August 1999

This Month's Meeting
Boredom Fighter N264JP Takes To The Air!
Last Month's Meeting Gathering
The Prez Sez...
Young Eagles Update
New Members
Sun'n Fun 1999--or--Doug, Gail, Gary and Russ's Excellent Adventure
Web Site Update
Chapter 1000 Calendar
For Sale

This Month's Meeting:



Speaker: Bob Archer
Sportcraft Antennas
Tuesday, 17 August 1999
1700 hrs (5:00 PM Civilian Time)
USAF Test Pilot School Auditorium
Edwards AFB, CA

OK, enough fooling around, this meeting is going to delve into the black magic of aircraft antennas. All types of antennas, COM, VOR, GPS, DME, LORAN and to make it even more astounding all of these antennas are designed to be mounted on the inside of the aircraft, not hanging out in the slip stream causing all kinds of drag.

That’s right folks, our guest will be Bob Archer of Bob Archer Sportcraft Antennas. Bob has been designing antennas for aircraft and spacecraft for over 50 years and knows more about antennas than most textbooks. Mostly he designed antennas for Hughes but started designing antennas for light aircraft on the side when he realized that he was getting such poor performance from the factory antennas. This side business he started has blossomed into a full time business and keeps Bob busy in his retirement. You can usually find Bob at most fly-ins. There he will have his Bellanca sporting all the finest radios and electronics. He will then challenge you to find the antennas on his airplane. You guys (and gals) are all sharper than basketballs so I don’t have to tell you they are all hidden in the inside of the aircraft. Most of Bob’s antennas are designed for composite aircraft (wood being Mother Nature's composite), but lately Bob has been designing antennas for metal aircraft. He has some for RV’s and T18’s. He has also designed them for Cessna’s and Beeches. Bob can be reached at the following address:

21818 Ocean Avenue
Torrance, California 90503
Tel. 310-316-8796.

You can also find Bob on the Internet at He has a section there on Platinum Avionics’ web site called "Antenna Tips For The Homebuilder." Very interesting reading—surf over and have a look.

So, we’re looking forward to an exciting and informative evening with Bob, and as always, come on out and enjoy the schmooze time before the meeting and the gourmet dining at the BK Lounge afterwards. See you there!

- George Gennuso
Vice Kommandant and Schmooze Meister

(Long-time readers of The Leading Edge may find the meeting title and representative graphic a might bit familiar. There's good reason for that—Bob Archer spoke at our chapter meeting way back in September 1993)

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Boredom Fighter N264JP Takes To The Air!

(Then at last...For those of you not privileged to have been around during the pre-salad days of EAA Chapter 1000, Jim Piavis, Det 12, Mountain View CA, was one of our chapter's founding members. About the same time (late 1991), he started building a Wolf Boredom Fighter, a scratch-built (plans—no kit) design. Recently he proved it is possible to complete something other than a fast-build kit. Included here are several reports he was kind enough to submit.)

This evening [26 Jun 1999], in what was probably the best weather this area has seen in the last month, the BF took to the air. Flight was preceded by several high-speed taxi tests where I actually got airborne for a short distance on the last taxi test.

Flight time for formal first flight was 30 minutes and followed Flight Advisor test cards. Worked great! A/C in great shape and rigged perfect the first time. Flew hands-off with no roll. One take-off and one-landing and no injuries or damage.

FAA visit and final signoff.

DATE: 24 June 1999

LOCATION: Half Moon Bay, CA

I had contacted the FAA Oakland FSDO the last week of May, as I expected to complete and be ready for that last inspection on 11 June. I had spoken to Richard Brown, who just happened to pick up the phone. After a couple of minutes explaining what I wanted, Rich instructed me to type out a quick letter of request for final

inspection and fax it over to the Airworthiness Supervisor, who would then assign the case to one of two inspectors. Government processes in action here. This was done and the next day, Rich called me back and said he had been assigned to my case. Appears that these guys jump at the chance to go to Half Moon Bay. Like any good employee of a large organization, the prospect of a boondoggle is always welcome, especially when it’s official government business. He then said that he needed several things faxed over to the FSDO; Weight and Balance showing most forward and most aft limits, a copy of the registration, a copy of the notarized statement of eligibility, and lastly, a letter requesting flight test area. I had submitted a letter requesting an area from HAF, to Watsonville, to South County, then back to HAF. In total, it gives me a straight-line distance of approx. 55 miles or a triangle of about 150 miles. This area was granted per request with no changes. Not too bad of an area.

As normally happens, I had to wait for delivery of my flying/landing cables so my final inspection was delayed. Finally the cables shipped out of Long Beach and arrived via UPS. These were installed on 19 June and I spent the better part of every evening up to the inspection, working to finish. I guess I must have safety wired 25 turnbuckles in one night. .040 stainless safety wire really does a number on the fingers. Finally, the night before the inspection, I de-paneled the aircraft and cleaned up the shop.

I met Rich at the half Moon Bay, Three-Zero Café at high noon. He and another inspector had just finished lunch, but they were not in a hurry, so I ordered up some grub and we sat for 30 minutes "shooting the bull". They said that they had just come from inspecting folks at SFO, so I guess they were in a good mood. We paid our bill and then proceeded to the hangar.

I have to say all paperwork was prepared in advance to include the airworthiness application and I had four photo journals filled with every picture I had taken during the construction. All documentation was combined into one binder, including pockets for the logbooks. Rich looked at the pictures and Inspector #2 inspected the aircraft but for a while, they were both snooping and looking around. They did ask a couple of questions on the I-struts, glue used, and where I found my instruments. They were impressed with the double-spiral safety wiring of the flying wire turn-buckles and the tightness of the internal wing bracing, rib stitching, and cross bracing. Only one squawk, or in their terms, "recommendation" was given. I had missed a small setscrew on the carburetor throttle arm which needed safety wire. Other than that, no other squawks. I did find a couple of other small squawks in the pre-flight a couple of days later, but otherwise, it was in good shape.

Rich looked over the Airworthiness Application and then asked for the logbook. I showed him my endorsement that the Boredom Fighter was ready for flight and he added his endorsement. He briefly reviewed the engine log and build log and I pointed out the required inspection endorsements. I have entered the build log into and electronic database so the printout was used as primary log with the old original as backup.

Note that the first thing he looked at when they started inspecting the aircraft, was the required placards and markings, first being the "EXPERIMENTAL" marking and then the fireproof dataplate. Make darned sure that all applicable markings and placards are on the aircraft. This really makes thing so much easier when all their requirements are met and the FAA doesn’t have to go looking or argue about some hair being split.

Rich was looking at his watch somewhat so I anticipate that they had another appointment. A repairman certificate is in work and I should receive that within a week. Overall, everything was a pleasant experience and within about 1.5 hours they were gone. To finish it off, I rolled the bird outside and they posed for a couple of bad-guy photos (I suspect, to bring back to office for official "work" accomplishment documentation). . I should get a copy when they are developed and will forward to Ch 1000 for publication ASAP. Talk about the Project Police! I was given the signed copy of the Experimental Airworthiness Certificate, as well as the operating limits, which we reviewed, as well as the procedure and logbook endorsement to complete Phase I of the flight test program. He did note that the ops limit for flight over congested area may be amended by the FAA upon receipt of a letter requesting general operations over a congested area. Upon receipt, the FAA will reissue the Operation Limitations.

Well, that’s about it. In two hours I had the certificate and was cleared to break ground on my 7.5 year project.

High Speed Taxi Test #1 of Wolf Boredom Fighter N264JP

DATE: 26 June, 1999

LOCATION: Half Moon Bay (HAF), California

CONDITIONS: Approximately 65° F. Wind steady and straight down runway 30 at 10-13 MPH. Conditions this weekend were the best in over a month. This portion of the coast is cursed by the infamous San Francisco fog for the better part of Late May to mid-summer. This weekend was pure CAVU, serious VFR! Unfortunately, the good weather always brings out the yahoos who just bounce over to HAF for the $100 hamburger.

OBJECTIVE: High speed taxi test to determine initial takeoff and landing rollout characteristics.

NARRATIVE: Saturday morning was generally spent putting the aircraft back together after the FAA had their way. Lots of panels and stainless screws to be installed. Through out the installation of paneling, Brian Branscom, IA, American MD-Super 80 co-pilot, and EZ builder/ owner/ driver (Brian has over 1000 hours on the EZ) did another through inspection of the a/c and pointed out a couple of small items that neither the Feds nor I had caught. After fixing these minor squawks and completing a panel inspection, the bird was pushed out and preped for start. Gas : ON, Four blades. Mags: HOT. Two blades and instant start. Idle was fine and the engine ran as advertised.

I taxied out to the active, 30, and did a run up using the old familiar CIGARS (Controls, Instruments, Gas, Attitude, Run-up, Safety) check. With welded gear and minimal systems, this check seems to cover everything.

After waiting what seemed an eternity, I made the call to HAF Traffic for a taxi test down the main runway, checked for traffic and pulled out onto the runway. It’s really wide for my small aircraft, or at least it seemed that way.

Brakes were released and power came up. Oil pressure and temp in the green. Push forward on the stick and the tail flies. I pulled the power back and maintained enough to keep the tail up, while checking tail authority both with rudder and elevator. Tail flies well up and down with no nasty tendencies, but rudder is very sensitive in this fight regime. It seems easy to over correct and enter a lateral PIO if you’re not careful. Aircraft was stabilized and then power reduced while flying the tail to the ground. This all happened within the first 1000 feet of runway (out of 5000’). Came to a stop then repeated the procedure. I did notice that the airspeed remained glued to the bottom stop with no indication of movement.

Second taxi went pretty much like the first but the airspeed was slightly faster and I could feel the aircraft getting light. Power was pulled back and I rolled out to the end or runway and taxied back for some maintenance on that airspeed indicator.

After Brian and I trouble-shot the system, I found a large leak in the Pitot system at the water drain fitting. There is AN824-4 Flared Tube Tee fitting installed in the line and I had installed an AN819 sleeve coupling sleeve, rather than an AN929 cap. This led to a .250 hole in the system and no airspeed. OOPS!

High Speed Taxi Test #2.

All conditions remain the same as above, except there were more weekend warriors (non-locals) in the pattern!

Again, after minor maintenance and a through engine inspection, I was off to the active runway. I made the radio call and pulled onto the active (30 again). Power up, followed by stick forward and the aircraft going to two wheels. I stabilized the aircraft and noted the airspeed alive and well at about 50 MPH. The aircraft was stable and I was really getting the hang of the rudder. Directional control was fine and I tried to stay within a half of a wingspan of center. The Boredom Fighter tracks straight with 1° toe-out, per plans, and does not wander around without rudder input. I bumped up the power slightly and saw approx. 53 MPH on the indicator, and at that point the aircraft became somewhat lighter. I had the stick slightly forward initially, which kept the front wheels firmly planted on the runway. I explored minor pitch inputs and really got light when the stick was moved slightly aft. I noticed some drift to the left and corrected with rudder, then reduced power and brought the tail back down and rolled out to the mid-point turnoff.

The local driver of the fire truck (weekend airport manager and general good guy) was observing from the side of the runway at the mid-point turnoff and indicated that I had gotten the aircraft off the ground by a couple of feet. I told him I had not even noticed, although it felt kind of light!

Overall, a successful taxi test. Back to the hangar for an inspection and fueling operation. Post flight revealed a Code One aircraft with no major oil leaks, no loose panels, or any other potential problems.

First Flight of Wolf Boredom Fighter N264JP

DATE: 26 June 1999

LOCATION: Half Moon Bay (HAF), California

CONDITIONS: Approx. 65° F. Wind steady and straight down runway 30 at 10 MPH. Winds now starting to subside. 1800 PDT.

OBJECTIVE: First flight to determine basic flying characteristics. After 7 years, 7 months of construction, it’s time to go fly this thing. The wild blue yonder awaits!

NARRATIVE: Aircraft was pre-flighted with no squawks noted from previous taxi testing. Five gallons of gas were added to bring the total fuel capacity up to 15 gallons, and pushing the CG slightly more forward. All Boredom Fighters to date had encountered CG’s toward the rear. In N264JP, this is also the case, as it is easier to go too far aft than too far forward. You would have to be a 125 lb pilot with the full 18.5 gallons of gas to push the CG over the forward range.

Brian Branscom was the designated the ground monitor and given a copy of the cards. Flight test generally followed the EAA Flight Advisor test cards and the flight plan was to climb out to 3000’ (SFO Class B starts at 4000’), minor pitch and yaw inputs, 10° left and right clearing turns, followed by 20° turns. Then 20° 360° left and right turns, slow to anticipated pre-stall speed, recover, then descend to land. This plan was briefed and after a quick radio check, I climbed aboard and Brian pulled the prop through to start. All systems normal and I taxied to 30 for takeoff.

CIGARS was performed with no abnormal indications. Oil temp and pressure in the green and mag/ carb heat drops both check good. Mag drop is 50 RPM with no differential between left and right. By 1815 the yahoo count had dropped to zero (no one else in the pattern) and the ground team was in position. Ground team consisted of Brian Branscomb, holder of the radio and follower of test cards, and Mark Smith, designated official Team Boredom Fighter photographer and manager of the famous Three-Zero Café at HAF.

Time to go (now you have to hum a little Air Force music). I pulled out and lined up on center and ensured that the tailwheel lock was engaged. After calling "rolling" to ground, I brought the throttle forward and after approx. 5 seconds, the tail came up. Another 5 seconds and I pulled back on the stick slightly and I was airborne. Careful not to over control, pitch was adjusted to keep airspeed at 65 MPH and a nose high climbout was accomplished. At 500’ and ľ of the runway, I made a shallow right-hand turn as I had planned to stay with the airport vicinity. I continued to climb at 65 MPH and 2300 RPM (redline on the Continental A-65) to 3000’. I passed 1000’ on downwind and made another right-hand turn to upwind, directly over the runway. By the time I had entered downwind again, I was at 3000’.

Once level at 3, power was reduced to 2150 and airspeed stabilized to 80 MPH. The airspeed indicator has not been calibrated yet, so I need to check this with a GPS. I did notice a large inversion layer over the airport and at 2000 – 2500 feet, the OAT went from approx. 65° F to 80° F. This makes for a really comfortable flight and not too cold. Wind buffet seems tolerable and well within my comfort zone. I was wearing a leather flying helmet and required goggles (no scarf…yet). The radio received well using a hand-held ICOM mounted with a RAM mount (another really cool aviation product).

I then proceeded to progress through the test cards and turned back toward the center of the field. Pitch inputs are somewhat sensitive but very light. A light doublet with stick aft produced a small pitch up and a return to level. The trim is a spring-type system that just reduces pressure on the stick. The trim seems to work well and the aircraft returned to level flight. A doublet with stick forward produced a slight downward pitch and I had to manually pull the stick back slightly to return to level. I didn’t give the aircraft much time to recover on its own.

Left and right rudder inputs produce minor applicable yaw movements with returns back to center. On climbout, P-factor necessitates right rudder input but rudder input at cruise seems to be negligible. Uncoordinated flight is easily felt by the pilot with a sliding sensation in the rear and flying by the seat of your pants is definitely applicable here.

Small aileron inputs were also accomplished. Roll rate seems to be fairly quick and light. In roll, the aircraft stays where you put it with no nasty tendencies. This example is rigged correctly the first time! It flew hands-off, rock steady with no rolling tendencies. I was a little concerned, as I didn’t know exactly how close rigging needed to be, but using a digital "SmartLevel" I was able to rig within 1/10th of a degree. I have to admit that I am pretty satisfied with the rigging.

After some control-input explorations, I tried some shallow 10° clearing turns, left and right, then 20° left and right. All the time, staying with the airport area. Dark Blue sky, 80°, and visibility all the way to Napa and the East Bay, it was generally a perfect day!

A 360° left turn (20° bank) was accomplished followed by a 360° to the right. I did notice a slight burble upon completion of the right-hand 360 as I flew through the wake. Cool!

I then leveled out and reduced the throttle to 1500 and started a speed reduction. Speed was arrested at 55 MPH and then slowly reduced further to 50 MPH. Stall is anticipated to be below 40 MPH so I did not want to go below 50 this first flight. Airspeed was stabilized at 50 and controllability was checked. Pitch, yaw and roll all were still light and responsive. Time to descend to the pattern.

Power was then brought back up and airspeed stabilized at 65 MPH, carb heat on and I started a 70 MPH decent to the pattern. No other yahoos in the pattern and ground now reports decreasing winds at 5 MPH steady down the runway. I level out at 800’ on right downwind for 30 and made the obligatory radio calls. At the 45° to touchdown, I turned base and reduced the power and checked carb heat on. Looks good for landing number one. Nose down, on right base and noted the airspeed at 80 MPH. Nose back up, throttle at idle. Turn to final and touchdown point centered between the cabane struts. Over the threshold the nose was brought up and speed bled quite a lot. Power was brought back in to catch the decent rate. The aircraft was stable with no bad habits and just when I thought I was at touchdown height, ground called "five feet". More power was brought in to arrest decent and the aircraft touched down three-point, on the numbers, on centerline. Rollout was as anticipated and identical to the high-speed taxi test rollouts.

Runway exit was accomplished with no braking at mid-point and I taxied back to the hangar. A walkaround produced no new squawks, although the pesky front seal oil seep was still there. This has been an ongoing squawk. Engine runs generally produce a small seep from the front seal and consultations with the engine overhauler advise letting the engine run in to about 10 hours, then possible changing the front seal. Total flight time was .5 hour.

Overwhelmingly a great first flight! I have to admit that I was more nervous on my wedding. Preparation and a good feel for the aircraft led to a successful flight. I stuck to the test cards and called it quits per plan with all test cards accomplished. Thanks to Gary Aldrich for the great Flight Advising and furnishing all the applicable flight test info. I’m not a test pilot by trade nor a flight test engineer so my background is pretty close to the average EAA’er, although I’ve been exposed to quite a bit more testing than the average. Maybe it’s that osmosis thing! This was a really great event and executed with all the professionalism that would be expected by a Chapter 1000 member.

Now I can’t wait to go fly the Boredom Fighter and find out what it really does!

- Jim Piavis
EAA Chap 1000 Det 12, Mountain View CA

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Last Month's Meeting Gathering

EAA Chapter 1000
Scobee Auditorium, Test Pilot School, Edwards AFB
1700, July 20, 1999
George Gennuso, Vice-Presiding

Since this was declared a gathering (Bob Mackey’s word for a meeting where no formal business is conducted), no formal business was conducted. The gathering was called to order at approximately 5:30 following schmooze time, our illustrious Schmoozemeister George Gennuso doing his usual outstanding job.

This month’s program consisted of viewing two EAA-produced videos, CHAPTER VIEWS, Vol. 1, and VISION OF EAGLES.

CHAPTER VIEWS is a video produced for dissemination to chapters to let members know what is going on in EAA. This volume contained brief overviews of the Vision of Eagles program, Chapter Leadership Workshops, and the Land-A-Member program interspersed with good technical info by Ben Visser of Shell Oil Co. in short segments called Aeroshell Answers. The subjects covered were Engine Preheating, Engine Preservation, and To Filter or not to Filter.

The VISION OF EAGLES video was an in-depth presentation hosted by Cliff Robertson on the program designed as a follow-on to Young Eagles. Subjects included the SMT (Science, Math, Technology) program, the EAA Air Academy & Lodge, and the Eagle Flight Leadership Center. Appearances were made by Tom Poberezny, Patty Wagstaff, Burt Rutan, Sean Tucker, and Hoot Gibson.

Both videos are available for checkout from the Chapter Library at the Test Pilot’s School.


The gathering was adjourned at about 6:30, at which time many attendees decided to gather at the Burger King, a.k.a. PPHFFRC (Project Police High Fat Food Replenishment Complex), where good times were had by all.

- Miles Bowen, secretary.

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The Prez Sez...

Hope everyone is having fun this Summer! Anne and I have managed to sneak away for several nice trips in the Skywagon. Those of you that are still sweating over a hot rivet gun...Buck Up! (pun intended) and don't get frustrated with lack of progress. Believe me, when you're cruising low over the San Juans it will all be worth it.

Preparations for the Open House are proceeding at a disappointing pace. I've had several inquiries from pilots wanting to fly in, but have had little time to devote to the necessary planning. My schedule at TPS is even more demanding than last year (1st paragraph notwithstanding...) when I barely got everyone landed and bedded down. Sure could use some dedicated chapter member to step forward and chair this event!

Finally, (shameless plug time) check out the latest issue of Pilot Getaways Mag to see Anne's article on Eureka...might make you want to head North for a weekend!

Sorry for the short column this month...duty calls!

Fly Safe (and often) and Check Six!

- Gary Aldrich, Kommanding

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Young Eagles Update

California City, July 10, 1999

What a great day for a rally!! We had good weather, lots of airplanes, plenty of ground crew, and many enthusiastic Young Eagles. Many thanks to California City for all their hard work in making this rally so successful. The airport manager and staff were on hand to help up set up. They were selling avgas for $1.40 per gallon (I don't think I can get car gas that cheap!). Also, they gave all the YE pilots free Cal City Airport ball caps. Even the Young Eagles got free hamburgers at the cafe. Thanks again California City for enthusiastically supporting our Young Eagles Rallies.

The Bakersfield Californian and the Desert News were on hand to cover the story. It is refreshing to see the local media actively interested in positive local events. Thanks Ozzie Levi and Mike Hartenstine for taking time to contribute to their stories.

Ron Wilcox brought his laptop computer and his bubble jet printer to print registration forms and Certificates. I think this really adds a touch of class to our rallies and I would like to thank Ron for his continued support. I think the chapters should consider purchasing Ron's printer (at least buy him a few ink carts for now).

For those of you reading this in the Chapter news letters, if you are not on my e-mail notification list and would like to be, please send me an e-mail at This form of communication is proving to be efficient and effective for rally updates and information.

The totals for this rally are as follows: 10 airplanes (no experimentals), 8 ground volunteers, and 32 Young Eagles.

Flight Crew
Pilots Equipment

Jim Barrilleaux

Cessna 177B


Miles Bowen

Cessna 170B


John Bush

Cessna 140


Ray Greene

Cessna 177B


Mike Hartenstine

Cessna 120


Ozzie Levi

Bellanca Cruisair


Ed McKinnon

Mooney 231


Dick Monaghan

Luscombe 8A


Wen Painter

Cessna 182


Chuck Ramsey

Piper PA-28


Ground Crew:
Ground Crew:
Preflight Registration
Victoria Rosales Kristin Abraham
Rosan Monaghan  
Post-Flight Certificates and Pictures
Brittany Abraham Lauren Abraham
George Heddy III Paul Rosales
Computer Wizard
Ron Wilcox  

Young Eagles this Rally: 32
Young Eagles this Year: 204
Young Eagles Overall Total: 2500 (yes, 2500 even)

Reminder Reminder Reminder!!!

NO Young Eagles Rally for August!

- David McAllister

Young Eagle Operations:
Dave Webber
David McAllister

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New Members

Just when I thought I had gotten Phil Edwards duty location fixed, he's moved and is now working with us over at the Test Pilot School. Maybe this is finally the end of the corrections.

This month we welcome Stephen MacLeod to our ranks. A USAF Maintenance Officer, Stephen has recently moved to Edwards from Germany, where he hopes the ops tempo will slow down a bit. I'd tell you what squadron he's assigned to, but I don't want to spend three months going around that post (pun not intended, but accepted) again (seems like he said he was working with the ARIAs). Stephen is an incredibly intelligent EAAer, a fact I know because he owns a set of plans to build a Bearhawk. He bought the plans in 1996 (he actually bought his a few weeks before I did), just in time to get PCSed to Germany where he had no time to work on building. He's getting set up to remedy that situation soon. Stephen found us here at Chapter 1000 in the late '90s manner—he went surfing the web and found our web site.

In other Project Police member news, PPO Chris Reeder has recently completed USAF Undergraduate Pilot Training. Not only that, but he finished #1 in his class! As a result, he was able to be assigned to his first choice, the mighty F-15 Eagle. Just a slight step up from his Pitts Special. We haven't heard what base he will be assigned to. Additionally, PPO Brian Duke should be starting UPT in Columbus MS soon if he hasn't already.

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Sun'n Fun 1999
Doug, Gail, Gary and Russ's Excellent Adventure

The full story of our Sun'n Fun adventures have been collected in a common location. Read the entire story.

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Web Site Update

Checking the big web site on 7 August 1999 showed the hit counter passing through 31014 hits, for a recent hit rate of about 36/day. While gone on vacation I was finally able to get a whole mess of back newsletters posted.

Just a reminder that the EAA Chapter 1000 Web Site is hosted courtesy of Quantum Networking Solutions, Inc. You can find out more about Qnet at or at 661-538-2028.

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Chapter 1000 Calendar

Aug 17: EAA Chapter 1000 Monthly Meeting, 5:00 p.m., Edwards AFB. USAF Test Pilot School, Scobee Auditorium. (661) 609-0942

Sep 1: EAA Chapter 49 Monthly Meeting, 7:30 p.m., Sunnydale School. 1233 S. Ave. J-8, Lancaster, CA. (661) 948-0646

Sep 10-12: Golden West EAA Regional Fly-In, Castle Airport, Atwater, CA

Sep 14: EAA Chapter 1000 Board of Directors Meeting, 5:00 p.m., Edwards AFB. Test Pilot School, MOL Room (661) 609-0942

Sep 18: EAA Chapter 49 Old Fashioned Fly-In, General William J. Fox Field, Lancaster CA (661) 948-0646

Sep 21: EAA Chapter 1000 Monthly Meeting, 5:00 p.m., Edwards AFB. USAF Test Pilot School, Scobee Auditorium. (661) 609-0942

Oct 6: EAA Chapter 49 Monthly Meeting, 7:30 p.m., Sunnydale School. 1233 S. Ave. J-8, Lancaster, CA. (661) 948-0646

Oct 9-10: Edwards AFB Open House and Airshow

Oct 7-10: Copperstate EAA Regional Fly-In, Mesa AZ

Oct 12: EAA Chapter 1000 Board of Directors Meeting, 5:00 p.m., Edwards AFB. Test Pilot School, MOL Room (661) 609-0942

Oct 19: EAA Chapter 1000 Monthly Meeting, 5:00 p.m., Edwards AFB. USAF Test Pilot School, Scobee Auditorium. (661) 609-0942

Nov 3: EAA Chapter 49 Monthly Meeting, 7:30 p.m., Sunnydale School. 1233 S. Ave. J-8, Lancaster, CA. (805) 948-0646

Nov 9: EAA Chapter 1000 Board of Directors Meeting, 5:00 p.m., Edwards AFB. Test Pilot School, MOL Room (661) 609-0942

Nov 16: EAA Chapter 1000 Monthly Meeting, 5:00 p.m., Edwards AFB. USAF Test Pilot School, Scobee Auditorium. (661) 609-0942

Dec 1: EAA Chapter 49 Monthly Meeting, 7:30 p.m., Sunnydale School. 1233 S. Ave. J-8, Lancaster, CA. (805) 948-0646

Dec 14: EAA Chapter 1000 Board of Directors Meeting, 5:00 p.m., Edwards AFB. Test Pilot School, MOL Room (661) 609-0942

Dec 21: EAA Chapter 1000 Monthly Meeting, 5:00 p.m., Edwards AFB. USAF Test Pilot School, Scobee Auditorium. (661) 609-0942

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For Sale:

Sonerai IIL project. Fuselage and wings 95% complete. Modified for A65 engine. Engine torn down for overhaul but complete with a great many spare engine parts. Includes instruments. Hydraulic brakes. All excellent work. Call Fletch Burns 760-373-3779
To join Chapter 1000, send your name, address, EAA number, and $20 dues to: EAA Chapter 1000, Gary Aldrich, 42370 61st St. W, Quartz Hill CA 93536. Membership in National EAA ($40, 1-800-843-3612) is required.

Contact our officers by e-mail:

President Gary Aldrich:
Vice President George Gennuso:
Secretary Miles Bowen:
Technical Counselor Gary Sobek:

Inputs for the newsletter or any comments can be sent to Russ Erb, 661-258-6335, by e-mail to 

From the Project Police legal section: As you probably suspected, contents of The Leading Edge 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. Project Police reports are printed as they are received, with no attempt made to determine if they contain the minimum daily allowance of truth. So there! 

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EAA Chapter 1000 Home Page
E-Mail: Web Site Director Russ Erb at

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 -- 17 March 2000