imagine a snow depthof more than four inches in Oklahoma!

Just by coincidence, I finished install-ing the skis on December 23. The nextday, Christmas Eve, it snowed!

Remember when you were a kid andhad trouble sleeping the night before Christ-mas in anticipation for what lay ahead thenext morning? That was me. I woke upChristmas morning and, to my joy, the skywas clear, the wind was calm, and there wassnow all over the place. Thank you, Santa!

After spending a wonderful Christmasmorning with my lovely wife and teenageboys and, since the Christmas ham wouldnot be ready for a couple of hours, thetime was right for playing in the snow.Everyone pitched in to get the airplaneout of the hangar and ready to go. Afterwarming up the oil and cylinder heads, itwas time to taxi out. It took quite a bit ofthrottle to get the airplane moving, butvery little power to keep it moving.

An important thing we learnedquickly is that, with the liftable skis, wehad no brakes. After experimenting to getthe feeling of taxiing, we made our way to

the end of the runway for the first takeoffon snow. The airplane took off very nicelyin about 300 ft. Since I did not knowhow quickly the airplane would slide to astop on landing, I flew to Wagoner andmade several take-offs and landings. Thesoft, compressible, snow allowed the air-plane to stop in about 400 ft. From thereit was off to the Tahlequah Airport, whereI fueled-up and did several more take-offsand landings and then proceeded home.Before landing, I made a fly-by for a coupleof photos. The landing was great and again,

A plume of snow flies behind as Paul Jennings makes his first takeoff on snow.

everyone helped put the airplane back inthe hangar.

After that, it was into the house for agreat Christmas dinner. With a wonder-ful family, great flying, and good food, whocould ask for more? By the end of theday, temperatures in the fifties had meltedmuch of the snow, so by sheer luck, I hadhit it just right. Now I know how muchfun playing in the snow in a Wilga on skiscan be. So, like the kids, I look wistfullyout the window, eagerly awaiting that nextbig blizzard!!

Paul Jennings and Barbara in the spacious Wilga cabin. Note the wide upward-hinging door, rear passenger knee room, and comfortable contoured seats.

The Oklahoma Aviator, February 2003, Page 7

Up With DownsUp With DownsUp With DownsUp With DownsUp With Downsby Earl Downsby Earl Downsby Earl Downsby Earl Downsby Earl Downs

News Release!News Release!News Release!News Release!News Release!Horse Apple Airport (HAA) has

launched an airport improvement pro-gram. Earl Downs, owner and opera-tor of HAA has initiated the improve-

ments in order to provide better ser-vice for the 2003 flying season. Theterminal/office complex is being reno-vated to provide a spacious 96 squarefeet as a convenience for fellow avia-tors and their passengers.

The 450-foot long by 25-foot wideturf runway is also being improved.Downs is experimenting with a newrunway improvement product knownin the industry as Horse Improved Re-cycled Grass (HIRG). He states thatHIRG is easy to obtain in Oklahomaand requires no special skills or train-ing to apply. He has found that licensedpilots seem quite adept at spreadingHIRG.

All that is required to obtain a goodsupply of HIRG is a horse and a field of

grass. The horse then provides the HIRG(also known as horse apples) and depos-its the finished product, which simplyrequires that the HIRG user pick it up.A wheel barrow and manure fork is allthat is needed to retrieve the HIRG. Nospecial powered equipment is necessary.The same equipment used for retriev-ing the HIRG is also used for applying

The newly remodeled HAA terminal building. The “courtesy car” awaits at the rail.

Marshall Dillon supervises, as Downs demonstrates HIRG harvesting techniques.

the product to the runway surface.Downs, a highly experienced pilot,

author, and aviation lecturer said thathe found spreading HIRG came natu-rally. He said he had a strange feelingthat he had been involved in this pro-cess for his entire aviation career. Heconcluded that perhaps it was from apast life experience.

Aircraft Specialties Services is your complete one stop aircraft parts and pilots supplies headquarters. Youcan fly-in, drive-in, or order on-line 24 hours a day, seven days a week, 365 days a year. Aircraft SpecialtiesServices in located at 2860 North Sheridan road in Tulsa, just across the street from the general aviationrunway at Tulsa International Airport.

In addition to parts and pilot supplies, Aircraft Specialties Services still offers the finest in aircraft enginemachine work, which includes their exclusive Platinum Precision Reconditioning. They can take your provensteel engine parts- crankshaft, camshaft, connecting rods, rocker arms, tappet bodies, counterweights, andstarter adapters- and return them in like-new condition.

Aircraft Specialties Services also offers the latest in digital crankshaft balancing and they have recentlyadded a full line of aircraft hardware. Their goal is to be your complete one stop aircraft parts supercenter. Stopby, call, or shop on-line today, Aircraft Specialties Services.

2860 N. Sheridan Road, Tulsa, OK 74115 Phone: 918-836-6872 Fax: 918-836-4419

www.aircraft-specialties.com or or or or or 800-826-9252800-826-9252800-826-9252800-826-9252800-826-9252

DD2R764K

The Oklahoma Aviator, February 2003, Page 8

Calendar of EventsCalendar of EventsCalendar of EventsCalendar of EventsCalendar of EventsFor a free listing of your event, email us at OklahomaAviator@earthlink.net or call 918-457-3330. To allow time for printing and publication, try to notify us at least two months prior to the event.

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The Oklahoma Aviator, February 2003, Page 9

Davis Field Aviation,LLCDavis Field Muskogee, OK (MKO)

918-682-4101Full Service FBO♦ FAA Certified Repair Station

Hangar Rental♦ Aircraft Sales♦ RentalFlight Instruction

Winter Hours M-S 7:30-5:30 Sun 8:00-5:00Unicom 122.8 ASOS 135.02

Annual Inspections•Pitot Static System CheckTransponder Certification

Major Repairs•••••Avionics Installation and Repairs

Jack Sellers, assistant professor, avia-tion technology sciences, Tulsa Commu-nity College (TCC), was elected president,University Aviation Association (UAA), atits recent national conference in Orlando.

Sellers, a registered professional engineerand professional flight instructor, is formerdirector of operations, Tulsa Flight Center.He spent 33 years in numerous key budget,personnel, planning, telecommunications,and computer management positions withSouthwestern Bell Telephone.

At TCC, Sellers chairs the AviationAdvisory Committee, serves on the execu-tive committee for the Tulsa Aviation Al-liance, and directs Aviation Careers Acad-emy (a summer academy for high school

students from Northeast Oklahoma inter-ested in aviation). Sellers has three de-grees from Oklahoma State University(OSU) --bachelor of science in electricalengineering, master of science in naturaland applied science, and doctorate of edu-cation. He is a former instructor at OSUand U.S. Army Signal Officer School.

A life member of American TechnicalEducation Association, National andOklahoma Societies of Professional Engi-neers, and Oklahoma Technical Society,Sellers is also a member of Council onAviation Accreditation and former chair-man, board of visitors, electrical engineer-ing department, University of Tulsa.

Celebrating its 55th year as the voice of

collegiate aviation, UAA is composed of 731individual members and 119 public and pri-vate two-year and four-year accredited insti-tutions of higher education that offer degreesin aviation, flight education, airway servicemanagement, or avionics.

For the fifth consecutive year, TCC isranked in the top three percent of morethan 1,150 community colleges nation-ally in the number of associate degreesawarded in all disciplines. As the largesttwo-year college in Oklahoma, TCC servesapproximately 40,000 students per semes-ter in credit, corporate and industry train-ing, and continuing education classes.TCC information is available atwww.tulsacc.edu.

TCC Assistant PrTCC Assistant PrTCC Assistant PrTCC Assistant PrTCC Assistant Professor Jack Sellars Is New UAA Professor Jack Sellars Is New UAA Professor Jack Sellars Is New UAA Professor Jack Sellars Is New UAA Professor Jack Sellars Is New UAA Presidentesidentesidentesidentesident

EAA at 50 YEAA at 50 YEAA at 50 YEAA at 50 YEAA at 50 Years: A Half-Centurears: A Half-Centurears: A Half-Centurears: A Half-Centurears: A Half-Century of Opening the Wy of Opening the Wy of Opening the Wy of Opening the Wy of Opening the World of Flightorld of Flightorld of Flightorld of Flightorld of FlightOSHKOSH, WI - As powered flight

celebrates its centennial, another landmarkanniversary will open this remarkable year.On Jan. 26, 2003, the Experimental AircraftAssociation (EAA) celebrates the 50th anni-versary of its inaugural meeting.

It is fitting that the Wright brothers’ firstflight and EAA’s history reach major anni-versaries in the same year, since the hundredsof thousands of EAA members over the past50 years are the true aviation descendants ofthe Wrights.

“If there have been common threadsamong the many aviation interests for EAAmembers over the last 50 years, it’s been theinnovation, participation and sharing amongmembers interested in flight,” said EAA Presi-dent Tom Poberezny. “EAA has opened thatportal so people may pursue and enjoy thearea of flight that intrigues them the most.Perhaps that is building or restoring an air-plane, finding fellow aviators through EAAChapters, discovering flight through YoungEagles or other education programs, or re-kindling flying privileges that had been side-tracked over time.”

In the BeginningEAA had its start next to a half-built air-

plane in Paul Poberezny’s Milwaukee-area ga-rage. In the years after WWII, Pobereznycontinually worked on airplane projects there.While he was rebuilding an old Taylorcraft,former members of the defunct Milwaukee

Lightplane Club would stop by to help orjust visit. The garage became a place to chatabout airplanes, and talk turned to forming alocal club for amateur airplane designers andbuilders. However, when Poberezny wascalled up for active duty in the Korean War,the talk went onto the back burner.

On January 26, 1953, after Pobereznyreturned, about three-dozen aviation enthu-siasts met at Curtiss-Wright Airport to dis-cuss forming the club. Some of those at-tending were interested in forming only a localsocial group, but others saw the possibilitiesin uniting aviation enthusiasts who designedand built homebuilt airplanes.

Eventually, the group’s name emerged asthe “Experimental Aircraft Association,” af-ter the Civil Aeronautics Administration’s“Experimental” classification used forhomebuilt and modified airplanes. A one-page mimeographed newsletter called The Ex-perimenter was published, which would even-tually evolve into today’s full-color Sport Avia-tion magazine.

It did not take long for word of the fledg-ling organization to spread. Poberezny’s full-time job with the Wisconsin Air NationalGuard enabled him to travel to many air-ports across the country. During the inevi-table layovers, Poberezny met with other pi-lots about EAA. After his articles on build-ing an airplane for $800 appeared inMechanix Illustrated, hundreds of people be-

gan sending mail to the Poberezny house,who basement contained the EAA worldheadquarters.

In September 1953, EAA held its firstfly-in convention, attended by about two-dozen airplanes and 150 people. During the1950s, membership grew from dozens to sev-eral thousand and several local EAA Chap-ters were founded around the country.

Growth and ChangesIn the early 1960s, Paul Poberezny spent

time with designers and builders, encourag-ing standardization in plans to enhancehomebuilt aircraft safety. He developed keyrelationships with federal officials, demon-strating that safety could continue to improvewith a minimum of regulatory interference.

In 1959, the annual fly-in was moved toRockford, IL, having outgrown its Milwau-kee site. In 1964, the EAA office finallymoved out of the Poberezny basement andinto a new building in Franklin, WI, a sub-urb of Milwaukee. Two years later, anotherbuilding was added, which housed the firstEAA Air Museum and provided a truly pro-fessional office setting for the support staff.

The volunteer “can-do” attitude estab-lished in EAA’s early years has continued tobe a hallmark of the organization. Duringthe 1960s, programs such as “ProjectSchoolflight,” which brought aircraft build-ing into high school vocational programs, andthe “Designee” program, which provided no-cost advice from experienced airplane build-ers (and preceded today’s Technical Counse-lor program), allowed EAA members to bedirectly involved with opening the world offlight to others.

By the early 1970s, annual EAA mem-bership had grown to more than 25,000.Three new divisions-- Warbird, Vintage, andAerobatic-- were created. In 1970, the an-nual convention moved again, this time toOshkosh, WI, and a short time later, EAAselected Oshkosh as the place for its perma-nent headquarters and fly-in facilities.

Home in OshkoshWhen the new EAA Aviation Center was

dedicated in 1983, it culminated a stunningpattern of growth. In just 30 years, EAAheadquarters had grown from a basement coalbin office that served several dozen flying

enthusiasts to a world-class facility telling thestory of sport aviation and supporting hun-dreds of thousands of EAA members andother aviation enthusiasts.

New aircraft types, including ultralights,composite airplanes, and sophisticated kits,were emerging and EAA welcomed them.

As membership soared past 100,000 inthe late 1980s, government officials and in-dustry leaders looked more and more to EAAfor resources and guidance on a variety ofissues.

Turning Toward the FutureIn 1989, Paul Poberezny retired as EAA

President, succeeded by his son, Tom. As the1990s dawned, EAA members were con-cerned that young people were not able todiscover aviation and its experiences as easilyas previous generations. That led to the for-mation of the Young Eagles Program, whichhas become the largest youth aviation educa-tion program ever created. In 1992, EAAannounced the goal to fly one million youngpeople, free of charge, by the 100th anniver-sary of powered flight in December 2003.As of now, approximately 900,000 youngpeople had been flown by more than 32,000volunteer pilots.

Throughout its history, EAA has workedto make aviation financially accessible, with aminimum of regulations, to all who want toparticipate. To bolster those efforts, EAAsupported a variety of proposals that wouldsimplify the ways pilots earn ratings and theways basic aircraft could be manufactured andmade available.

“Although there are literally thousandsof individual interests within our member-ship, EAA remains dedicated to some simpletenets that apply to everyone who wishes toparticipate,”Tom Poberezny said. “EAA willprotect the right to fly, promote access to flight,preserve the heritage of aviation, and preparefor those who will carry the dream forward.

“For 50 years, EAA has representedthe individual who wants to discover andexplore aviation. As individuals bondedby this common passion, EAA has beenable to provide the support needed to ful-fill thousands of dreams of flight. It isthat vision that will continue to carry usinto the future.”

The Oklahoma Aviator, February 2003, Page 10

TTTTTulsa International Hosts Centennial of Flight Commissionulsa International Hosts Centennial of Flight Commissionulsa International Hosts Centennial of Flight Commissionulsa International Hosts Centennial of Flight Commissionulsa International Hosts Centennial of Flight CommissionTULSA - Tulsa International

Airport, currently in its 75th yearof operation, is setting up a com-mission to commemorate its anni-versary and the 100th anniversaryof the Wright brothers’ first flightat Kitty Hawk. The commissionplans to organize and promote avia-tion events throughout the year asthe December 17, 2003 first flightanniversary approaches.

Originally envisioned as involv-ing northeastern Oklahoma, thecommission’s activities seem to bespreading to include other areas of

the state. Its second meeting onJanuary 16 attracted more than 20people, including representativesfrom:• The Tul sa Ai rpor t Author i ty

(TAA)• American Airlines• The Air National Guard- 138th

Fighter Group• The Tulsa Air and Space Museum

(TASM)• The Oklahoma Aeronautics Com-

mission (OAC)• The Commemorative Air Force

(CAF)

• The Tulsa Aviation Education Al-liance, and

• The Oklahoma AviatorThe group expressed enthusiasm

about the prospect of a coordinatedcelebration of 100 years of poweredflight and Oklahoma’s involvementfrom its earliest days. The participantspresented a wide variety of ideas andplans. Attendees from American Air-lines, a mainstay of Tulsa aviation, of-fered the use of the company's exten-sive library of historical information.

The Tulsa Air and Space Museumparticipants outlined plans for the

dedication of their new hangar facil-ity on the Tulsa International Airportlater this year. They also describedcollaborative efforts with the Aviationand Space Museum at the KirkpatrickCenter in Oklahoma City and theOklahoma Historical Society to pub-lish a book of Oklahoma aviation his-tory.

The Commemorative Air Force at-tendees confirmed that the second an-nual WWII Hangar Dance and Expo-sition will be held in late November,just prior to the first flight anniver-sary date.

Representatives from The Okla-homa Aviator voiced their plan to runat least one article each month con-cerning the centennial of flight.

In evidence of its spreading inter-est, Victor Bird, newly appointedOAC Director, and Erin Wright, OACSpecial Projects Coordinator, attendedthe meeting from Oklahoma City.

The next meeting of the commis-sion will be February 19 in the GreenRoom at Tulsa International Airport.The meeting is open to other groupsinterested in the centennial of flight.Those interested in attending shouldcontact Mary Smith, Marketing Di-rector for TAA, at 838-5008 ormarysmith@ci.tulsa.ok.us.

The Oklahoma Aviator, February 2003, Page 11

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The Oklahoma Aviator, February 2003, Page 12

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