Hangar Echoes
april 2011
EAA Chapter 168
Big Bend State Park
By David Buono
The weekend of March 11 brought clear weather to the
region that covered just about the whole state of Texas.
And that was a
good thing, because that was
the weekend of
the annual Big
State Park RV
fly-in. This was
at least the second year in a
row the trip‟s
been pulled together largely
by posting in the VansAirForce.net forums. I tried to go
last year, but I was still in phase I testing, and Big Bend
was a little outside my 75 mile testing radius.
planner. Chapter 168 was well represented among the 15
RV‟s that showed up. My wife and I and Jay Pratt were
the only current 168 members there, but Don Christiansen
and his wife Linda made the trip from Pecan Plantation
al on g
Claudia Sutter.
Those names
should ring a
bell to those
that have been
around 168 for
a while!
Our day started
early, as we had
to drop our dogs off at 7am then get to the hangar and off
the ground in time to meet Jay Pratt and Danny King in
the air over Hicks by 9am. And as I‟ve learned, when
those guys say 9am, they really mean 8:45. Dropped the
Jay Pratt was the original poster, so I‟ll call him the event
April 2011
Dallas, Texas
Volume 42 Issue 4
(Continued on page 4)
April 6th Chapter Meeting
April 12th Board Meeting
The April Chapter meeting will be on
The BOD meeting will be held on Tuesday April 12th at
the Farmers Branch Library at 7:00 PM. The minutes
from the March BOD meeting recorded by Norm Biron
are as follows:
WEDNESDAY April 6th.
Directors In Attendance: Ann Asberry, Bruce Fuller,
Michael Stephan, Frank Prokop, Sam Cooper, Mel Asberry, Norm Biron, John Phillips, Pete Miller, and John
It will be held at
Branch Library,
located on the
northwest corner
of Webb Chapel
and Golfing Green
Drive. The meeting
will be held in the auditorium and will begin at 6:30 p.m.
and finish by 9:00 p.m.
Jan Collmer is our speaker this month. It‟s been a few
years since Jan has talked at a 168 meeting, and we welcome him back!
Jan is a local guy with many local aviation ties. He has
over 30 years in the airshow business flying his Fina Extra 300L, and is still active on the airshow circuit. His
current 2011 schedule has him flying 14 shows this year.
He will be talking to us about aerobatics and air show
April 9th Chapter Fly In
This month the chapter heads East to Tyler Pounds Regional Airport (KTYR).
Located just off the field at Tyler Pounds is the Skyline
Café, and we plan to meet there at 11am for lunch. They
are known for their burgers, including a one pound burger! Another item that looks tasty is the Sonny’s Steak
And Cheese, which looks like a Philly cheese steak. I
haven‟t actually been there yet, but all reviews I‟ve read
have been positive.
If you don‟t have an airplane to fly, hitch a ride with another member! Just ask around at the meeting, because
there‟s always extra seats to be had.
Hope to see you in Tyler!
April 2011
 The board discussed future fly-in locations, meeting
speakers, and newsletter folding hosts
 No Young Eagles events planned at this time, but Michael suggested giving kids expired charts at Young
Eagle rallies. The board recommended he write
something up for the next newsletter
 Putting together a program for the library was again
discussed. The library has been contacted, and they
suggested aiming the program at middle school aged
kids. John Phillips and Norm B are going to look
over EAA‟s online material and decide on a program.
They will report back at the next board meeting.
 New board members were elected at the last meeting.
Please welcome the 2011 board: David Buono, Michael Stephan, Ann Asberry, Mel Asberry, John Phillips, John Peyton, Glenn Snyder, and Pete Miller
 The board had a long discussion about what we could
do to introduce others to the EAA and homebuilding.
Things that were discussed were a spark plug caddy
project similar to a chapter in Sulphur Springs and a
“Intro to Homebuilding” seminar we could put on.
Discussion will continue at the next meeting
 Michael will be sending the annual renewal letter to
Hangar Echoes advertisers. He‟d like somebody else
to take over this duty. Talk to him if you‟re interested.
April 23rd Newsletter Folding
And Social Hour
We are gathering Saturday April 23 at the hangar of
Marvin and Pat Brott at Aero Country Airport in McKinney. We‟ll meet there at 9am. Their hangar is on Rearwin Drive, which is on the North end of the airport.
If you haven‟t been to T31 in a while, there have been a
lot of changes. All the flyers will surely notice the new
60 foot wide runway. And take a peek on the East side
where 2 new hangars are the start of Aero Country East,
the new high-end hangar/condo development.
Volume 42 Issue 4
Know Your Limitations - Part 4
ask how to do so. It also tells us that these placards and
controls must be verified at each condition inspection.
By Mel Asberry - DAR
Last month
we discovered that our
aircraft must
be flown under VFR, day
only during
phase I flight
testing, that
during phase
II we may fly
at night and/
or IFR if properly equipped, and that we can't carry passengers during flight testing.
This month we will look deeper into phase II operations.
“(11) No person may operate this aircraft for carrying
persons or property for compensation or hire.”
“(14) This aircraft must display the word
“EXPERIMENTAL” on accordance with 45.23(b).”
Paragraph 45.23(b) tells us that the word
“EXPERIMENTAL” must be displayed near each entrance to the cabin, cockpit, or pilot station, in letters not
less than 2 inches nor more than 6 inches high.
There are some exceptions to this rule if the aircraft is
over 30 years old or is a replica of an aircraft over 30
years old. These exceptions are covered under paragraph
45.22(b) which states that under these conditions, the
“EXPERIMENTAL” placard may be replaced with an
“X” preceding the registration number. But be careful
here when using the “replica” rule. The FAA‟s interpretation of a replica is an aircraft of the same external configuration and same size as the original aircraft.
Next month we'll get into aerobatic limitations and who
can fly this thing we‟ve created.
This means that we may not use the aircraft for commercial purposes. You might be tempted to “nit pick” this
rule a bit and stretch it‟s limits, but I would remind you
that in paragraph (1), we stated that this aircraft may only
be flown for “recreation and education” after phase I.
“(12) The pilot in command of this aircraft must advise
each passenger of the experimental nature of this aircraft,
and explain that it does not meet the certification requirements of a standard certificated aircraft.”
Many a builder might argue here that his aircraft actually
“exceeds” those requirements. However, keep in mind
that a “standard” certificated aircraft must meet it‟s type
certificate. Your amateur-built does not have a type certificate, therefore it cannot meet one. Just pointing to the
“Passenger Warning” placard is not sufficient to meet this
rule. You must inform your passenger vocally.
“(13) This aircraft must contain the placards and markings, as required by 91.9. In addition, the placards and
markings must be inspected for legibility and clarity, and
the associated systems inspected for easy access and operation, to ensure they function as intended by the amateur-builder/owner during each condition inspection.”
Alright, here we are informed that each switch, control,
etc. must be labeled as to it‟s function. In other words, if
I climb into your aircraft for the first time, I should be
able to operate anything in the cockpit without having to
April 2011
Volume 42 Issue 4
Big Bend
(Continued from page 1)
dogs on time, made it to the hangar on time, got the airplane ready in time, but oops… Forgot I needed to top
off the tanks! We sped things up a little to give us time to
taxi to the fuel pumps and add 7 gallons to top off. We
had a little luck on our side, and our wheels were up
around 8:30 just as we had originally planned.
Flying to Hicks from Aero Country in a straight line requires Class B entry (and the associated radio calls) or
flying below 2000 feet the whole way over there. I don‟t
like either of those options, so I punch Northwest Regional (52F) in as an intermediated waypoint and fly the
whole route at 2500 feet.
Just as we were landing, a group of about 7 RV‟s were
starting up. That group had left the DFW area around
8am, so the timing once again worked out perfectly. By
the time they were done fueling up, we were landing.
There was a good 25 knot wind in Alpine, but lucky for
us, it was just about right down the runway.
We filled the airplane‟s tanks and emptied ours, and we
were on our way in no time. Shortly after starting up, we
discovered that 2 out of the 3 of us did not have the Big
Bend airport in our gps databases. Luckily Jay had it in
his handheld, which was enough to navigate by. Off we
went heading south trying to enjoy the scenery while getting bounced around a little. 30 minutes of that and we
were on the ground in the State Park.
I had 52F‟s CTAF tuned in and heard Danny‟s departure
call just as I‟m approaching the airport. PERFECT TIMING!! I followed him to Hicks, where Jay was anxiously
awaiting our call. He took off when we were about a mile
out, and all 3 of us were joined up not more than a few
miles west of Hicks. Jay took the lead, set his course for
Alpine (E38), which was our planned fuel stop. The timing couldn‟t have worked out any better! Now that is a
rare feat in aviation!
Other than a little jockeying around for picture taking, it
was a pretty smooth and uneventful flight. The morning
sun was still low in the eastern sky, so it provided for
some great picture taking light. Jay and Danny‟s airplanes have 2 of the best RV paint jobs out there, so it
was fun to shoot them in near perfect light. After battling
a stiff headwind the whole way, we landed in Alpine for
fuel about 3 hours after lifting off from Aero Country.
Long straight in for RW 23 in Alpine with the mountains in the
April 2011
Short final into the unmarked runway at Big Bend (3TE3)
We filled up the entire ramp and the last few to land didn‟t get tie down spots. Good thing I brought my trusty tie
downs, The Claw. I also got a chance to try out some
new ropes my hangar mate acquired. The system is called
Lever Knot, and it worked great. The ropes are lightweight, and really simple to use. As long as I‟ve been a
pilot, I‟ve always hated tying down somewhere with
ropes. I have always felt like the knots 98% of us use
wouldn‟t hold up if it was really needed. These ropes,
combined with The Claw as a base, really make a nice tie
down system for places that don‟t have embedded tie
down rings. The ropes have become part of my normal
travel gear. More info: http://www.leverknot.com
The park only has one truck to shuttle people around, and
it only carries 7 people, so he had to make 3 trips to get
everybody from the airport to the bunkhouse. It‟s only a
mile or two but not something you‟d want to walk, especially carrying your stuff for a weekend. The check-in
Volume 42 Issue 4
(Continued on page 5)
Big Bend
(Continued from page 4)
process was pretty painless, and before we knew it,
groups were headed out the door for a short hike around
the area.
Even though the hike was short, it gave us a good idea of
why being stranded in terrain like this is a very serious
matter. From the air, the vegetation looks small and relatively harmless. But from the trail, it becomes obvious
that‟s not the case. Most of the vegetation is 6 feet tall or
higher, and just about everything has thorns of some kind,
which makes it very hard to go anywhere without a trail.
Add to that the number of wild animals and rattle snakes,
and I would not want to spend a night out here. Dehydration hot during the day, and shivering cold at night would
also be working against you in any kind of survival situation. Hopefully your ELT or PLB would get you rescued
quickly if you ever found yourself stranded in this kind of
Shortly after returning from the short hike, it was time for
“happy hour”. This is the pre-dinner relaxation period
where you can do whatever you want. Some people took
short naps, but most people gathered on the front porch
and had a drink or two of whatever they brought. This
was some of the best story telling of the whole trip.
Dinner was around 6pm, and it was delicious! Flour tortillas were served with a mix of meet and veggies, and it
was help yourself, but it was also all-you-can-eat. Rice
and beans were also provided, of course. I don‟t remember the dessert , but I didn‟t hear any complaints about it.
By the time everybody finished up dinner, the camp fire
was already started, so people slowly made their way outside.
Once it got dark, you couldn‟t help but gaze upward at the
beautiful night sky. It‟s unbelievable how many stars you
can see and how gorgeous the sky looks when you are so
far from civilization. If I lived down there, I‟d definitely
invest in a good telescope. It was also nice to have Paul
Dye there, who is the lead flight director at NASA. It was
like having a personal tour of space! We soon retired to
our men-on-one-side-women-on-the-other bunk house for
a good night‟s sleep.
Saturday we awoke to breakfast being prepared and it was
yummy. We all ate our fill and prepared for the day‟s
first hike, which would be Cinco Tinajas. Off we went
for a 5-6 mile hike to a few small ponds, that with enough
water, form small waterfalls into one another. On this
day there were no waterfalls. We did get to see Jay take
his shoes and socks off and wade through one of the
ponds, though. I didn‟t get a picture! About 10 of us did
this hike, but others did half of it, and some didn't do any
hiking. It was very much a “do whatever you want” atmosphere.
After lunch at the bunkhouse, Paul Dye left but Scott and
Tanya Card joined us. A group soon formed to do a second hike, and off we went to hike Horsetrap Trail. The 5
mile loop was a pretty easy hike with very little elevation
change. It was a good exercise, especially trying to keep
up with Jay and Don, but other than that, I wouldn‟t recommend it.
When we got back to the bunkhouse, we had just enough
time to shower before “happy hour” started. Another
great round of telling lies was in the books as we sat
down for dinner. Much the same as the first night, the
camp fire was started and soon was surrounded by pilots
and normal people talking well into the night. This night
would go a little longer with the last people not winding
(Continued on page 6)
April 2011
Volume 42 Issue 4
Big Bend
Belated Thank You
(Continued from page 5)
By David Buono
down until around midnight.
The following companies contributed prizes to our Christmas party and were never properly thanked. Blame the
editor! In addition to these 2, the Addison Pilot Shop
and Glenn Snyder also donated prizes. We ask that you
patronize these great businesses whenever possible!
Sunday we woke up to another good breakfast and clear
skies, just as forecasted. We decided at that point that
we‟d fly back solo so we could be on our own time. We
took our time eating and packing up, then hitched a ride
back to the airstrip. After getting the plane uncovered and
packed up, we said our good-bye‟s and off we went. We
pointed the nose northeast and climbed to 7500 feet.
With a tailwind that slowly picked up steam as we got
closer to home, we arrived just 2hr 40min after takeoff.
Great times all made possible by the RV! Next up on our
big trip list… The Bahamas - June 2011!
Our flight track - you can see the fuel stop in Alpine on the way there and direct T31 on the trip back
April 2011
Volume 42 Issue 4
Air Tractor Founder Passes Away
The Waddington Effect
By Michael Stephan
By Michael Stephan
Air Tractor designer and founder, Leland Snow, passed
away Sunday morning, February 20 while jogging near
his home in Wichita Falls.
While learning my way through the world of aviation, it
seems every time a struggle with the next lesson, there is
an article in Sport Aviation that explains it to me. This
article, in the March edition written by Mike Busch, is
titled The Waddington Effect and deals with maintenance. As I go through the yearly condition inspection, I
find that some items have recommended replacement/
inspection/overhaul times. In other words, components
in my aircraft have a predictable “useful life”, at which
the parts need to be replaced to prevent failures. This
was the accepted practice for years in the aviation industry, until United Airlines began using a system called
reliability-centered maintenance (RCM). This shift in
thinking centered around several concepts.
When we took the tour of the Air Tractor Factory in Olney, the impact of Leland Snow was very apparent in the
world of crop dusting. His is an interesting “rags-toriches” story. He started with a single plane of his own
design, spraying fields in south Texas, then moved his
one airplane operation to Onley with the help of a city
incentive, and started production of his own designs. In
1958 he delivered the first plane produced in Olney.
Not all failures are age related. A large number are early
failures (infant mortality) or maintenance induced
(especially if I am doing the work).
Instead of trying to predict failures, find ways to manage
the failure. For example, an alternator failure can be
Instead of fixed-interval maintenance, shift to oncondition maintenance. So the condition of the component is more important than a TBO recommendation.
Some component system failures have acceptable consequences, and “run to failure” is often the best maintenance strategy.
The number of aircraft has grown over the years, and it is
an impressive line of planes. All of the parts for the plane
are made there at the factory with very little out-sourcing
of work. They are one of the biggest employers in the
small Texas town. He remained as president of the company until his recent death. The workers there are like
one big family that are now mourning the loss and celebrating the life of a remarkable man.
This RCM based strategy was so much more efficient
that all the airlines use it, as does the military and many
other industries. Yet, GA has yet to adopt this new
thinking (except very expensive jets that are now using
it). But we in the Experimental world have some flexibility when it comes to maintenance. So I hope we can
use this concept to improve our maintenance strategies. I
learned an expensive one when I took my prop in for a
manufacturer recommended overhaul.
Mike Busch‟s article was very interesting, and he gives
more of the history of how the shift in paradigm came
about. Ironically, it was first discovered by British biologist Conrad Hal Waddington during WWII as detailed in
his diary which remained classified until 1973. However, the same ideas were developed by Nowlan and
Heap in the 1960‟s while doing research for United Air(Continued on page 8)
April 2011
Volume 42 Issue 4
Waddington Effect
(Continued from page 7)
lines, which was before the un-classification of Waddington‟s work.
It is a fascinating topic, and I recommend pulling out last
month Sport Aviation and reading the article. It will
change the way you think about maintenance. Might save
us a few dollars and reduce maintenance-induced failures.
The world of Experimental Aircraft has lead the way on
many of today‟s aviation innovations. I think we can lead
the charge for more efficient maintenance for General
Aviation as well.
Electric airplanes, Sun Seeker
Both solar cell and battery technology has improved quite
a bit since then. Eric is sure he could build a new plane
that would sustain level flight and charge the batteries for
most of the day. The cost of the cells is way beyond his
means, and if he saves his money, he might be able to
afford some new Lithium batteries. The battery technology is changing so fast, there is no hurry to pick something right now.
There are other solar powered airplane projects in the
works. The Germans appear to be more interested in doing this than anyone with money in the United States. It
is interesting to note that Eric originally was not a conventional “home builder” or “soaring pilot”. He added
those skills as needed, to complete his dream of a solar
powered airplane. I will continue to watch this project
with interest.
By David Cheek
The history of electric airplanes includes a
solar powered glider that was flown from
1989 to 1990. The creation of this project
is most interesting, because the project
leader, Eric Raymond, had probably never
built an airplane before. He did have a lifelong interest in building a solar powered
airplane, inspired by Paul MacCreay‟s
“Solar Challenger.
The Sun Seeker was a glider with solar
cells placed on the upper surface of the
wings and horizontal stabilizer. The electric
motor and feathering prop were located in
the tail in a pusher configuration. The technology included early amorphous, thin-film
solar cells and NiCad batteries. The power
collected by the cells was just 250 watts,
just enough to sustain level flight in ideal
SunSeeker (photo from http://solar-flight.com/sunseeker/)
The main reason that the airplane was built, was that the
solar cell manufacturer was looking for a way get publicity for their new amorphous cells. Without that deep
pocket support, it would not have happened because it
was beyond the resources of most individuals. The plane
flew across the US from California (where Eric lives), to
Kitty Hawk, North Carolina, in 1990. This flight mostly
used soaring techniques to cover the miles, but the solar
cells could partly recharge the battery in flight, and were a
big help in “connecting across some unsoarable spots”.
The batteries were always recharged by the sun on this
trip, never from a ground based power source.
April 2011
Volume 42 Issue 4
Local Warbird News and Updates
The hangar and Museum, located at the North end of the
airport, is open to the public on Saturdays from 9 – 4 and
Sundays 12 Noon - 4. The Colonels are always looking
for new young volunteers to help with the grunt work, put
in their time,
and work their
way up to flight
By: Glenn Snyder
I‟m sure that on various flights to Cedar Mills or to get
cheap fuel at Sherman Municipal, a lot of us have probably flown over
a grass strip
Sherman called
XA65. Developed by Rooke
Everill about
five years ago,
the air park
facility has a
3200 foot grass
runway that is
c o n ve n i e n t l y
located about
20 miles North
of McKinney
between US 75
CAF’s Douglas R-4D
289) near the small town of Dorchester. Some Aero
Country airport residents will remember Rooke when he
kept some of his aircraft there.
Check out their
hangar the next
time you‟re at
It‟s still a small and quiet place with about five or six hangars completed and others on the drawing board. But
that‟s likely to change with an improving economy. Most
hangars have second level apartment living quarters and
Rooke hopes to sell lots and build hangars for aviation
related business and residential use.
While recently exploring the place, I saw several aircraft
including Rook‟s North American T-28 and Beech 18. In
another hangar were a J3 Cub, Stinson, Navion, Staggerwing Beech D-17 project, and five T-28 projects.
Right here in our own back yard at the Lancaster Airport
is the CAF (politically correct) Commemorative Air
Force, Dallas/Fort Worth Wing. Fellow EAA chapter
member Bob Newton, another friend, and I toured the
place awhile back. The WWII warbirds, maintained by a
mostly elderly crew of mechanics and pilots attend most
of the Texas air shows and the annual Lancaster air show.
The pride of the fleet is their Douglas R-4D submarine
hunter, along with a BT-15 Valiant, F4U Corsair, PT-17
Stearman and L-5 Sentinel.
April 2011
Volume 42 Issue 4
Upcoming Events
When: April 2 - 9am
Where: McKinney Airport (TKI)
What: EAA 1246 First Saturday Coffee & Donuts - Let's
get together for fellowship and fun. Free coffee and
donuts for everyone at Chuck Roberts Hangar 2520 in the
McKinney Hangars Association area. Fly or Drive in.
Everyone is welcome! You don't have to be a member to
attend. More info: www.eaa1246.org
When: April 16 - 10am-5pm
Where: Coulter Field (KCFD) - Bryan, TX
What: Flying Aggies Annual Fly-In - Come join the Flying Aggies at our annual Fly-In and Flower Bombing
event. Will be having hotdogs and hamburgers, good
times with friends, and flying to go around!
More Info: http://www.flyingaggies.org
When: April 30 - 8:30am-11:30am
Where: Hidden Valley Airpark (5TX0)
What: Hidden Valley Fly-In/Open House - Join the residents of Hidden Valley Airpark for a pancake breakfast
and tour of the airpark. We will have food and drinks for
breakfast. There will be plenty of time for hangar flying
talk while you eat, and if you desire, we will give you a
golf cart tour of the community so that you can see what
Hidden Valley Airpark is all about. Hidden Valley Airpark 5TX0 has an asphalt 2,650 x 35 foot runway surrounded by beautiful homes and open space. If you are
someone that has always wondered what it is like to live
in a residential airpark community, April 30th is your
chance to find out. Remember, our roads are shared taxiways, aircraft have the right-of-way at all times. All Aviation Enthusiasts are Welcome! More info: Steve Aughinbaugh 972-989-6770 or http://hiddenvalleyairpark.org
When: April 16 - 7:30am-10:30am
Where: Tenkiller Lake Airpark (44M) - Cookson, OK
What: Wild Egg & Onion Fly-In Breakfast - Best breakfast in Oklahoma. Rain or Shine. Donations appreciated.
Fuel available for cash or check. Sponsored by EAA
Chapter 1040.
More Info: [email protected]
When: April 23 - 11am
Where: McKinney Airport (TKI)
What: EAA 1246 Annual Fish Fry - It is time for our
Annual Fish Fry! We are mixing up the tasty breading
spices and sparking up the oil to fry up some 1st rate fish.
So come on out, rain or sunshine, to this fun event and
bring your family and friends. As always, our events are
open to all. The fish will be ready for serving at 11 am at
TKI (Collin County Regional Airport) in the MHOA located on the west/north side of the field behind the fire
station. There will be signs set up to show you the way to
where all the fun is. More info: www.eaa1246.org
April 2011
Volume 42 Issue 4
For Sale: Fiber Glass Cloth For Sale Bi directional 8H
satin Weave Aeronautics/Aerospace grade, 13.3 mils
thick, 50” wide, warp strength 562 lbf/in, fill strength 518
lbf/in, 14.43oz/sqyd, compatible with all resins, in original packaging 125 yard rolls. Comparable price at Aircraft Spruce, over $9/yard. $400 per roll, that‟s only
$3.20 per yard to EAA members. Cut lengths $7/linear
yard 50”wide with a $50 minimum. Call Jim Carney 214763-6784.
For Sale: Factory built Earthstar Gull 2000, ELSA, 24 ft.
wing, HKS-700E 4-cycle engine, 312 hrs. T.T. 3 blade
IVO prop with ground adjustable pitch, BRS chute,
backup electric fuel pump, Garmin GPS mount, internal
mounted battery charger, always hangared, $19,900. Dale
Medlin, 972-424-6802
For Sale: 1949 C-170A, 2880-TT, 370-SMOH. Gyros,
KX-170B, 4PL ICS, xpdr./enc., shoulder harness, SkyTec, Slick mags, sealed battery. Many extras. Hangared
DFW area. $42,900 OBO. Mike, (210) 326-8065.
For Sale: Rocky Mountain micro-encoder, Features: air-
speed, true airspeed, altitude, vertical speed, OAT, altitude encoder. All in a single 3.125” instrument. Updated
to the latest software and hardware. $500. Mel 972-7847544
PROP FOR SALE: McCauley 2A34C241/82PGC-6 two
-blade variable pitch prop. It was bought new by the
Mooney Airplane Company for their Ovation. It stayed in
their warehouse and was never installed. It is still in the
box. There is no serial number and no log book for this
prop. $1000 OBO - Call Weldon Rowan 830-431-0367
For Sale - PITTS SPECIAL –PRICED TO SELL -$25,500 -- Pitts Special S1C completed in 1982 and recovered in 2004. It has a 180 HP Lycoming Engine and
500 Hours on the engine. The plane is to be sold „As is‟
„Where is.‟ For details call John Abitz at 817-491-9378.
Hangared at Northwest Regional Airport
Grand Rapids EFIS - Grand Rapids Horizon WS EFIS.
I also have a GPS module that will fit most GRT equipment. Equipment has 6 hours on it, was in a minor accident, and has been “re-certified” by GRT. There is no
AHRS included in this equipment. Make me an offer.
New cost is combined $2400. Contact Dave at 214-9864497 or [email protected]
To place an ad: Submit requests for aviation related For Sale or Want ads to the newsletter Editors. Ads are free to Chapter 168 members. Ads from nonmembers
will be run on a space available basis. Ads will be run at the newsletter Editors discretion.
President Bruce Fuller
[email protected]
Vice President Frank Prokop
[email protected] 972-396-1168
Secretary Norm Biron
[email protected]
Treasurer Brad Roberts
[email protected]
Flight Advisors
Mel Asberry metro
[email protected]
Michael Hoye
[email protected]
Technical Counselors
Mel Asberry metro
[email protected]
Don Christiansen
Marvin Brott
[email protected]
Michael Stephan
Board of Directors
Pete Miller
Glenn Snyder
John Phillips
Ann Asberry
John Peyton
Sam Cooper
Michael Stephan
Mel Asberry
David Buono
Associate Newsletter Editors
Michael Stephan
[email protected]
David Buono
[email protected]
Data Processing
Michael Stephan
[email protected]
Michael Stephan
[email protected]
Young Eagles Coordinator
Jim Quinn
[email protected]
Brad Roberts
Tool Custodian
Meeting Refreshments
****** VOLUNTEER NEEDED ******
Safety Officer
Mel Asberry metro
[email protected]
Web Site Editors
Michael Stephan 214-232-2405
Clay Romeiser
Michael Stephan
[email protected]
Clay Romeiser
Web Site Address
We would like to make you aware that as always, in past, present, and future, any communications issued by Experimental Aircraft Association, Chapter 168, Inc., regardless of the form,
format, and/or media used, which includes, but is not limited to, Hangar Echoes and audio/ video recordings is presented only in the light of a clearing house of ideas, opinions, and personal experience accounts. Anyone using ideas, opinions, information, etc. does so at their own discretion and risk. Therefore, no responsibility or liability is expressed, or implied, and
you are without recourse to anyone. Any event announced and/or listed herein is done so as a matter of information only and does not constitute approval, sponsorship, involvement,
control or direction of any event (this includes Oshkosh). Bottom line, we are responsible for nothing. Please read, listen, enjoy, and be careful out there.
April 2011
Volume 42 Issue 4
Experimental Aircraft Association
Dallas Chapter 168
PO Box 168
Addison, TX 75001-168
New Member
Info Change
Membership dues for EAA Dallas
Chapter 168 are $20/year.
Make checks payable to EAA
Chapter 168
Mail application to:
EAA Dallas Chapter 168
PO Box 168
Addison, TX 75001-0168
Name: __________________________________________________________
Copilot (spouse, friend, other): _______________________________________
Address: ________________________________________________________
City: _______________________________ State: _____ Zip: ____________
Phone (Home): _____________________ (Work): ______________________
Email Address: ___________________________________________________
EAA#: _____________________________ Exp Date: ___________________
(Chapter 168 membership requires national EAA membership)
Pilot/A&P Ratings: ________________________________________________
I am interested in helping with:
National EAA offices:
Experimental Aircraft Association
EAA Aviation Center
PO Box 3086
Oshkosh, WI 54903-3086
National EAA Membership:
1-800-JOIN-EAA (564-6322)
Phone (920) 426-4800
Fax: (920) 426-6761
Young Eagles
Board Of Directors
Plane, Projects (% complete), and other interests:

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