Thun Field Thunder

EAA Mount Rainier Chapter 326 Newsletter

May 2013 173

Next MeetingCap Building at Thun Field

Tuesday, May 14th, 7PM

Program:Eldon Larson, WWII B-17 pilot

Refreshments: the DexheimersEldon Larson, who piloted a B-17 Flying Fortress during World War II, speaks in frontof the Museum of Flight’s B-17 on Sunday, July 25, 2010, during a ceremony atBoeing’s Plant 2 to mark the 75th anniversary of the B­17′s first flight.

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April Meeting Recap

Visitors:

Bianca Wulff is interested in General Aviation. She has some sticktime in a Bush plane, had fun and wants more!

Joey Smith is interested in the Aviation school at Oshkosh.

Treasury Report from NormStart - $7,237.50+ 75.00 (from Dues)- 152.76 (from Christmas and Grassroots Events)End - $7,159.74

Andy Karmy announced there is a new addition to our Chapter website.He added Paypal so members can pay for their membership dues online.

Marv Scott reminded everyone that there is a Board meeting on Sunday,April 21 at 3:30 pm in the airport conference room.

Joe Andre announced there is a tool missing from the tool crib. It is a PropTorque Wrench and if you have it or know who has it please let Joe know.

John Brick spoke of a "Skyote project" in Austin, Texas. He solicited helpin convincing his wife that it was a good idea.

Darrin Dexheimer said the kids from the Eagles Nest did a tour at Vans.There were 5 kids and 3 parents that joined and even though the punchmachines weren't running, they had a great time. Van talked to all the kidsand showed them the first RV-12 built.. They picked up their wing kitwhile there.

Melanie Dexheimer spoke about the Young Eagles event coming up onJune 29, 2013. She is asking members for their participation and to signup on the sign-up board where you would like to help out. It was decidedto plan on flying 150 kids this year in rather than 300 as we have beendoing.

Kevin proposed flying blocks of kids from Emerald Ridge school, if noton the Young Eagles day then to have a separate day just for them. Kevinsaid one student already has his pilot license and is already becoming aninstructor. This student is looking to purchase a plane.

Randy announced we need to nominate and vote on a kid to go to AirAcademy at Oshkosh. Kevin introduced Joey Smith who is a 15 year oldthat has been flying with the Young Eagles in the past and is transferringto Emerald Ridge school so that he can participate in their aviationprogram. There were no other nominations so the vote was unanimousand Randy announced Joey the winner. Congratulations Joey.

Randy then showed a 5 minute video from EAA Headquarters to thegroup. This video is the first of many to come and will be discussingdifferent chapters and their projects.

Tom Worth was at the meeting tonight and Randy thanked him and hispartner Larry for the generous donation towards sending kids to the EAAAir Academy.

Ken Finney announced he had WAAAM coupons and brochures for thoseinterested in going. If you are a member of WAAAM, there is no cost.Western Antique Aeroplane and Automobile Museum.

Bill Wilson donated two books to the Chapter. One was Navy installationpractices handbook for the P-80A and the other on Aircraft Electronicsand Wiring.

It was mentioned about the Twin Oaks pancake breakfast and how muchfun it is to fly in for breakfast. With the weather starting to improve, thatmight be a fun fly-in. A yummy one for sure!

Jim Hall mentioned an online site called "Social Flight". It is for I-phonesand Android phones and there is no fee. You can register yourself or agroup flying to a destination and that announcement can blast to otherfolks online to let them know of your plans so that others can join in onthe fun. You have easy access to what’s going on at all the airports aroundyou… airshows, fly-Ins, meetings, everything.

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Break time. Refreshments were provided by Rich and Jackie Hannenburg.Jackie made some delicious cookies!

Guest Speaker: Major Russ "Champ" Hall

Russ was flown by a friend in a 172 and decided he LOVED airplanesand wanted to learn to fly. His dad let him know flying is expensive andhe wasn't paying for it so Russ could get to work! Russ started workingfor his dad's construction business and was able to save up $22,150. Hetook that money to the flight school and enrolled in class and was able toget his pilot's license before graduating high school. He was flying 172's,152's, an Arrow and a Piper Cherokee.

Russ went to college at the University of Maine. After graduation, hereceived a commission in the USAF via OTS (Officer Training School).He was sent to Laughlin AFB in Del Rio, Tx. to begin his pilot training.

It was a 12 month program where you flew the T-37 for 6 months and thenthe T-38 if you wanted to fly the fighters or a T-1 if you wanted to fly theheavy cargo planes. Russ went on to fly the T-38s. He first had aspirationsto fly the F-16 as he thought, (choking for a minute), that it was the coolest.Russ admits he didn't know any better at the time.

He later learned that the F-15C is where it is at. Two months prior tograduation, Russ broke his femur wakeboarding and wasn't sure if he wasgoing to fly again. He was told "Dude, your done…what else would youlike to do in the Air Force.”

Russ insisted that he didn't want to do anything but fly. He had wonderfulleadership that stood behind him and he was able to re-start the trainingprogram all over. After Basic training he was able to go into IFF(Introduction to Fighter Fundamentals) or LIFT as some of the older guysmight know. Russ finished the IFF program again flying in T-38's. Shortlyafter he finished his training the 9/11 atrocity occurred and that stirred Russto advance even further. He then went on to the F-15C (The Mighty Eagle)Basic Course and did it in a 6 month program with the National Guard inKlamath Falls, Oregon. He was the first active duty Air Force to train inthat manner. Russ fell in love with the F-15C, a designed killing machine

as it is flawless in air battle even today. The F-15C has been shot at, butnever shot down and has an air to air combat record of 106 to 0. The jet isbuilt around an APG-63 radar dish up front that continuously scans fromside to side and up and down and is controlled via stick. The airplane ispowered by two Pratt and Whitney F100-PW-100 Turbofans of 25,000lbs. of thrust each with a maximum speed of 1,600 MPH (Mach 2.5) @45,000 ft. The F-15C armament includes one 20mm M61A1 Vulcancannon, four - AIM-7 Sparrow and four AIM-9 Sidewinder missiles plus15,000 lbs of mixed ordnance carried externally. It flew with a crew ofone. There were 482 of the C models built and it was first flown in Feb.1979.

Russ was transferred to Kadena AFB, Okinawa, Japan in May of 2002.Russ was assigned to the 67th Fighter Squadron (The Fighting Cocks).They were assigned in Dec. 2002 to the task of Operation Southern Watch(OSW) to keep Saddam Hussein from crossing the south of the 33rdparallel. The No-Fly zone was established in 1991 to keep Saddamcontained in Iraq from the 33rd to the 36th parallel. Operation NorthernWatch took care of the 36th parallel. OSW was predominantly a defensivecounter air operation, protecting assets. They did regular rotations flyingfrom the north to the south from Turkey and from their primary base @Prince Sultan AB in Saudi Arabia. Saudi Arabia had a "No Munitions"rule for aircraft that were stationed there and by munitions they thoughtbombs. So, the Americans were not able to put bomber-type aircraft there.They could only put aircraft with Forward Firing Ordinance there. TheAGM-65 Maverick, which is basically a rocket bomb that the air to groundguys used was ok, but GB-12's and Dumb Bomb Mark 82's were notallowed so their bombers had to fly out of Kuwait and Qatar. There are noassets in Saudi now. Russ and his squadron were stationed with the Tankersupport group, E-3's, F-16CJ's and EA6B prowlers. The French coalitionwhich did very little and the Brits who Russ called good dudes were allstationed with them.

They flew daily missions over Saudi to get to Iraq to support DefensiveCounter Air combat missions in support of ISR (Intelligence SurveillanceReconnaissance) and back which averaged about 6-7 hours strapped in andsome of the longest missions flying was about 10.3 hours. Russ said hedidn't know how some of the "old guys" did it. Thank heavens they had

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those Kinetic options as routinely, Saddam and his air force seemed toknow exactly when the Americans and their allies were going to do theirmissions. Russ, along with others felt there was an intelligence leaksomewhere as prior to flying en route, Saddam would send out planesacross the 33rd North parallel. Russ said Saddam was testing them like alittle kid seeing how far across his no-fly zone he could fly. Ironically, theywould know exactly which airplanes were being sent out. Occasionally,there was a specific Air National Guard unit in town with their F-16's, theair to air version, with no wherenear the capabilities of the F-15.The F-16's did not have the air toair Interrogation capability like theF-15's which enables the F-15 afterradar contact to determine if theyare Foe or Friendly. If it meets thespecifics of a hostile target then thatplane could be theoretically shotdown at that time. The F-16's hadto depend on the AWACS whichcould take so long to lock on thatthe enemy would be gone. One day,the F-16's went out on the missionin place of the F-15's and whilegetting fuel from the tankers a Mig25 flew out of Al Asad, just northof Baghdad at 55,000 ft, goingmach 2.5 and flew all the way downalmost crossing the border wherethe F-16's were being fueled. TheF-16 had him about 17 miles off his nose, but couldn't shoot as he did nothave the ID on the plane. The F-16 kept hollering Declare, Declare, Declareand finally twenty four seconds later they got the ID that he was hostilebut the Mig pulled a split S from 65,000 ft @ 2.5 mach pointed the jet atthe ground and bent it around and at about 10,000 ft he pulled out goingfaster than 2.5. The mig knew he was in trouble so hauled it back makingit across the border. That was the last time the F-16's flew air to air!

Operation Iraqi Freedom started in March. Their missions were stilldefensive but it was their job to make sure the bad guys didn't drop bombson our guys. They maintained air dominance in the sky and gave theirground guys complete coverage. Word was they were going to fly daymissions which was a switch as ground gunners can see airplanes in thedaylight making them more vulnerable, but they weren't scared and Russwanted in on the action so he asked for day missions. Thirty six hours priorto war start it was changed back to night missions. Russ was hoping for

some early morning action, but theIraqi's didn't fly a single airplane inOperation Iraqi Freedom.Remembering the "spanking" theygot in 1991, they buried their planesin the sand. Russ and his squadroncouldn't figure out where the Iraqistook their planes, but the groundguys discovered them as they weretraveling across Baghdad air bases.Russ was flying back to base afterhis day mission and thought his radarwas broke as the GPS showed amassive amount of airplanes. Theywere all American, British andFrench in support of the push to thenorth.

Russ left Kadena in November of2005 to transfer to Holloman AFBin Alamogordo, NM. He was

selected to do a job that he wasn't even sure what the job consisted of. Russbecame a part of a secret crew to fly the F-117A and later began a transitionprogram that lasted 2.5 months. This training was for "experienced"aviators only and Russ by that time had 825 hours flying the F-15C. Russsoloed in Nov. of 2008 and became Bandit 696. There are only 703 Banditsin the world. The Bandit number is the number given to pilots flying theF-117A.

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So, Russ had to learn all about bombs and basic stealth fighting, what hecalled "The King of all sports"! He said it turned out to be not thatchallenging. It's pretty simple as the F-117A does it all for you. It is a superautomated machine. You could literally take the airplane off the groundand at 200 ft, turn the auto pilot on and never touch the flight controls until200 ft from landing. You flew with your thumbs and a flight directorsystem. The only thing you did was consent to drop the bomb. The bombswere either GPS guided or GPS-INS guided or laser guided and you couldsteer the bomb to go exactly where you wanted it to go. It was a one-trickpony as it only carried two bombs (2,000 lb penetrators) designed topenetrate hard materials. They were called Consecutive miracles as thefirst bomb would fall hitting the hard surface target and explode. The debriswould fly up and before it could come back down and fill the hole, thesecond bomb would pile drive in the hole even deeper and explode. Russnever flew the F-117 in combat. The last time the F-117’s flew in combatwas for the kick-off of Operation Iraqi Freedom. Six of the F-117'sscreamed over Baghdad on night one and we all remember the video ofbombs going strait down the air shaft on the rooftop of their target.

Russ was there when they retired the F-117's. They were put to bed wherethey were started in Tonopah, Nevada.

Russ (AKA Champ as his friends call him) is now a liaison officer at FortLewis, advising the army guys on air power. He is headed back to the warzone in Afghanistan this month. Our chapter is most fortunate to haveChamp as a new member and we'll be looking forward to more of hisfascinating stories .

Kerry Albritton,Secretary/Biographer

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Marilyn Emery

It was a chilly, overcast day with a persistent drizzle at Crest Airpark whenI met with Marilyn Emery to interview her for this article. We met at theclubhouse which was a hub of activity that day. A group of flyers wasmeeting in front of the fireplace, and instructors were coming and goingmuch of the afternoon. The table where we sat was in the middle of it all.I learned that Crest Airpark is not always the “sleepy hollow” that I thoughtit was.

I first met Marilyn when I interviewed her husband Scott to learn abouthim and his RV-8 build. During that meeting with Scott it was clear thatin addition to being husband and wife, he and Marilyn are very close friendswho share a passion for aviation. During that interview with Scott, Marilynoften produced her iPad to show pictures of things Scott was describingor adding detail and perspective. Throughout my meeting with Marilynshe showed pictures while she talked, giving me a brief introduction to athoughtful, fun loving mother, wife, quilter, volunteer, and CFI.

What was that piqued your interest in flying? Through peals of laughtershe answered, “Fear.” I knew there was a story coming.

When Marilyn and Scott married she didn’t know he had a private pilotcertificate. In fact they had been married two years before she learned thathe was storing an unbuilt tail kit for an RV-9. She remembered workingaround the house or in the yard or going on weekend drives with Scottwhen he would look at the sky and said “What a great day to go flying.”One day she finally responded with a question, “Well, why aren’t youflying?” Life and circumstances had gotten in the way of his flyingambitions but he never lost his love of flying. Marilyn was surprised that

Scott had not said anything to her about being a pilot and surprised that anengineer would even want to fly. She had nephew and niece who had takenflight lessons but never finished. She developed the idea that learning tofly is for people who want to become airline pilots and otherwise it was abig waste of time and money. She had not considered that people wouldwant to fly themselves around just for the enjoyment of flying.

Soon she was in the backseat of a Cessna while Scott got his bi-annualflight review. She she laughed while describing it as a miserableexperience. It was a bumpy day aloft and she was sick. In fact Scott andthe instructor were also feeling a bit green so they landed at Thun field fora break and bite of lunch. She never wanted to get in that airplane again.When Scott was able to get her to fly with him she learned that the problemwas sitting in the back seat. Once she got up front the airsickness wentaway and she began to enjoy the freedom of flight and the vistas that cannot be experienced from the ground or from 30,000 feet. She loved flyingwith Scott and picking out landmarks, watching for traffic, and seeing thevisual poetry of controlling a airplane in flight. She was hooked.

“But what about the ‘fear’ thing? I asked.

Marilyn explained that she had been widowed before meeting and marryingScott. She went on to explain that although there is never a convenient timefor your husband to die, up in the air is definitely not a good time tosuddenly find yourself alone, and not knowing how to fly the airplane. Sheloved flying and everything involved with it and needed to have morecontrol over what was happening if there were an emergency and learningto land the airplane was the first goal. Suddenly she was pulled by a passionand pushed by fear to learn to fly. She was a motivated learner.

She took five lessons at Crest and found that she couldn’t do anything right.Her instincts and control inputs seemed all wrong. She was missing thekinesthetic senses, the “seat of the pants” awareness of climbing andturning. She felt uncoordinated at the controls and was sure that it wouldtake more than 40 hours for her to learn to fly. Scott suggested they lookfor a used airplane that they could fly as a family and one she could use tocontinue her flight training. After lots of looking they found a 1958 Cessna172 that met their needs. It had a low time engine and was in great condition

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although it had seen lots of ramp time with little attention. Marilyn washedit and cleaned the bird nests out of the engine compartment while Scottworked the airplane over mechanically. They still have the 172 and it isher favorite of the airplanes they own.

When Marilyn asked her son if he wanted to learn to fly she was surprisedhow enthusiastically he responded. Of course then it was a race to see whowould pass their check ride first. It turned out that her son got his sign-offabout half an hour before she did. The son is now building that RV-9Athat Scott started years ago.

Even after Marilyn received her private pilot certificate she was not feelingvery confident with her flying skills so she got more training, this timeearning her instrument rating. Then striving to feel more confident as aninstrument pilot she earned a Commercial and CFI rating, then on to CFII.Each step along the way was fueled by her enjoyment of the challenge andneed for greater confidence, proficiency and flight safety.

In 1999 Marilyn who is not much of a “joiner” became a member of the99’s which opened up many opportunities to learn and eventuallyvolunteer. Right now she is working with Big World Flight for Educationwhere she serves as President. The organization works with schools in thePacific Northwest and has most recently served four schools in EasternWashington focusing on 4th through 8th graders. The volunteers pre-arrange with local schools and airports for a secured location to assembleand train students in their program which is a busy and exciting three tofour hours. Through volunteer pilots, the organization gives schools “realworld” applications to help motivate students to learn math, science,communication skills, decision-making and teamwork. Following a briefintroduction to the pilots and a safety briefing, the students are divided intofour equal groups, not to exceed 30 students. Each group is then guidedby one of the Big World crew-members to the first of four training sessions.At the end of each 30-minute demonstration the groups will rotate to thenext station. The Big World curriculum includes both classroom andpractical exercises. Students learn about being safe at airports and aroundairplanes. They learn about the airplane and complete a preflight checklistunderstanding why they accomplish each item on the list. Students learnto plan a cross-country flight including doing the computations for speed,

consumption, time and distance. They also learn airport operations andcommunications using a portable airport and airplane models to walkthrough taxi, take-off, flight patterns and landings. The teachers, parentsand Big World volunteers also take the students on a tour showcasing theirlocal airport pointing out airport markings, local businesses and careeropportunities in aviation.

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During the NW Aviation Conference in Puyallup, Marilyn conducted the“Flying Companion Seminar” sponsored by the 99‘s. This seminar is fornon-pilots who fly the right seat. Participants learn about radiocommunications, emergency survival equipment, chart reading and skillsthat might be helpful to the pilot such as providing information about anairport. They learn what a pilot needs to know such as runway elevation,communication frequencies etc. They learn to use the sectional to followalong and know where they are located. In short they become more thanjust a passive rider in the airplane. Not only can they become more helpfulbut they will enjoy the flight even more. In the event of an emergency theyare better prepared. They learn to organize emergency survival equipmentand how to carry it on their person in case they need to exit the airplane inan off airport landing.

On the home front, one of Marilyn’s hobbies is quilt making. She has evenauctioned off one of her quilts to raise money for a charitable cause. If youfind her with her iPad you might ask to see pictures of her creations.

Currently Marilyn is giving flight lessons to her daughter in law who I amtold is a very bright student. Future plans for Marilyn and Scott include atrip to Texas after they finish building the RV-8. They have been to Texasbefore and enjoyed the area and people very much. Their previous trip wasfor the purpose of buying an airplane but the trip in the RV-8 will be strictlyfor fun. Wishing them many happy landings.

Bob Brooks

Curt Bryan’s Next Project

Two years after retirement, Burt Rutan is at it again, developing a newseaplane called the Skigull at his cabin near Coeur d’Alene, Idaho.

The Skigull is also a motorglider. It has to be if Rutan, who lost his medicalin 1998, is going to fly it. An FAA friend told him that he needed longerwings if he wanted it to qualify as a motorglider. The definition indicatesthe maximum weight-to-wing-span-squared must not exceed threekilograms per square meter. So Rutan created a 43-foot wingspan that canbe folded for docking, while still on the water, or for storage in a garage.The design may be sold as a kit, “…if it works,” Rutan told a meeting ofThe Old Bold Pilots in California in January.

If it works, Rutan will have himself a tiny amphib capable of making itfrom the cabin to Oshkosh with one stop. He won’t need a medical. Hehas not chosen the engines because he does not yet know the power thatwill be needed, but they can be as little as 50 to 70 horsepower. Those twoengines will blow across a high-lift section of the wing. With all thatwingspan comes the tendency to float, so he will have big flaps to givehim short takeoff and landing capability for small lakes—the kind he likesto explore.

When you must positively, absolutely land at a boring paved airport,roller-blade wheels will extend three-tenths of an inch below the skis. Theskis are coated with the same kind of plastic used on recreational skis andIditarod race sleds in Alaska.

The airplane is a trimaran, with 40 percent of its weight supported by thesponsons and 60 percent supported by the hull. The pilot’s waist will bebelow the waterline. There are still questions to be answered, so a woodenmodel of the Skigull has been completed and will be attached to an oldbeater boat that will push it through the water to measure the powerrequired. Designing the boat has given Rutan fits.

A video of that talk can be seen on YouTube. His explanation of the Skigullstarts at minute 38. You’ll notice the camera moves around the screen soas not to show the design, per Rutan’s wishes. It was posted by The OldBold Pilots on Feb. 1.

http://www.aopa.org/aircraft/articles/2013/130409burt-rutan-developing-new-seaplane.html

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Next AirplaneJohn Brick

Here’s an article published in our newsletter in Dec 2009.

My RV-4 will be four years old this Christmas… that’s flying years.I love the airplane and, to the dismay of all my friends, won’t stopbragging about it. I am proud of the achievement; countless decisions andtechnical challenges overcome, one at a time. During the 10+ buildingyears, I never had a second thought about choosing the RV-4. That’s whyI’m so reluctant to begin a new project. I know from experience that anyproject is a major commitment. What if, in the midst building afterinvesting gobs of time and money, I would rather be building somethingelse?

Another factor I’ve never considered before… I’m 69, I’m slow asmolasses; any project could easily outlive me.

Right now I feel like I’m treading water, not getting anywhere,drifting aimlessly, nothing to look forward to, and I don’t like that. Onthe other hand, I want to be as excited and motivated about the nextairplane as I was about the RV-4. I’m not there yet… but I’m working onit. My RV-4 is loaded with everything… full IFR, autopilot, oxygen, etc.,exactly what I wanted. Now, I want to go toward the other end of the scale.Day, VFR, minimal instrumentation, light sport qualified, aerobatic, tubeand fabric maybe. I have looked at dozens of candidates over the past fewyears, Fly Baby, Sonex, RV-12, WWI Replicas, Hatz, etc. Nothing reallystuck for long. My latest interest is the Skyote.

Here are some excerpts and photo’s taken from a 1979 Air Progressarticle by Budd Davisson. Take a look and see if you can talk me out ofit… quick.

Air Progress, May, 1979Story and photography by Budd DavissonThe best of the Jungmeister with the size of a Rose Parakeet and thelooks of a 1930s something or other.

“Aero engineer Pete Bartoe, of Boulder, Colorado, decided to puttogether a performance package that had good manners at both ends ofits speed envelope and would perform on low relatively inexpensivehorsepower. This may not be an entirely new concept but it is certainlynot one that has been seen recently. Most of the low horsepower biplanes

available either can't get out of their own way or have the ground handlingcharacteristics of a bongo board. Bartoe wanted something that wouldland like a Cub but do credible aerobatics, as well. The secret toperformance on low horsepower, if pure speed is ignored, is low wingloading. The less weight you ask each square foot of wing to carry, thefewer ponies you need to make it go. The only penalty you pay, in

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traditional airframes anyway, is speed. However, that's not to say you'regoing to have Volkswagens passing you. In the case of the Skyote, youget a happy little machine that will bounce along all day at 100-110 mphand slurp only four or five gallons of gas per hour. The Skyote tips thescales at less than 600 pounds empty and grosses at about 900 pounds.With a C-90 Continental, that gives it a power loading of 10 pounds perhorse and a wing loading of only 7.2 pounds/square foot, which, if youaren't into numbers, is pretty damned good. (Editors Note: speaking innew millenium terms, don't ignore the fact that we have a wildly aerobaticairplane here that qualifies for LSA rules, something we didn't think aboutback then but, is sure as hell worth thinking about now.)

“The fuselage is old-fashioned rag and tube, and Bartoe's computerwhittled it down everywhere he could, without sacrificing strength. Partof the Bartoe Equation for excellent aerobatics and even better low speedperformance included sweeping both upper and lower wings. This givesthe snap rolls that little added push that only double swept wings can give.And, as if the sweep isn't enough, he added four ailerons to boot. Of course,the lightweight does wonders for the aerobatics, but does even more forthe slow speed handling and helps deliver a 38 knot (44 mph) stall.

“I suppose it gets boring to read how somebody else got their jolliesby pulling up into a four-point roll at every opportunity, but I can't helpit. That's what this airplane does for you. I didn't even bother leveling off. . . I just pushed the nose over slightly to get 125 mph, pulled it back upand felt those delicious ailerons flick me up and over. It is oh-soBucker-like in so many of its movements. It has that same subtle lightnessthat tells you your maneuvers are graceful and tiny because the wings arealive and you are being lifted around rather than being dragged around bya humongous motor.

“Its snaprolls are very much like the Bucker's, only slightly slower.You can almost ignore the technique you use—just a gentle yank-and-stomp procedure works nicely. Bam! It breaks, whizzes around andsqueaks to a halt the second you smack the stick, asking it to stop.

With its double swept wings, the Skyote is born to snap“The spins are also mucho fun, but happen faster than I had expected.

With a slightly forced entry, it snaps into an immediately stabilized spinand shows no indication of wrapping up, at least not in the three-turn series

I was doing. It gives the impression of being fairly steep but stops in lessthan a half turn once you initiate recovery.

“To say that I personally like the Skyote, is putting it mildly. Itcombines the best of the Jungmeister with the size of a Rose Parakeet andthe looks of a 1930s something or other. It does its entire number on 100horses or less (the C-85/C-90 series are preferable, but the 0-200/235 willwork), and handles like a feather.”---------------------------Not convinced? Read what Bob Hoover reported in 1976.“Snap maneuvers were performed from straight and level flight both tothe left and right at air speeds ranging from 55 up to 95 mph. Obviously,the roll rate or snap rate was much more rapid at the higher speeds thanat the lower speeds. The recovery characteristics were excellent and snaprolls from vertical reverses were accomplished without difficulty from leftto right and right to left. Loops were performed from 100 mph up to 160mph with a total diameter for the average loop approximately 500 ft. whichis a very tight circle. A series of loops were performed starting with aconventional loop, a square loop and an eight-sided loop. Depending uponthe air speed entry, these loops could be accomplished with relative easeand without a loss of altitude. Even though at this altitude of entry at 9,000ft., I could well appreciate the decrease in power available and could onlyimagine what a delightful performance this airplane would have at sealevel conditions. Four, eight and sixteen point rolls were easy toaccomplish, because of the delightful handling qualities and lateral controlavailable, thanks to four ailerons. Knife edges were held on both the leftand right side without difficulty.”

Okay then… how come so few have been built? Possibly because theplans were removed from the market after a very short time. This isnormally a red flag for me. Another factor might be ease of building… itain’t. Single place, no way to get a demo ride. But a few are underconstruction today. More to investigate. jb

Update

The long wait is over… I now have a Skyote Project!!!Expect to hear a lot about it. jb

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Tool Crib

Shown here are all the items currently in our tool crib… except for the prop balancer.

Joe Andre is our tool custodian. 253-539-2408

Marv Scott and Andy Karmy do the prop balancing. $50. Marv 253-691-5496Andy 253-347-1597

Engine StandProp Flange Interface for vertical mounting

Electronic Scalescomes with ramps

$20 rental fee

Compressor6 hp 150 psi 33 gal

Oil free

Engine StandBolt your engine mount to plywood and

rotate as you please

Kerosene Heater

Gas Welding RigKept in Smitty’s Hangar

Coming Soon

Compression TesterMag Timing Buzz BoxMissing: Prop Wrench… please return.

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Chapter 2013 Activities

NW Conf & Trade Show: Feb 23 & 24

Young Eagles Day: Sat June 29th

Burger Burn: Sun Aug 11th

Christmas Party: Tue Dec 10th 6 PM

Dinner at the RAM

Last Thursday of the month (not Nov orDec). Join us for dinner at the RAMrestaurant, at 7 PM.

The RAM is on the east side of Meridian,across from South Hill Mall, in the sameparking lot as Home Depot.

We are normally seated as a group in theback dining room.

Fly Out Opportunities

Twin Oaks (7S3): Pancake breakfast byChapter 105. First Saturday of everymonth.

Joining or Renewing Membership?

Chapter 326 Dues are $15 per year.Make check payable to EAA Chapter 326.Pay our Treasurer, Norm Pauk, at a meeting,Or mail to Norm at:

Norman Pauk12012 SE 260 PLKent, WA 98030

Paypal is now an option too:http://www.eaa326.org/members.htm

Chapter Membership

110 paid up membersRefreshment Schedule

May the Dexheimers

June Norm Pauk

July Joe Andre & Tom Brown

September Kevin Behrent

October Steve Dickinson

November need volunteer

January 2014 need volunteer

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May 9 Career Conference & Aerospace Fair at Clover Park Technical College

May 11 Ranger Creek Work Party

May 11 Cawley’s South Prairie

May 18 Paine Field

May 21 Ed Saylor Day at Emerald Ridge HS

June 1 Bruce Thun Retires

June 29 Young Eagles Day Thun Field

July 6 Tacoma Freedom Fair

July 11 - 13 Arlington

July 13 - 14 Olympia

July 19 - 21 Concrete

July 27 Friday Harbor

July 29 - Aug 4 Oshkosh

Aug 2 -4 Eastsound

Aug 11 Burger Burn Thun Field

Aug 16 - 18 Van’s Homecoming Independence, OR

Sept 6 - 8 Hood River WAAAM

Sept 11 - 15 Reno Air Races

EAA Mount Rainier Chapter 326

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Hangar-7 in Salzburg, Austria owned by Red Bull founder DietrichMateschitz is not a hangar in a traditional sense but rather amultifunctional building with a collection of historical airplanes,helicopters and Formula One racing cars. It houses a restaurant, twobars, a lounge and aircraft, and is open to the public. It includes theMichelin starred restaurant Ikarus.

https://www.fabspeed.com/Hangar7_8FILEminimizer.pps

RANS S-19 Ventura Kit- Emp & Wings complete… Fuselage half done.- Finish kit still in box.- Strobe lights and parking brake options.

New cost $26,000 plus shippingWill sell for $20k

Dick Migas 480-234-1471Located in Enumclaw

Social Flight

Keep up on all the aviation events and activities around. You canform your own flying club with friends of your choice. This may bea way to organize flyouts or field trips.

http://socialflight.com/index.php

Jet SBR-40N. 40" combination shear, brake, and roll

It weighs approx. 650# . Buyer will need a truck and a friend.

I am asking $600 o.b.o., or trade - I am a tool junkie! - for what haveyou. This does not include the stand/table you see in the picture!

.

Dan Henderson253-882-7945University Place

Tacoma Narrows Airport Runway 17/35 RehabilitationProject Guide Released

A Tacoma Narrows Airport (TIW) Runway 17/35 RehabilitationProject Guide, providing the details and expected time frames for thevarious phases of the project, has been released. The constructionstart date is Monday, April 29, 2013 at 8:00 AM PDT. For moreinformation Please visit

http://www.co.pierce.wa.us/DocumentCenter/View/23799

EAA Mount Rainier Chapter 326

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Chapter 326 Staff

President Randy Albritton 253-214-6035Vice President Tom Brown 253-847-2507Secretary Kerry Albritton 253-214-6035Treasurer Norman Pauk 253-630-6396NL Editor John Brick 253-230-8516Photographer Andy Karmy 253-333-6695Webmaster Andy Karmy 253-333-6695

Young Eagles & Eagles NestDarrin Dexheimer 312-520-4300

Technical CounselorHarold Smith 253-752-5480

Technical Counselor Charlie Cotton 360-893-6719Chapter Flight Advisor Jim Triggs 360-438-1482Chapter Flight Advisor Marv Scott 253-691-5496Program Coordinator

Steve Dickinson 206-948-2563Biographer Kerry Albritton 253-214-6035Tool Custodian Joe Andre 253-539-2408Chapter Hangar Project

George Lightner 253-584-9477

Chapter 326 Websitehttp://www.eaa326.org