December 2005 Edition Chapter #407
www.eaa407.org
South
Austin Moses, President
Gary Shipley, Vice President
Pete Stewart, Secretary
Harold Mothersill, Treasurer/Website
Dale Cresap, Newsletter
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President's message:
Last Meeting:
My thanks to Pete Stewart for
directing the meeting in November. I thought I could get back but it's a long
drive from
We appreciate Jerry Phillips and
John Bakken for accepting the nominations for Vice President and Treasurer,
respectively. We will vote on those offices at our December 10, 2005 Christmas
party. I understand that Pete had to twist John's arm pretty hard so if anyone
has a burning desire to handle the finances, I doubt John would be disappointed.
Next
meeting:
Our
annual EAA Chapter 407 Christmas Party will be held on December 10, 2005 at 6:00
p.m. Festivities will be at Aero Mark in
Don't forget to bring pass along gifts for the gift
exchange. Please keep them under $10 and mark them for male, female or either.
One per person attending.
I would like to send off the
calendar order by the time of our December meeting. Please let me know how many
you would like.
See you there on the
10th!
Austin Moses
EAA Chapter 407 Minutes November
19, 2005
The
chapter met in
Old Business : As outlined in
the By-Laws and announced during the October meeting by
New Business: The Christmas Party will be held as the next
meeting in Idaho Falls, at AeroMark on December 10th at 6:00 PM. Jerry Phillips
asked if there was any member that is a CFI with a taildragger endorsement. Les
Adkins and Tom Lawler were identified.
Meeting was
adjourned.
Program: A short film, brought by Hal Johansen, on the
first flight of a Hatz Biplane was shown. Hal is building a Hatz and hopes to
have it flying next year. The remainder of the meeting was turned over to
Jeanine Lawler for a demonstration on rib-lacing. Last year Jeanine made a
presentation on fabric covering and this presentation was a follow-on on the
final steps doing wing lacing. Jeanine is a distributor for Poly Fiber and can
provide all materials and instruction manuals.
Pete Stewart
Secretary
Editor’s
Column:
I had
a long talk with Errol about what planes are most difficult to fly. At first, he
could not think of any that were. Yet we finally settled on underpowered planes
as being the most difficult. When I flew a C-150 with a worn out engine, I had
to take back all the bad things I said about the Piper Tomahawk. When I flew a
65 hp Aeronca Chief, I had to take back all the bad things I said about the 150.
The less power a plane has, the more you have to constantly nurse it to keep it
in the air. There is little margin available. If you don’t pull back, you hit
the picket fence at the end of the runway. If you do pull back, the already low
airspeed plunges.
At the other end of the
spectrum, the RV-9 is a blast-off machine. You feel like a stone released from a
slingshot as you blast down the runway, and pull back hard to keep from
exceeding 100 in the climb. By then all you can see is blue sky over the cowl. I
need a technical term to describe this property. It is related to power to
weight ratio, but airframe properties also play a part. A light, powerful plane
with a draggy airframe has little left for performance. I have settled on
‘friskiness’ as the term of choice.
Any comments on this technical
discussion or alternate views about difficult planes? I suppose someone with a
short-coupled taildragger with a narrow gear stance may have an alternate
view.
Dale: For me, the most difficult planes have been
transition planes. For example, the first time I flew a turbo 210 from BOI to
PIH at night the thing ate me alive. Speed is a good thing most of the time, but
the reason many 210s have speed brakes is because you cannot get rid of speed in
a turbo 210 on short final. Period.
Another first time lunch eater was an old M-20C Mooney. I
tried to fly it like an Piper Arrow and again I was eaten alive. You better
start your approach about 10-30 miles out depending on altitude. Our 2 mile long
runway here in PIH doesn't help either. We are very spoiled. What’s the dif with
7500 feet to spare. Don't try any of these hair brained deals @
I
agree with the Tomahawk, C-150, and narrow short tail draggers as the most often
mentioned squirrelly aircraft and I believe they deserve their banner. My dad
kept a C-150 around for the sole purpose of selling new Pipers. I know it is an
unfair comparison, but he sold a lot of Pipers to the formerly terrified C-150
pilots!
One more that I have flown that is the all time people
eater. I soloed a Cub when I was 12 or 13 and found them to be very friendly for
a tail dragger. My main job as a kid was to move airplanes and I spent a lot of
time in Pawnees, Cherokee family (140,180, my favorite six!) so I was used to
planes early on. One day we had to go to
Member's Corner:
Here is a
picture of
Treasurer's Report:
|
Balance Sheet as of
12/6/2005 |
|
|
|
|
|
ASSETS |
|
|
|
|
|
|
Cash and Bank Accounts |
|
|
|
|
|
EAA
407 Checking Account |
1,353.66
|
| |
|
|
2 Year CD |
|
4,158.06
|
|
|
|
ISU
Savings |
|
25.00 |
|
|
TOTAL Cash and Bank Accounts |
|
5,536.72 | ||
|
|
|
|
|
|
|
LIABILITIES
& EQUITY |
|
|
|
|
|
|
LIABILITIES |
|
0.00 |
|
|
|
EQUITY |
|
5,536.72 |
|
|
|
|
|
|
|
|
TOTAL LIABILITIES & EQUITY |
|
5,536.72 | ||
|
Profit & Loss
Statement |
|
|
|
|
|
INCOME |
|
|
|
|
|
|
Calendar Sales |
|
195.00 |
|
|
|
Dues |
|
826.00 |
|
|
|
Interest Inc |
|
158.06 |
|
|
|
Raffle |
|
54.00 |
|
|
|
EAA Rebate |
|
20.00 |
|
|
|
TOTAL
INCOME |
|
1,267.06 | |
|
EXPENSES |
|
|
|
|
|
|
Gifts Given |
|
45.45 |
|
|
|
Website |
|
147.87 |
|
|
|
ISU Scholarship |
|
500.00 |
|
|
|
TOTAL
EXPENSES |
|
693.32 | |
|
|
|
|
|
|
|
TOTAL
INCOME – EXPENSES
|
|
573.74
|
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