APRIL MEETING We discussed the May meeting to be held at Mica’s. Tom Auerbach from Ponca City attended our meeting and was telling us about the upcoming B-17 tour, Ponca City being the only Oklahoma stop off. The plane will be in Ponca City June 19^th, with tours and rides given 20^th-22^nd. The schedule is not set. There will be EAA merchandise, Mr. Truman, who was a B-17 pilot has been invited, the rides on the B-17 will be $350. If anyone is interested in helping, please contact Tom at M20C78956@AOL.COM or 580-762-9830. Bert Blanton is the Tour Stop Chairman, BLANTONB@PONCACITY.NET We have a new Young Eagle’s Coordinator. Bill Blunk has volunteered to take it over. Thanks Bill. The OU Sooner Flight Academy, they do the week long programs for students interested in aviation, if any members are interested in donating to them, please contact OU Flight Academy, 1928 Goddard Ave., Norman, OK 73069. You can specify how you want your donation used, student tuition scholarships, funding for lessons, lodging for instructors or misc. supplies. Bruce Crain brought an Icom ICA4 Transceiver that Heartland Communications is selling for $260. They don’t have many. Bruce also reported that Fastenal has cables and AN hardware. Bill Blunk brought it before the members on incorporating the Aero Club Of Enid with our local EAA. They pay $25 for their membership, $10 would come to our Chapter. It was brought to a vote and seconded.

YOUNG EAGLES FLIGHTS Thursday July 13^th at 9:30, will be the day our Chapter will be giving rides in conjunction with the Sooner Flight Academy. Please contact Bill if this will be acceptable.

EAA CHAPTER 6^TH ANNUAL VIDEO SALE 50% off any item in the EAA book/video catalog thru May 31^st.

Kurt Klewin is working on fiberglass on his RV6 tail kit. He’s expecting his QB kit anytime.

THE BONANZA AND STEVE DORTCH I have made little progress on the Bonanza. I had planned on really making hay during January. Then I was ordered by the National Guard to go to California for 3 weeks (yes they asked and I agreed but I still only had 8 days notice). That ate up the whole month of January. Then, when I got back, I was immersed in buying our farm house. That and catching up at work ate up February. For March, every time I have had time to go to the airport, I have had to do something to the Cessna 150 I have for sale. First the taxi light, then the oil change, it was dusty. Then, the annual was due. Jim Rummery, Lonnie Gillespie and I got it legal for another year.

I like to tell people I bought a "Kit Bonanza". It looks like a 1948 Bonanza and has similar flight characteristics. It comes assembled, all you have to do is disassemble most of it and fix or replace the parts and reassemble. (While a used engine is included, you will have to order many extra parts and some are hard to find). When completed, the plane will compete with new airplanes at a fraction of the cost. It also has a great support group, the American Bonanza Society. Lucky for me there are several people who have done the same kit, have experience in the area or own one. Lonnie Gillespie, M. L. Becker, Dale LeGrand, Tom Smith and many others.

Now for what I have done and needs to be done. The plane was washed and that did a great deal for it. The old interior has been removed and the floors removed. The sound insulation has become tarry and has been scraped out and I have cleaned everything that can be cleaned. I found a mummified bird in the spar along with enough screws and fasteners in the floor to build a small plane! The cables and pulleys have been checked and lubed. (While I have it all open I am going to have Jim Rummery come and check it out in preparation for the annual). We will recoat the skin with a substance that is like undercoating for sound insulation and to prevent oil canning (that sound that the top of an oil can makes when you press on it). Then I will need to replace the interior with a new/used one bought from Dale LeGrand. I have repainted the interior and the seats and liner are ready to be put in. I have bought new Flight Custom II tires to replace the weather checked ones on it. We could not believe the previous owner even flew it once on those tires. (He may have done a switcheroo on us, but oh well). We have a good fuel cell to replace the leaking left one. To replace the Hartsunk (sorry, I meant Hartzell, I am not happy with them at all), I bought a Beech 215 Electric prop that is 0 time since overhaul. True, it is orphaned, but it has no AD’s on it and a great reputation. Also, the Bonanza Society has quite a bit of support to keep it going. This will make the plane Airworthy (we are going to double-triple inspect the V-tail to ensure there are no problems).

That only leaves the following things to do to get it in "Like new" shape (or complete the kit). It could use painting, new side windows for the front and rear seats. Go through the landing gear. Fix some little things up under the instrument panel. Put in additional air ventilation and restore and put in an old Swamp cooler air conditioner. We intend to fly to the West where they work great. Besides, my wife. Diane, likes to fly, but hates the heat.

I may start looking for an E-225 that I can start rebuilding at my leisure. I am going to make the plane (and later the pilot) IFR certified. All I need is a heated pitot installed and a pressure check. Also, sorry Charlie, I want to put in a CD/AM/FM radio for the passengers.

Besides that, I’m not doing much!

AVWEB BRAINTEASERS --SLOW FLIGHT AND STALLS Information was taken from FAA-H-8083-3, Airplane Flying Handbook.

According to the FAA, what is the definition of slow flight?

The slowest airspeed at which the airplane is capable of maintaining controlled flight without stalling.

Any airspeed that is less than cruise airspeed.

Any airspeed less than 1.3 Vso.

What is the purpose of practicing slow flight?

To determine the characteristic control responses of a given airplane.

To develop the pilots sense of feel and ability to use the controls correctly.

To improve proficiency in performing maneuvers that require slow airspeeds.

Both A and B.

A, B and C.

Maneuvering during slow flight should be performed using

Instrument indications only.

Outside visual reference only.

Both instrument indications and outside visual reference.

During flight at minimum airspeed, what statement is true regarding the use of the rudder controls?

Rolling in and out of turns requires less rudder than the rolling at normal airspeeds.

Rolling in and out of turns requires the same amount of rudder as rolling at normal airspeeds

Rolling in and out of turns requires more rudder than rolling at normal airspeeds.

While practicing flight at minimum airspeed, you accidentally stall the aircraft. This could be caused by

A steep bank that necessitated increasing the angle of attack to maintain altitude.

Abrupt or rough control movements.

Abruptly raising the flaps.

A or B.

A or B or C.

While flying over some property that you own, you swoop down to get a better look. As you pull up, you feel a buffeting, but a glance at the airspeed indicator shows that your airspeed is well above Vs. Therefore,

You are not in danger of stalling.

You may be on the brink of an accelerated stall.

Your airspeed indicator is faulty.

You cannot stall an aircraft as long as you

Maintain an airspeed above Vs.

Maintain a nose low or a level pitch attitude.

Never use abrupt control movement.

Never exceed the critical angle of attack.

Pilots are taught that an important action during stall recovery is the application of maximum power. The reason for this is

With maximum power, it’s not possible for the aircraft to remain stalled.

The application of power will assist in lowering the nose.

The application of power will decrease the amount of altitude lost.

While flying at minimum airspeed, the aircraft suddenly goes into a bank to the right. Your first reaction should be to

use left aileron to level the wings.

Lower the flaps to get more control

Initiate stall recovery procedures.

Decrease the power to idle to prevent rapid airspeed gain.

Is it more dangerous to stall when slipping or skidding?

Slip, skid, what’s the difference? A stall is a stall.

Skid, because the lower wing will stall first.

Slip, because you’re already losing altitude.

While on a power-off final approach, you notice that the aircraft that landed ahead of you is not going to clear the runway in time for you to land. You apply full power for a go-around. You should be aware that

The abrupt application of power increases stall speed.

This scenario accounts for most stall-spin accidents.

If you do not re-trim the aircraft, the nose may rise sharply and may put you dangerously close to a stall.

True of False: All airplanes are equipped with either an aural or a visual stall warning device.

True

False

ANSWERS 1 B 2 E 3 C 4 C 5 E 6.B 7 D 8 C 9 C 10 B 11C 12 B