Speakers: Cary Gliebman and Roger Larue
Saturday, 21 November 1998
1200 hrs (12:00 Noon Civilian Time)
Lunch at EDW Burger King
USAF Test Pilot School Auditorium
Edwards AFB, CA
Well, this month we have something a little different in store for you. This presentation comes by way of Brian Martinez. It seems that Brian was at a Karate meet with his son and casually started talking to another attendee only to find out that said attendee does some really interesting flying. Cary Gliebman, and his partner Roger Larue, shoot air-to-air shots for the movies (you might want to watch the credits for their names next time you see a movie). One thing led to another and Brian sweet talked Cary into flying out to the desert for our Saturday meeting (Subliminal message: Remember, the meeting is on Saturday). Cary is going to fly up to Rosamond at about 11:00 hours where we will pick him up and take him for a sumptuous lunch at the BK Lounge (Burger King for you civilians).
By the way, all of you members that cannot make the regular meetings have an opportunity to come to this one. all that show up at Rosamond will be whisked away to the BK also (no excuses, ya gotta come--call the Prez at 805-490-1476 beforehand and weíll make sure someone is there to pick you up).
We will then proceed to the TPS auditorium for the presentation. Then back to Rosamond to inspect Caryís plane. The plane is modified to provide a camera platform for the air to air shots. Iím not sure what else has been modified but Cary said there are a lot of interesting modes. We will be able to poke around and ask lots of dumb questions (the best kind). An excellent chance to stay current on your Project Policing skills. So thatís about it, everybody show up, this is going to be a fun meeting, lots of good food, friends and airplane talk.
- George Gennuso
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The following incident, which happened recently immediately after the closure of the 1998 Edwards Open House and Operation Desert Valet 1998 not too long ago, shows the critical need for protection of our officers. Investigations continue as to who the culprits are, but initial reports based on the unusual weapons systems used point to an alien group formerly encountered by the Project Police at a place code-named The Roswell Ramada. I wonder if Scully and Mulder know about this?
The following report details events that actually happened. No names have been changed to protect anybody. As Rod Machado says, "Truth is stranger than fiction, because fiction has to make sense!" It is presented as told by Gary Aldrich to PPOs Gretchen Lund and Norm Howell and freely embellished by your Newsletter Editor.
"The airshow had gone well. The wind had blown all day, but nothing like the 1996 Open House. We had managed to get all of the general aviation aircraft launched just before the wind really began to pick up. Figuring everything was now under control, I went to leave and noticed something moving in front of my car. This seemed odd, since I recalled parking next to Building 1600. But it was airshow day and the building was surrounded by port-a-potties, and I'd parked a few feet from them. I glanced back at my car and...? Yikes!...there they were...Evil Port'o'Lets in front of my car, rows of 'em, and
THEY WERE MARCHING RIGHT AT ME!
Gads, where's my keys? Ok, be calm, jump inside...
THEY'RE STILL MOVING!
...forget the seatbelt, just back up...
HOLY S---, THEY'RE CHASING ME DOWN THE TAXI-WAY!
I just had to keep cool (all of that flight test emergency procedure training finally paid off) and get out of there before they rammed the car and dumped over. (Of course, the crew chief standing nearby was absolutely doubled-over, laughing at the spectacle of it all--maybe he was part of the conspiracy.) I managed to escape unscathed, but silently wondered who had we upset to motivate such an uprising? Whoever it was, they were apparently not pleased with the inability of their mercenaries to extract revenge on the Project Police. It got even uglier, as the crew chief reported that later that evening, several legions of the "ports" had broken ranks, fought amongst themselves, and were found dead and/or bleeding at sunrise."
Perhaps the Project Police boffins need to investigate a better way to secure these necessary but obviously evil hordes against the empowering winds.
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Having assumed a favorable report (since we hadnít heard anything from the recce crew, the initial gathering of the primary PPTAF occurred at Fox Field on 10 October 1998 at 0600 at Gary Aldrichís hangar. Present were Gary Aldrich, George Gennuso, and myself.
Gary pulled out the Los Angeles Sectional, Los Angeles Terminal Approach Chart, Phoenix Sectional, and Phoenix Terminal Approach Chart, and laid them on the toolbox. I checked the charts--all were current.
We pushed out the VC-180 Fighting Skywagon after a thorough preflight, fired it up and taxied out. Taxi and takeoff were by "non-tower-controlled" rules. Taxiing out at the same time was a Lancair of unknown number.
After takeoff, we picked up IFR from Joshua Approach and continued to Santa Ana John Wayne Airport.
Letting down through a light marine layer, we determined that N61691ís ILS CDI (OBS) was messed up. It worked fine for tracking VORs, but as we visually approached the field, the CDI was directing us off to some other airport. The #2 OBS CDI and the #1 glideslope were functioning properly, so we were able to continue the approach. Perhaps this was the problem at Castle (reported last month), but that approach to Palmdale had worked fine...I just love intermittent problems. (The problem has since been found and repaired.)
Runway 19L was closed for construction. Instead of marking the runway by painting an "X" on the end, the runway was marked with big vertical lighted "X," which is allowed by some obscure FAR that I canít find right now. Norm Howell knows all about this FAR--ask him about it. Apparently it is a way to close a runway temporarily without having to worry about how to remove the paint from the runway.
After landing, we taxied over and pulled up to Sunrise Jet shortly after sunrise. A nice line-person marshaled us into a parking spot, chocked the wheel, and laid out a red carpet. The interesting part was that the red carpet was not laid on the Kommandantís side, but on Georgeís and my side. At that point, George and I decided we had to get out just so the red carpet wouldnít go to waste!
We were there to pick up PPO Charleen Beam. She came out to the airplane, complete with the safety wire order that I had placed to Aircraft Spruce a few days earlier.
As we all crawled aboard, I put away the Instrument Charts that we had used to fly down to Santa Ana. As the rest of the flight would be VFR, I asked Gary for the Sectionals and TACs. He looked around, and we quickly figured out that we didnít have them! Must have left them in the hangar. I pulled out a Los Angeles Sectional I had in my bag, and Gary went in Sunrise Jet to buy a Phoenix sectional. When he asked if they had one, they looked at him like "a Phoenix WHAT?"
Meanwhile, we determined Charleenís earrings were not headset compatible.
We launched toward Air-Zona on our one sectional. As we were cruising across California, Charleen commented that the passenger accommodations in the VC-180 were quite outstanding, and briefed us that the best deals from Aircraft Spruce are to be had at air shows. Apparently theyíre more interested in selling the stuff than packing it up, so theyíre ready to make a deal. Cool, because Gary wanted a new ELT.
Charleen also spoke of how she knew the locations of all airport restrooms between LA and Phoenix. She spoke so highly of the restrooms in Blythe that we just had to stop and check them out. We refueled the VC-180, and I picked up a Phoenix sectional, which would become quite useful on the final dash into the target area. It was a good thing too, since we were about to fly off the edge of the LA sectional.
We took off to resume our ingress, and were cleared through the Phoenix
TCA Class B airspace and vectored by friendly FACs into the target area. We avoided the air defense ultralights and helicopters in the pattern to make a landing on 30L. Following the published attack procedures, we taxied to first marshaller, then to the second marshaller, to the non-existent third marshaller, were ordered to turn a 180 by a Follow Me motor scooter, back past second marshaller, and out to a remote area where we finally parked.
As we were taxiing in, the Private Explorer flew low over us in the fly-by pattern.
PPOs Dutreaux and Bakken had been watching the taxi buffoonery, and came over to greet us and assured us that the field had been secured. We then unlocked the doors, turned the lights back on, and proceeded. Ed informed us that he had seen P5 (Project Police and Previous President Pelletier (Mike type)) the day before.
We proceeded to the tribute tent, coughed up our $7 each, and were presented with our way cool red armbands and fly-in programs.
Right next to the tribute tent was the same 1941 Taylorcraft L-2B that we had seen at the Golden West Fly-In. The owner, Mark Schrick, was there, and we drafted him into assisting us to accomplish the first objective of the Project Police upon arriving at a fly-in, specifically taking pictures of ourselves. We arranged ourselves around his "Looking For Trouble" nose art and he clicked the shutter. According to his data sheet, L-2 means "Land in 2 hours."
The main force of the PPTAF inspects Mark Schrickís 1941 Taylorcraft L-2B "Looking For Trouble." Present are Russ Erb, Ed Dutreaux, Bernie Bakken, Charleen Beam, George Gennuso, and Gary Aldrich
Shortly afterwards, Charleen violated the no-whining clause by complaining that the uniform shirts were HOT! We explained that we had first identified this "feature" of the PPTAF uniform back in February 1997, but we still havenít done anything about it. In an effort to address this problem, George Gennuso suggested the "Rotisserie Maneuver" to address this problem. In this maneuver, on command each individual member of the PPTAF attack formation rotates 180 degrees, without changing the inertial vector of the formation. Thus, members are baked evenly without disrupting the progress of the whole. Of course, this maneuver is most effective when there are observers present to witness the buffoonery.
As we baked down the flight line, we made our initial recce pass through vendor hangar. The Avery Tools booth was identified for later attack, as was the Aircraft Spruce booth. The availability of a suitable ELT was verified.
While continuing on in search of nourishment, we were intercepted by Kevin Deutscher, a fellow Bearhawk builder, as previously arranged by e-mail. He joined us as we continued our quest for food. We discussed aspects of the Bearhawk project interspersed with PPTAF business. As I did last year, I had a wonderful barbecue sandwich at "Waldoís BBQ." The Test West crew must be diversifying their wares...hmm....
Lunch Target--What Are Those Test West Folks Up To?
After lunch, we headed out to the Contact! booth, where we saw Mick Myal, honorary Chapter 1000 member. Mick is the publisher of Contact! magazine, a must-have if you are considering an auto engine conversion for your airplane. Mick greeted us and showed us somebodyís attempt to build a roadable airplane. After that, of course, we took pictures of ourselves.
We then decided to inspect the Private Explorer, the RV of the sky (and we donít mean Vanís). It was well furnished with a piano (okay, an electronic keyboard), an appropriate art piece above the piano, curtains in the windows, a bed in the rear, and a KC-135-ish tail stand to keep cg variations from setting it on its tail. I wasnít sure if I should look for a kit manufacturer or a Realtor. This airplane is proof that an IO-540 can be made to go slow with the same (high) fuel flow. It has lotís of space, but I wonder just how much useful load it has.
Mick Myal, Contact! publisher, pointed out by other members of the PPTAF for your convenience, schmoozes with the Kommandant
We then proceeded across ramp toward the RV (and this time I do mean Vanís) section. Here we passed undercover PPO Quentin Toyloy and son. Being in the hot bed of RV land, we suspected that we would soon run into Paul Rosales of the PPTAF auxiliary force, and shortly afterwards we did. He took us to one of Project Policeís favorite RVís, Rich and Karol Hansenís RV-6A, which was last yearís Copperstate Grand Champion. We talked with Rich for a while, but never saw Karol, who was reported to be seven months pregnant. She was also reported to be in good company, roaming around somewhere with Victoria Rosales. Rich and Karol are selling a video series on building RVs. Much to his surprise, he has a large number of people buying the videos long before they order the kit. This is, of course, to evaluate if they think they can even build the airplane.
The PPTAF inspect this Cubís STC for additional passenger accomodations
Next we came across a well-known Piper Cub that has been tricked up with every Cub accessory ever invented, including a third passenger seat in an open cockpit. Cub aficionado Charleen was, of course, very excited.
Inspections continued across the ramp down to the ACC (Accessory, oops, I mean Antique/Classic/ Contemporary) section. There we found an impeccable Beech Staggerwing that was reported to be the personal transport of Walter Beech in years past.
The Project Police inspect the polished spinner on the former Walter Beech Beech Staggerwing
On the trip back to show center, we found Vance Jaqua and Rich Trickel (also Chapter 1000 members) at the KIS and KIS Cruiser. Vance had presented a forum earlier that day entitled "Is There a Diesel in Your Future?" Watch future issues of The Leading Edge for this fine presentation in article form. They also gave us their regrets for missing the big Edwards Open House. Seems they were among the throngs stuck at their point of origin (Camarillo) for weather .
In a repeat of his activities at the Golden West Fly-In, Gary was again seen looking at the collapsible chairs. In a further repeat of his activities at the Golden West Fly-In again, he still didnít buy any, although he strongly considered it.
We moseyed back over to the central eating area for some much-needed rehydration. There we found Bill Irvine, who was conversing with the pilot of the Lancair that we had last seen that morning at the runway at Fox Field.
By this point, I was tired of carrying around so much money and decided to trade it for something heavier and bulkier. I patronized one of the vendors there by buying toys for the kids and a WASP T-shirt for the wife.
Eventually we worked our way back to the vendor hangar. Gary hung out at the Aircraft Spruce booth, and eventually bought that ELT. While we were there, we were spotted and tracked down by an incognito PPO usually known by the name of Chuck Firth. As you can see from the picture, he was immediately cited for being out of uniform. Chuck was on some sort of business trip that he had managed to finagle to be in Phoenix at the right time for Copperstate. Chuck mentioned to us that at an early meeting of an EAA Chapter in his new local area, he had told them about how he was a member of 1000 from California and about all of the fun things that we had done. The basic reaction of the members was "Thatís nice, but that was out west. Youíre in New England now." Ouch! As the discussions continued, I cruised over to Avery Tools and bought some cleco clamps and some roloc discs.
PPO Chuck Firth of EAA Chapter 1000 Det 9 is cited by the Kommandant and Deputy Kommandant for appearing at an official function out of uniform
As I rejoined with the primary PPTAF, Gary Sobek approached us wearing a great tag which said "Hi! I donít remember your name either!" He made the mistake of asking what the Project Police were about, and before he could get away, he had handed over $20 to sign up. Find out more about Gary elsewhere in this newsletter.
We inspected some of the remaining kit manufacturer displays, and then prepared for departure, thinking we had inspected everything. However, thoughts of that long flight back to Fox made us realize there was one area we had missed. In the interest of completeness, we inspected there too (see photo). The PP (sic) check everything!
No detail, however small, is missed by the Project Police!
Our departure was enhance by the comedy on the ground frequency. The controller was doing a lot of talking, but it all seemed to come down to "do whatever you have to do to make it work." The controller could have just gone home without much change in the results.
We did finally depart and flew off into the sunset. After an unsuccessful attempt to get dinner after returning to Fox, the remainder of the PPTAF departed quietly and slipped back into society, ready to reassemble when required to quell the next uprising.
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Long EZ 271J went from 170 ('95) to 185 ('96) to 198 knots in the three Copperstate Dashes it has participated in (slight headwinds were a factor in Ď95, there were tailwinds in '96, and this year was a slight tailwind IF you took the penalty to climb up high).
Kim Prout's speed is pretty astounding for the horsepower and width of the Europa.
Nearly all of the fastest finishers are using Light Speed Engineering components (which leads to Klaus's Law: The more money you give to LSE, the faster and more efficiently you go.)
For those who wonder about the showing of the RV's - nearly all of the top finishers are regular participants in the RACE series hosted by Shirl Dickey at various locations in Nevada each year. The 160hp Long EZ has benefited particularly from these races as average speeds have gone from under 200 mph (174 knots) in the 1980's to over 225 mph (195 knots) now. Long EZ N271J's speed increase has come from a prop change (to an LSE prop), drag reduction by color sanding paint and installing a spinner.
The RV series are prime contenders for a serious drag reduction effort, as Tom McIntyre has done with his RV-3 - his 160 hp fixed pitch airplane is in the 190 knot class. I would think a 160 hp RV-6 could easily get into the upper 180's with a low drag canopy, cowling, wing root fairings, and wheel pants. There are several RV4/6 folks out there who have done just that, and they are significantly faster than the average.
These races are an absolute blast, you don't have to have cubic money to participate and if you pay attention to drag reduction you'll do well in the standings and have a more efficient, cheaper to operate airplane too.
See everyone at Sun 'n' Fun '99.
- Norm Howell, PPCART (Project Police Classified Air Race Team)
Long EZ 271J 500+ hours
P.S. One other observation - 271J is much faster when Bob flies it (?). There must be a CDtpic factor there (Coefficient of drag due to test pilot in cockpit).
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The meeting was called to order at 5:30 following schmooze time, our illustrious Schmoozemeister definitely earning his keep.
In an effort to increase attendance, the November chapter meeting will be held on Saturday, November 21. We will meet at noon at the PPHFFRC (Project Police High Fat Food Replenishment Complex, known as the Burger King in non-PPTAF circles) for lunch then at the Test Pilot School for the program. Fly-in's will be provided transportation from and to the Rosamond Skypark (L00).
Bill presented some good photographs of some of the fast and/or heavy traffic we are likely to encounter in and around the complex. He also showed an excerpt from an FAA safety video taken from cockpit of a military aircraft westbound at low level and high speed over Highway 58 in which a single-engine Cessna fills the windshield for a few frames. Before the encounter, the pilots are heard to be discussing traffic on the highway. A few seconds after the encounter, one pilot is heard to say "Did you see that?". The other pilot responds "See what?" Scary.
Bill distributed a good booklet detailing the MACA program, and is available upon request from the Edwards Safety office. PH: (805) 277-3316 Address: AFFTC/SE, 35 N. Wolfe Ave. Edwards AFB, CA 93524-6755. Visit the MACA web site at http://www.edwards.af.mil/psafety/SEF/maca.htm or link to it through the Chapter 1000 web page under SAFETY.
Perhaps the best advice is "Keep your eyes outside the cockpit, you never know what you'll see out there!"
Thank you Bill for a very informative program.
- Miles Bowen, Secretary
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The other interesting thing about the convention displays (besides the plethora of new gadgets--report forthcoming) was the large number of aircraft-oriented lenders. You could interpret this development in a positive sense if you believe that the banking industry is realizing, once more, that the industry is not dead and folks can and will borrow money to buy personal aircraft. Of course, the opposite point of view is that production aircraft are becoming so expensive that the demand for financing has drawn the normally conservative bankers into the market. Either way, the money folks were falling all over themselves to loan at reasonable rates.
I would assume that many of our membership also send dues to the AOPA. But for those who might think that the organization caters more to the "spam-can" crowd; I would encourage you to reconsider. AOPA, under the leadership of Phil Boyer, has worked hard recently for legislation on both the national and local levels to protect our airspace, airfields, and aircraft from encroachment by the rest of American society. They were a big player in the success of the General Aviation Revitalization Act that gave the manufacturers liability term limits and spurred the re-emergence of Cessna, New Piper, and other smaller manufacturers. How does this affect you, the homebuilder? Well, where do you think our grandkids are going to find those antique and contemporary classics in the future? A healthy industry can only help our flying. Next time you get a mailer from AOPA suggesting membership, give it some serious consideration. Their membership shares many of the same goals as EAA and together we can ensure that private flying will be possible for our children's children.
Check six, and Fly Safe.
- Gary Aldrich
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The October rally was a nice day for flying and resulted in flights for 15 kids. Pilots included Dave Webber, John Bush and new [Chapter 49] member Don Gates (who, by the way, just plopped $ $ down on an RV-6 tail kit!). Ground crew included Angela Webber, Paul Rosales, Mike List, and Ron Wilcox. We are having a VERY BIG rally on November 14th with 50-100 kids, and we NEED YOUR HELP!!! If you ever have wanted to participate, please come and help out on November 14th!
|Young Eagle Operations:|
- Dave McAllister
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Gary Sobek found himself in the spell of the Project Police at Copperstate and was amazed at how $20 jumped out of his wallet into the hands of the PPTAF. The PPTAF was so impressed by this little maneuver that we signed him up as a Chapter 1000 member on the spot. Gary is the proud builder of a beautiful RV-6 N157GS, which had its first flight slightly over a year ago on 20 September 1997. Look for color pictures of his creation on the Chapter 1000 Web Site.
Gary flies out of Cable airport, where he is also a member of the EAA chapter there. He has that flair for leadership that the Project Police likes, having been the President and the Secretary of that chapter in recent years. As a special bonus, he is also an FAA A&P and an EAA Technical Counselor. At last! Chapter 1000 has a Technical Counselor. Now if he just didnít live so far away....
Gary spends his day job working Satellite System Integration and Test. When he can get away from that, he enjoys formation flying, Vanís RV airplanes, computers, and space. His biggest goal right now is to wear out his RV-6. So far heís only been able to get about 250 hours on it the first year.
Gary Sobekís RV-6 N157GS
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You see, Joe was born and raised in Blacksburg, VA, a block from Virginia Tech. He and most of his family attended Virginia Tech. (He went to Cal Tech for his masters.) Then he taught at Virginia Tech, went out in the world and made good, Skunk Works, etc.
Well, it turns out the College there likes him. Wants to hold him up as and example to the kids. Virginia Tech just opened the
Joseph F. Ware, Jr.
Advanced Engineering Laboratory
Itís an integrated lab, comprising every engineering discipline from computer science, to mechanical, electrical, aeronautical...for undergraduates. Itís the only one of itís kind in the country. Itís got CADD, machines hooked up to it, 8 working bays...A student can dream up something for his project, design it on the CADD, push a button and turn it out on the metal working machine in the next room, put it on his project, and modify it.
The lab has such as autonomous vehicles in it which see/hear/interpret their environment to run obstacle courses, etc., a human powered sub, a drone which flies over forest looking for pollution, a (small) MagLev car, full-sized hybrid and electric cars, baja cars...You name it. Even a bronze plaque by the front door.
Itís a nice outfit. (Just gotta brag on him a bit. It really is nice.) Ingersol-Rand, Lockheed, General Motors have also donated to it. Iím proud of him for leading a good life.
- Jenna Ware
EAA Chapter 1000 Det 8, Camarillo/Oxnard CA
(Jenna was awarded the "Flight Line Volunteer of the Day" at EAA AirVenture 1998 for riding bikes and parking planes. Joe got an honorable mention for working with her on a radio. Sounds like candidates for the Aircraft Parking Committee for the Eighth Annual Scotty Horowitz Going Away Fly-In...)
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To finish the bit about spot landings...
I have been well trained, I practice before a meet, and some of my landings are better than others. I also won a spot landing competition in my chapter (EAA Chapter 723, Camarillo, CA) a year and a half ago at Jean, Nevada, also in the 120. But variation being what it is, I'm sure that my better landings won't keep showing up at competitions, and I'll demonstrate some of my less accurate landings.
Nonetheless, I take these things seriously, and I will practice hard before the next one. Want to make a good showing in front of you guys. Hope to give you a run for your money.
On flaps and slips: Flaps are good for slowing the approach, but they don't help you hit the mark. Can't use them effectively to target the landing. If you extend them, you can descend more steeply with the same airspeed, but then you're stuck with them. Can't retract them without going off target or adjusting the power again. If I had flaps, I'd probably use them, though, if I could also slip in that plane.
Slips are much better for targeting a landing. You can slip to descend (same airspeed), and straighten it out to extend. Target a few plane lengths this side of the threshold at 3 feet altitude and then hold her off -- more or less, depending on wind speed and direction, gusts, type of airplane (some float better than others), obstacles, etc.
Joe and I had a wonderful time at the EDW Open House. We always enjoy going there. Thanks for having us.
- Jenna Ware
EAA Chapter 1000 Det 8, Camarillo/Oxnard CA
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Thanks for the newsletter - it makes interesting reading.
I have a query regarding the latest issue (August '98). In it I found the description of the talk given by Bob Waldmiller very interesting and I mentioned it to our editor of our "Western Flyer" and he expressed some interest. Is it possible to reprint this in our magazine and if so, could you email an electronic copy of this part so it saves retyping? (We sent it as requested)
While I am about putting this email together I guess I should give you a bit of news from the far flung part of the EAA Chapter 1000 'empire'. Firstly I have now managed to get my Private Pilots Licence which I got about a month ago. I had a couple of previous attempts since 1994 to do this but things always seemed to get in the road of progress. This time, however, I had no real excuses as I had the time and the money at the same time (plus a very understanding instructor). Basically I went from pre-solo to a full private licence between the beginning of April to the end of July and that included time off for two trips to China and a couple of weeks while my instructor was away. I went solo in a Cessna 150 then flew a 152 and 172 but did all my navigation excercises in a Piper Warrior so I have had a bit of variety.
The other main news is the fact that I am now part owner of an aircraft (airplane to you). It is a 'rag and tube' English designed, three seater, 1950 Auster J1B with a 130HP Gypsy Major engine. I will send a photo by 'snail mail' to show you what it is like - it is no speed demon as it has a cruise of 85Knots but it should be good for short field work as is has a stall speed with flaps out of 25 Knots. The aircraft was at a farm about 100 miles south of Perth and was in flyable condition but did not have a current maintenance release so we had to get a permit to fly it up to Serpentine. We managed to get it checked out and had a couple of short flights last Sunday (30th. August) so it was an interesting day until one of the brakes failed so we had to give it away for the day. All I want now is a taildragger endorsment so I can fly it. Needless to say the work on my Zenith Zodiac has been put on hold for a while.
The other major news from 'down under' is the (good) news that we are to get an Experimental Category in Australia. The legislation has been passed and it is due to come into force on the 1st. of October this year although some of the administrative rules are not yet finalised. We have been waiting for this for a lot of years so it will be welcomed by all.
Keep up the good work and cheers to all.
- Graham Byass
EAA Chapter 1000 Det 10, Perth, Australia
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Can you properly identify the above airplane? If you think so, send your guess to the Newsletter Editor by e-mail, snail-mail, or other telephonic communications device. Include as much information as you know, including the aircraft designation, manufacturer, and operational mission. The first person to correctly identify this aircraft will win bragging rights and will have their name and answer printed in next monthís The Leading Edge.
If you have any pictures of really obscure airplanes that you think would challenge the Project Police Aircraft Spotters, send it to the Newsletter Editor with a description. Youíll get your picture back.
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- Gary Aldrich
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Nov 21: (Time Change!) EAA Chapter 1000 Monthly Meeting, 12:00 noon, Edwards AFB. USAF Test Pilot School, Scobee Auditorium. Detached members are encouraged to fly in to Rosamond Skypark (L00). Let us know you're coming and we'll arrange ground transpo. Meet at Edwards AFB Burger King for lunch at noon. Meeting to follow at TPS (805) 490-1476
Dec 2: EAA Chapter 49 Monthly Meeting, 7:30 p.m., Sunnydale School. 1233 S. Ave. J-8, Lancaster, CA. (805) 948-0646
Dec 5: Flyout to Apple Valley (805) 943-9343
Dec 8: EAA Chapter 1000 Board of Directors Meeting, 5:00 p.m., Edwards AFB. Test Pilot School, MOL Room (805) 490-1476
Dec 12: EAA Chapters 1000/49 Young Eagles Rally, 8:00 a.m., General William J. Fox Field, Lancaster CA. (805) 256-4829
Dec 15: EAA Chapter 1000 Monthly Meeting, 5:00 p.m., Edwards AFB. USAF Test Pilot School, Scobee Auditorium. (805) 490-1476
Jan 6: EAA Chapter 49 Monthly Meeting, 7:30 p.m., Sunnydale School. 1233 S. Ave. J-8, Lancaster, CA. (805) 948-0646
Jan 12: EAA Chapter 1000 Board of Directors Meeting, 5:00 p.m., Edwards AFB. Test Pilot School, MOL Room (805) 490-1476
Jan 19: EAA Chapter 1000 Monthly Meeting, 5:00 p.m., Edwards AFB. USAF Test Pilot School, Scobee Auditorium. (805) 490-1476
Feb 3: EAA Chapter 49 Monthly Meeting, 7:30 p.m., Sunnydale School. 1233 S. Ave. J-8, Lancaster, CA. (805) 948-0646
Feb 9: EAA Chapter 1000 Board of Directors Meeting, 5:00 p.m., Edwards AFB. Test Pilot School, MOL Room (805) 490-1476
Feb 16: EAA Chapter 1000 Monthly Meeting, 5:00 p.m., Edwards AFB. USAF Test Pilot School, Scobee Auditorium. (805) 490-1476
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Gary Aldrich: email@example.com
George Gennuso: firstname.lastname@example.org
Miles Bowen: email@example.com
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Contents of The Leading Edge and these web pages are the viewpoints of the authors. No claim is made and no liability is assumed, expressed or implied as to the technical accuracy or safety of the material presented. The viewpoints expressed are not necessarily those of Chapter 1000 or the Experimental Aircraft Association.
Revised -- 19 February 1998