October 2000                       

MEETING NOTICE The October meeting will be at 2:30 on Sunday, the 15th at Mica Doaneís house. After our meeting, we will be giving rides to Young Eagles and whomever wants a ride. Mica and Brenda will be serving chili so members bring items to go along with it. Weíll eat around 5:00.

SEPTEMBER MEETING We discussed flying somewhere, but there wasnít enough a/c owners present to really discuss it. November 11th will be the Fairview Fly-In. It is possible that they will be giving Young Eagle rides then and will need pilots/planes to assist. Contact Mica Doane micadoane@pldi.net or 776-2561. Bill Blunk offered all members 75% off the normal fare from Big Sky Airlines, 5 days noticed required. Roy Camp told us of his recent flight in his Sterman to Galesburg. It was 450 mile trip and had 128 Stermans present. Our finances are $281. After the meeting, most went over to Charlie Calivasís hangar and checked out the RV8ís progress.

A.C.E.-------AERO CLUB OF ENID The Aero Club of Enid will meet on the second Sunday each month 2:00 at the Barnstormer Restaurant. Contact Bill Blunk 233-1882 .

Brainteaser Quiz from Avweb Frequency Change Approved. NOTE: This quiz is based on aeronautical frequency assignments in the United States. In other countries, your mileage may vary.


You have just landed at an airport with an operating control tower on 118.5. ATC instructs you to, "Turn left next intersection, contact ground point seven." The correct frequency on which to contact ground control is

a. 118.7
b. 119.7
c. 120.7
d. 121.7
e. 122.7

2.. What frequencies are available to pilots for air-to-air communications?
a. 122.75 and 122.85
b. 122.75 and 123.4
c. 122.85 and 123.4
d. 122.75 and 123.45
e. 122.85 and 123.45

3. When operating at an airport that has no tower, flight service station, or unicom, pilots should use multicom frequency
a. 122.7
b. 122.8
c. 122.9
d. 122.95
e. 123.0

4. Which of the following UNICOM frequencies might be used at airports without an operating control tower?
a. 122.725
b. 122.975
c. 123.05
d. 123.075
e. Any of the above
f. None of the above




5. What frequency is used for UNICOM at airports with a control tower?
a. 122.95
b. 123.025
c. 123.3

d. 123.5

6. What is the frequency range for VORs?
a. 106.0 to 116.0 Mhz
b. 107.0 to 117.0 Mhz
c. 108.0 to 117.95 Mhz
d. 108.1 to 111.95 Mhz
e. 109.0 to 118.95 Mhz

7. You have tuned a VOR frequency for a nearby navaid, but when you listen to the Morse Code identification you hear a dash, a dot, three more dots, and another dash. This means that
a. You have tuned in a VOT rather than a VOR.
b. You have tuned in a localizer rather than a VOR.
c. The VOR is unmonitored.
d. The VOR has no voice capability.
e. The VOR is undergoing maintenance.

8. What is the frequency range for DME?
a. 862 to 1162 Mhz
b. 962 to 1213 Mhz
c. 1062 to 1313 Mhz
d. 1162 to 1413 Mhz
e. None of the above.
f. Who cares?

9. What is the frequency range for ILS localizers?
a. 106.0 to 116.0 Mhz
b. 107.0 to 117.0 Mhz
c. 108.0 to 119.95 Mhz
d. 108.1 to 111.95 Mhz
e. 109.0 to 118.95 Mhz




10. Current aeronautical charts and other publications show the recommended frequencies for communicating with a flight service station. However, if no such publications are at hand, a pilot can contact most flight service stations on frequency
a. 122.2
b. 122.3
c. 122.4
d. 122.6
e. 123.6

11. What is the most common Enroute Flight Advisory Service frequency?
a. 118.0
b. 119.0
c. 120.0
d. 121.0
e. 122.0
f. 123.0

12. At many VORs, pilots can communicate with a Flight Service Station by listening on the VOR frequency and transmitting on
a. 118.1
b. 119.1
c. 120.1
d. 121.1
e. 122.1
f. 123.1

13. What emergency frequency is available at most flight service stations, towers, and approach controls?
a. 118.5
b. 119.5
c. 120.5
d. 121.5
e. 122.5
f. 123.5

ANSWERS: 1.D 2. A 3.C 4. A 5. A 6. C 7. E 8. B 9. D 10. A 11. E 12. E 13. D




The Unforgettable Trip from Tulsa Chapter 10 by Jerry Vaughn

When you love to fly, every cross-country trip provides time for a few moments of reflection. A time to consider the awesome wonder of flight, the sights, the smells, the sounds, the total immersion in the experience. The more hours you build up the less often the moment comes around but for me it still comes often when the weather is good and the plane is purring in perfect tune.

One trip however, stands out in my memory as having no such moment of wonder. Unless you count the "wonder whether Iíll get back in one piece" type of wonder. The trip was planned as an inexpensive routine visit with my brother in Austin, TX. Weather was acceptable and the plane and I were in need of airing out. The Midget Mustang N20JV completed 2 years before with 150 + hours of flawless flight time was coming up for an annual soon and would be down for weeks. So, a quick trip was planned departing home base in Liberty, Missouri, with one stop in McAlester, OK for fuel. This was to be the planes longest cross-country to date, 620 miles about 4 hours flight with 165 mph cruise.

Take off from the 2300 ft. strip in Liberty was routine even though I was at max weight and aft CG, with the baggage compartment full and the tanks topped off. The hand made wood prop was a good climber and we had 135 hp on tap. All was well until entering Oklahoma airspace. I noticed an increase in exhaust tone and a different smell. I reduced the power to a minimum and landed at the next airport to investigate. This was Saturday late morning and few people were around the Pryor, OK airport office. There were no repair services available at the time. I had a few tools and after removing the cowl, I found the problem. A fatigue crack in a Y connector had allowed exhaust gas and noise to escape and heat up a fire sleeve protector guarding an oil line. A well-dressed man who had taken an interest offered assistance. I needed a welding torch and filler rod to repair the mild steel exhaust tube before I could continue my trip. He said his shop was a few miles away and he thought he had the equipment I needed. This was the President and founder of HEM Saw manufacturing and he indeed did have the required equipment. I fixed the Y tube, replaced the part, added fuel and was again on my way in 2 hours thanks to a fellow aviator. After regaining cruise altitude and setting the trim and speed for the last leg, something was still not right. After 150 hours in a plane you develop a sense of normal, a level of sound, air speed, vibration and odor that are expected. When something doesnít feel right itís time to investigate. After 10-15 minutes of investigation, a mag check showed a bad right mag. Over half way to Austin, where help, tools and parts would be more easily obtained, I elected to continue on one mag.

Landing Saturday afternoon and greeting my brother, I announced the immediate need for a replacement mag and we spent the rest of the day locating the parts needed and a place to work in the shade. Sunday morning found us replacing the mag. Little attention was paid to the weather until midday Sunday when the sky clouded up and visibility started dropping. A quick check with Flight Service put me on alert that a low pressure area in the Gulf had intensified and was coming ashore South of Austin. I moved my departure time up eager to head North away from bad weather. Mother Nature can sometimes move faster than a Midget Mustang. I started out with a 25 mph headwind in Austin but it steadily increased to an estimated 45 in light rain cutting my ground speed to 120 mph and forcing an early landing for fuel. Atoka, OK was within reach and the runway was aligned with the strong wind. My anxiety with the wind, rain and strange airport made me over aggressive on the brakes. I slid a tire on the wet pavement and burned a flat spot on already thin tires. The left tire blew out as I was taxiing up to the gas pump. Instinctively hitting the right brake to keep things straight, the taildragger tipped up and splintered the tips of my handmade wood prop. The days journey in N20JV came to an end at that point. A phone call placed on the pay phone brought help to get the crippled bird bedded down in a safe spot while I made plans to get to Liberty, MO from Atoka on a Sunday afternoon. A taxi cab ride with a retired New York cabbie who moved to Atoka to be near his daughter got me to the McAlester Airport where I caught a commuter flight to OKC, where I found it quicker to rent a car than to wait for the next flight to Kansas City.


Arriving home at midnight, my long weekend was finally over. The trip was not complete however because my pride and joy N20JV was sitting in a cow pasture with a broken prop and a flat tire. I didnít sleep much that night with all the weekend events running through my head. How could so much have gone so wrong in one trip? Little did I know it was not yet over as I made plans the next week to retrieve my broken bird.

The next weekend I could be found with my 2 friends in a Bonanza flying South. I borrowed a prop, bought a tire and tube, acquired a ferry permit and gathered the required tools. The propeller was too long with not enough pitch, but it could be made to work if I took care and did only three point landings. With help, the repairs were made quickly. A short test flight proved the serviceability of the borrowed prop. We added fuel and decided to fly to McAlester to regroup and top off the fuel to a longer runway. After filling the tanks and checking the oil (I needed a quart), a small crowd gathered to look the Mustang over. This usually occurred at Airports not used to homebuilts visiting every day. I felt uneasy and rushed to answer all the questions and get back in the air without offending any onlookers and holding up my chase plane. My uneasiness was justified by fluctuating oil pressure needle within 10 minutes of departure. The nearest Airport was found on the map and I announced my intentions to land. We landed at Oswego City Airport with no living thing within miles if you donít count cows. With oil dripping from my belly and no dipstick to be found it was obvious I had been distracted and forgot to replace it when adding the oil at McAlester. The chase plane was sent to Fort Scott for oil and a dipstick. The oil was replaced upon their return and the fill tube duct taped shut since no dipstick could be found. We made it home before dark. The dipstick arrived a week later after a call to the McAlester FBO. They found it on the taxi -way. A new custom made prop arrived in about 6 weeks and the little Mustang was made whole 2 months after the fateful decision to make a casual visit to Austin and see what my brother was up to. A trip expected to cost less than $100 ended up costing 3 lost weekends in labor and $1256.40. A wise old sage once said, "if you have time and money to spare, go by air".