EAA Chapter 1218

Lisa and David Johnson recently traveled to Ridgecrest California to visit our seven month old granddaughter Amelia, our son and daughter in law, Chris and Lucky; and our son Kevin. We had a wonderful visit. It was really great to see the kids and the Southern California weather felt so warm compared to the Southern Missouri winter we have been experiencing.

One of the things we wanted to do while on this visit was to go for a ride with Kevin in a glider, which we now know is called a sailplane. Kevin joined the Sierra Soaring Club in Inyokern shortly after moving to Ridgecrest about a year and a half ago, and he earned his private pilot license with a glider rating in October 2009. The Sierra Nevada Mountains to the west of Inyokern, and the prevailing winds over the mountains create a mountain wave and ridge lift. The desert floor around Inyokern heats up during the day creating thermals. These conditions create lift, upward moving air currents, that are great for soaring. Mountain wave is more prevalent during the winter months and thermals are more prevalent in the summer months. These conditions make Inyokern a very popular location for soaring.

We learned that there is a bit more preparation required for a sailplane flight than for a powered plane. One has to arrange for a tow pilot, ground crew, and the weather is very critical to a successful flight. Kevin did not consider it safe to fly with crosswinds greater than 25 Knots. We watched the weather forecast through the early part of the week and on Wednesday night decided that the conditions predicted for Saturday warranted contacting the tow pilot and making arrangements for our flights.

Saturday started out very windy and we feared we would have to scrub our flights, but we decided to go to the airport anyway (if you can’t fly, the next best thing is to be around planes). When we got to the airport the winds died down a little and we decided to at least get things out and prep the sailplane in case the wind settled some more. Sierra Soaring Club has 2 sailplanes, a Super Blanik L23 (two seat sailplane) and a Schweizer SGS 1-35 (single seat sailplane). At about 11AM the wind gusts were down to about 22 knots and declining while shifting down the runway, so we decided to give flying a go.

Our tow plane was a Cessna 182 piloted by Dan Kline. Dan was also Kevin’s glider flight instructor. The Cessna 182 is outfitted with an OWL STOL kit along with a tail hook for the special purpose of being a tow plane. The Super Blanik was pulled onto the runway. Lisa and Kevin strapped into the seats and the tow line was secured. Kevin signaled he was ready for take off, and in a matter of seconds they were airborne.

Dan towed Kevin and Lisa up to an altitude of 8,000 ft before Kevin released the tow rope. The tow was a little wild due to a wind shear, and the mountain wave off of the Sierras was generating rotor (a powerful horizontal vortex below the laminar flow of the wave). This made for a very bumpy ride, but after releasing from the tow plane, Kevin found smooth air and a lot of lift. Kevin piloted the sailplane up to an altitude just exceeding 10,000 feet using ridge lift and the mountain wave that existed above the rotor that had bumped them around while being towed. Lisa got a lot of great pictures and loved every minute of the flight. This was a very unique mother/son bonding experience. The view over Owens peak was breathtaking, and they could see all the way up to Mt. Whitney and beyond to the north. Our main destination was Owens Peak, elevation 8,450 feet. There was still a lot of snow up there. They ventured north up the Indian Wells Valley nearly to the south end of the Owens Valley. A couple of other easily recognizable landmarks are the Five Fingers, which are five tall peaks that are lined up in a row like fingers. You can easily see Lake Isabella, China Lake Naval Air Station, and Edwards Air Force Base from Owens peak.

Next it was David’s t urn to go up with Kevin in the Blanik. Kevin and I had carefully calculated the weight and balance for the Blanik with both of us big guys aboard. The balance was well within safe parameters, but the weight was at gross for the sailplane. David strapped into the front seat with the best view, and Kevin strapped in the back seat. The tow line was secured. The winds had died down to 12-15 knots with a left crosswind gusting up to 20 knots; fairly calm winds for Inyokern. Kevin gave the thumbs-up signal to level the wing and a wag of the rudder to signal he was ready for take off, our wing runner swung his arm about like a propeller to signal he was also ready. The tow plane applied full power and we instantly accelerated down the runway! The sailplane lifted off the pavement within just a few feet. Kevin flew expertly about a foot above the ground down the center of the runway until the tow plane gained enough speed to lift off.

Dan towed the Blanik up to 7,000 ft before Kevin relea sed the tow rope. The mountain wave with its associated rotor had disappeared in the time between flights, so we had a very smooth tow. With the wave gone Kevin had to really work to find lift, getting some ridge lift by flying very near the face of the mountains working our way to the top of Owens’s Peak, where we saw a climber standing on the summit taking pictures of us. Kevin put on quite a show for the climber making a couple of very close passes as he circled the peak looking for more lift. David smiled for the camera and waved to the climber as he waved back. We achieved a maximum altitude of about 9,000 ft using ridge lift. The winds calmed eliminating the ridge lift and we began descending from the top of Owens Peak so Kevin started looking for any signs of t hermals that we could ride. We would look for birds circling, and then we would move in on them circling in the thermal they were using. With the sailplane loaded to gross weight and only weak thermals to be found we were gradually losing altitude, but we were doing a lot of cranking and banking working the slight lift to be had. It was great fun to see the ground turn first one way then the other coring the thermals. I felt like I was in a top gun fighter jet with a bogey on our tail. After a while, all that circling made my stomach a little queasy so we pulled away from the mountains and headed back to the airport. There is something amazing about flying straight and level over the desert at 5000 feet with no engine. My stomach settled down in just a few minutes. Kevin announced our arrival to the airport over the radio. We flew over the town of Inyokern to descend into the pattern while looking for any other airplanes in the area. Kevin made a perfect touchdown stopping directly across from the tie-down area where our ground crew was waiting.

We want to thank Kevin for two “very different” but fun flights. Lisa and David were soaring flights #98 and #99 respectively for Kevin. We wish him sunny skies and lots of lift for many future flights. We also want to thank our tow plane pilot, Dan Kline, and our ground crew Tom and Dan Wilkins. If you would like to know more about soaring the Sierra Nevada’s near Inyokern visit the Inyokern airport website at: http://www.inyokernairport.com/ Read about some of the history of the Sierra Soaring Club at www.inyokernairport.com/sierra_soaring/sierra_soaring.html or visit the Sierra Soaring Club’s website at www.plasticreality.net/soaring/

Flowers at the hangar are ready for Spring!

The February 13, 2010 meeting was called to order by Vice President Berlin Batesel  (President Tom White was absent) with 48 members and guests present.  A big thank you was given to the cooks for the Italian themed potluck and chocolate dessert lunch.  Congratulations were extended to the Brantley’s celebrating their anniversary on the 14th.

A motion to approve the minutes as published was made by Henny Christensen, second by Kate Bohemier and approved by members present.

Treasurer Jim Vokac gave the financial report.  A motion to approve as reported was made by Bill Ghan, second by David Johnson and approved by members present.  Dues are due.

There are three heaters hanging in the shop thanks to member Brian Powers for the donation.   They now need to be connected to propane.  The local propane companies do not want to do the connections due to the height in the shop.  Members will do the installation soon.

Secretary White said if you have not been keeping up with the chapter web page, you should check it out.  There is a link to the 30 minute  film “Grey Eagles”; an incredible story.  Also, Brent’s article on flying to Catalina Island is like you were flying it with him.  The web page looks wonderful and Brent was given a big round of applause.  Brent is always looking for interesting articles to include.  Secretary White recently submitted an article on Jim Tausworthe and his radio controlled aircraft.   Mike Vaughn asked if there was a link on the site to request the new plastic pilot’s license.  The deadline is March 31st.  There is a link posted on the web page.

February 18th will be the MPA Safety meeting to be held in the hangar.  Meal will be at 6 PM, Clint and Marge’s skit will follow.  39 are signed up so far.  Henny may be out of town and need a volunteer to run the video camera.  She will leave her video camera and tripod set up and ready for someone to operate.

Jim Vokac asked where we were on the Pascoe biplane.  It is on hold until the Pietenpol is finished.  There is a list of volunteers ready to work on it.   Phyllis White passed around an article she submitted to the Brodhead Pietenpol Association Newsletter.  They also included a classified ad unbeknown to us.  President White has received several calls and fielded them on to Berlin.  Vice President Batesel has priced it at $?? to the callers.  Some members have expressed interest in purchasing it also.

Some years ago, Bill Ghan built a little biplane designed by Andy Anderson.  Fred Kalhoefer purchased it from Dr. Kelly in West Plains and had been tinkering with it but decided to sell it.  Andy’s grandson and great-grandson bought it.  Fred still has his Sonoray project for sale $??.  The engine from it powered the Wright Flyer in 2003 and 2004.

The next meeting will be March 13th.  Secretary White suggested Irish potluck at noon.  Members were in agreement.

Secretary White asked about having a spring project tour.  We had such a good time touring the Allens’, Humphreys’ and Johnsons’ projects last year.  Maybe this time visit other projects such as Doc Openshaw’s, Berlin’s and John DeRoos.’  And revisit the ones from last year.   Let’s keep that in mind for perhaps April or May.

A motion to adjourn was made by Benny Butler (followed immediately by a big barking second by Cleco) then a second by Bob Bohemier and laughingly approved by members present.

Any person who takes up the task of building an airplane has to decide just how good is good enough. In many cases, there are generally accepted rules that define tolerances that can be measured to determine if a part is good or bad. Edge distance, hole spacing, and many other things have been determined by experts. In some cases, however, there are cases where the builder is left to determine if the quality is good enough. A weld that is perfectly acceptable to one builder may not suit another.

Many times the work required to correct a deficiency may introduce more problems than the issue itself. The FAA created advisory circular AC43.13-1B Acceptable Methods, Techniques, and Practices - Aircraft Inspection and Repair as guidance for maintenance and construction of an aircraft. This guide, and our own personal standards, serve as a guide to determine when a repair is needed and how it should be done.



On my RV-10 project, I recently came across a situation where some poorly driven rivets needed to be removed. In this case the two pieces were not held tight together, and the riveted joint was clinched. Removing a clinched rivet can be rather difficult as the rivet expands to fill the space between the parts, making it nearly impossible to drive the rivet out of the hole. This rivet proved to be particularly nasty, and during the removal process the hole was severely enlarged.

My first inclination was to drill for the next size rivet and just hope it would hold. However, better judgement prevailed, and I decided to step away and find a better course of action.



The damaged part was one of the bulkheads in the aft end of the tail cone. My error occurred as part of the process of riveting the tail cone assembly together, and it was no longer practical to remove and replace the assembly without doing more harm than good.

I weighed my options for a few days and referred to AC43.13-1b for guidance on how to best repair the part. I determined that my best, and safest, course of action would be to fabricate a part to be placed over the enlarged hole and reinforce that area.

I started the repair process by cleaning up the parts, ensuring that any remnants of the bad rivet were removed. Then I cleaned up the hole removing any burrs before drilling the hole for the next size rivet. Next, I used a set of dimple dies and a pop rivet gun to re-set the skin dimples to ensure the two pieces nested together properly.

The next step is to ensure that I can properly set a rivet in the damaged area. My solution was to fabricate a reinforcement plate that would fit over the bad rivet and also be captured by rivets adjacent to the repair.



I used a scrap bulkhead as a template to trace the outline of the flange onto a small piece of aluminum. I cut out the piece and filed and shaped it to match the flange it would sit on. I clamped the part into place, drilled the holes to match, then dimpled the holes. A couple shots of primer, and the part was ready to be riveted into place. I riveted everything into place, using a NAS 1097 rivet in the enlarged hole. These rivets are sometimes referred to as "oops rivets" since they have the shank of a 1/8" rivet with the head of a 3/32" rivet.



As builder’s we each have to determine if our work meats industry standards.  More important is our own personal standard for quality and workmanship.  These personal standards are driven by desires for safety, quality of work, or expedience.  In the end, beauty is in the eye of the beholder, but quality is in the eye of the builder.

Uncontrolled Airspace is a General Aviation Hangar Flying Podcast.  First, a little aside to explain podcasts.  Podcasts have become popular in the past 5-10 years.  A podcast is an audio, or video program available on the internet.  The name is derived from combining the name iPod, and broadcast.  The idea is that anybody can produce a podcast, and make it available for anyone interested in listening.  Many of the programs available for listening to music also have the ability to download podcasts as they are published.  If you have a hobby or interest, chances are there is a podcast out there.

Back to the topic of this article.  Uncontrolled Airspace is a product of Jack Hodgson (pilot, author and producer), Dave Higdon (pilot, aviation journalist and aviation photographer). and Jeb Burnside (pilot, aviation journalist).  Jack, Jeb and Dave get together in their virtual hanger once every week or so, and discuss current events in the aviation world.  They share stories of their own flights, discuss news, and other items of interest to aviatiors.  The members have a lot of insight, and share their insights gained from years working in the world of aviation.

The current episode is #172, impressive that they have the dedication to stick to it week after week.  If you find yourself thirsting for more aviation content, download a couple of episodes, and give these guys a listen.  I frequently listen to the episodes while working in my shop.

Pictured is our own Jim Tausworthe wearing his Army Air Corps, 405th Bomb Squadron uniform.  Jim was assigned to both the North American B-25 and Douglas A-26.  He is shown here with his radio controlled Squadron B-25 replica complete with accurate squadron markings and nose art.  Jim is a published author and artist.  He has published five aviation novels and eight mystery novels.  Having Multiple Sclerosis (M.S.) has kept Jim from taking to the air the last few years.  However, he has logged over eight thousand hours of flight time (he joined EAA in 1966 with a membership number of 30768).  Most warm afternoons, he and his wife Millie can be found at the Houston Airport Radio Control Club area flying one of his many radio controlled aircraft.

Jim’s aviation novels include The 405th, The Last Chase, Gods of the Pylon, A Long Road to China and Through the Eyes of the Tiger.  His mystery novels feature main character Cade McCane and include A Thursday Game, Lemonade Lady, The Golden Unicorn, Voodoo’d, Dame Fortune Wears Black, Murder on the Cone Johnson, The NASA Connection and The Rules of Homecoming.  All of Jim’s novels are available from the chapter library.  See Phyllis White for details.  If you haven’t had an opportunity to visit with Jim and Millie, take the time to seek them out at a chapter meeting or Saturday morning breakfast at Ron’s hangar.  Their biographies may be found in the archived chapter newsletter, May 2002.