dope sheet - EAA Chapter 13

DOPE SHEET
THE NEWSLETTER OF
CHAPTER 13
OF THE EXPERIMENTAL AIRCRAFT ASSOCIATION
SERVING SPORT AVIATION IN THE DETROIT AREA
Volume 57 Number 5
President...........
586 469-3246
Vice President...
810 392-2020
Secretary...........
248 853-0232
Treasurer...........
586 463-9342
Tech Counselor
248 563-0927
Tech Counselor
248 435-0441
May 3
9
13
18-20
June 7
13
9
9
July 5
11
15
website; EAACHAPTER13.ORG
Rex Phelps.....
[email protected]
Mike Fisher.........
[email protected]
Cliff Durand........
[email protected]
Don Miller....
[email protected]
May Speaker
Our speaker will be our own Bob
Hunt. He will discussing his propeller making business. He purchased Flottorp propellers, built
his own CNC machine to carve
the wooden propellers and built a
spray booth for finishing. Please
join us for an interesting evening.
Bob Hunt………………………
[email protected]
Ron Walters…………………..
[email protected]
Regular Meeting*
Officers’ Meeting**
Young Eagles
99s Pinch Hitter
Regular Meeting*
Officers’ Meeting**
Young Eagles
99s Poker Run
Regular Meeting*
Officers’ Meeting**
Young Eagles
May 2012
Bob Hunt
April Speaker
Our April speaker was
Joel Alexander, Metropolitan Detroit’s traffic eye in the sky.
Joel has amassed
thousands of hours
over the last 31 years,
appraising us of traffic
problems, tie-ups and
accidents, while we Dennis Glaeser (L) presents
earth bound citizens the Speaker’s Plaque to Joel.
made our way to and
from work. He shared details of his every day activities, but also shared a few personal flight related
tales. They included, his startling experience with
wake turbulence, the Fuji Blimp story, his flight with
the Blue Angels, and the F-16 Thunderbird flight
where he blew out two spinal disks and broke two
vertebrae. He also had the opportunity to meet and
fly Bob Dole, Peter Jennings and Tom Brokaw.
7:30-10:00 pm
7:30 pm
9:00 am, Sun
See Page 10
7:30-10:00 pm
7:30 pm
9:00 am, Sat
Michigan99s
7:30-10:00 pm
7:30 pm
9:00 am, Sun
*All Regular Meetings (not all are listed) will have a
pre-meeting Bar-B-Q/Setup get-together that starts at
6:30 pm.
**Officers’ Meetings will be held (temporarily) on
the Wednesday following the regular meeting at
President Rex Phelps’s hangar, 420C, until further
notice.
REGULAR MEETING — 1ST Thursday of each month.
On the lighter side, he told us he once had the opportunity to fly Mario Andretti, Joanne Woodward and
Paul Newman. Turns out he was the Newmans’
milkman when he was a young fellow. Our thanks to
Joel for sharing his experiences. Ed
Our regular meeting place is Ray Community
Airport, in the Chapter hangar (#304) located on the
Northeast corner of the field. Meeting time is 7:30 pm
to 10 pm.
1
Young Eagles Academy Candidates
Chapter Members’ Photos
By Dennis Glaeser
The project to obtain photographs of all of our members
continues to go well. Thursday’s
meeting was kind of a grand
slam for your editor. I was able
to obtain six more photos in one
evening. We now have 88 people identified. As we currently have 135 members
in Chapter 13, we still have a way to go. Never the
less we are getting closer to having enough photos
to begin to add them to our web site. Thanks for all
your cooperation, and if you haven’t stopped by to
add your photo to the collection, please do so at the
next regular meeting or at the upcoming Young Eagles events. Ed (That’s me in the photo)
I am pleased to report that Chapter 13 will be sponsoring 3 participants to the EAA Air Academy this
summer.
Last month I sent out a request for younger candidates, due to the fact that all of our 16+ year old candidates, at that time, were on the waiting list for
those very popular sessions.
Bob Martin immediately responded with a friend’s
13 year old son Kenneth Mead, and 14 year old
Ethan Warner – who Dave Nellis introduced to the
chapter a few months ago – also responded. Both
of them applied and were accepted.
I have been following up with the EAA about Anna
Koerber’s application, since she was close to the
top of the wait list. On April 11th we got the good
news that an opening was available and Anna was
the next in line to fill the slot.
Hamilton, Ontario Air Show
Looking for something to do in June? Why not
make an international trip to Canada, to watch the
40th annual Hamilton Air Show? The show is
scheduled for this year’s
Father’s day weekend.
So, if you need an excuse, tell the family that
you want to see the
show and have them accompany you as your
Father’s day gift. It’s a
bit of a drive, about 3 1/2
to 4 hours drive, but no further than Dayton, Ohio.
From the Flight Surgeon
CFR 61.53 is the regulation which requires us to
medically “self certify” ourselves each time we strap
on an aircraft. It specifically requires us to stay on
the ground if the pilot “Knows or has reason to know
of any medical condition that would make the person
unable to meet the requirements for the medical certificate necessary for the pilot operation; or is taking
medication or receiving other
treatment for a medical condition that results in the person
being unable to meet the requirements for the medical
certificate necessary for the
pilot operation.”
2012 marks the 40th year of heritage flying in Ham-
A good idea when struggling
to make the decision whether
to fly or not that day is to use
the IMSAFE acronym (Illness,
Medications, Stress, Alcohol,
Fatigue and Eating). Have the phone number of a
trusted fellow pilot or your AME close by so you can
“vette” the intended flight by an objective source to
help make the call. Two (or three) heads are always
better than one. Fly safe!
ilton by the Canadian Warplane Heritage Museum,
"Canada's Flying Museum". To celebrate this, the
2012 Hamilton Air Show is expected to be one of
the largest gatherings of vintage aircraft in Canada
ever! Remember, however, you will need a passport or an enhanced driver’s license to cross the
border.
Gregory Pinnell, MD
Senior AME/Flight Surgeon USAFR
www.OK2FLY.com
2
Harsens Island Schoolhouse Grille
New Place to Eat at Harsens Island
By Ken Fackler
By Grey Lane
While this is admittedly only a short hop from Ray of
seventeen nautical miles, I think you’ll find it’s worth
it. For generations, the children of Harsens
Island learned
their
readin’,
writin’,
and
‘rithmetic at the
Schoolhouse
where kids of all
ages attended
together.
The
building
was
eventually
closed but has
since been renovated and reopened as the Schoolhouse Grille, a bistro offering
a limited menu comprised of some surprisingly good
offerings. The foods are familiar but all are done
with a uniquely Harsens Island flair. I think particularly highly of their breakfast offerings!
The Harsens’ Island Airport is alive and well.
Z92 is a 2,225 ft. sod strip (4/22) with room to
park several planes
on the north end.
Ron Catenac and I
have recently visited this airfield and
discovered that a
mile north of the
field is an old
school house which
was converted to
“The
School
House
I sl and
Grill”.
Call them at 810748-9551 and they
will come and pick you up and take you back to
your plane.
The menu is varied from dinner plates in the
$8.00 range to sandwiches in the $6.00 range. I
had a Rubin that was outstanding! The place
has been totally renovated with an old fashioned
look of the era in which it was built (1932). You
can choose to eat out doors on the patio or
downstairs in the old cafeteria, now fitted with
tables , tall chairs and a bar. The Gals really
know how to cook and the service is quick and
pleasant; obviously they are glad to see you. It’s
not far from Ray so give it a try and I know you
will be pleasantly surprised.
The restaurant is open for breakfast, lunch, and
dinner, but is closed on Monday through Wednesday. Located just under a mile from the airport, the
w a l k
can be
s t r e n uous
if
t h e
weather
is warm.
H o w ever,
t h e
o wn e r s
of the Grille will send one of their employees to the
airport to pick up and return hungry aviators. Don’t
forget to tip your waitress and the driver! It’s generally best to call and let them know you’re coming
and how many to expect because if business picks
up unexpectedly, it can be difficult for them to send
the car.
Wouldn’t you know it, we asked for restaurant
reviews from our members and got two for the
same place. Both however, were good reports.
So, perhaps you should check it out. Ed
EAA Chapter 13 Name Tags
If ya got’um, wear’um. If you don’t, see
Joe Haas. He can have one made up for
you.
If you are as bad as I am about remembering
our members’ names, you will realize how
handy they are. Think about it. We think
you will agree it helps us all.
Exercise caution when landing at Harsens Island
airport because the runway is soft in all but the driest weather and the wind off the lakes can change
direction unpredictably. There are no facilities there,
none, so plan to have your cell phone along in order
to contact the restaurant.
3
Spotlight on Jim McDaniel and His TA-16 Trojan Project
Its been a couple of months since we published a spotlight article, but after Jim McDaniel’s “jaw dropping”
Builder’s Report at the April regular meeting, we knew this would be our next member expose.
Jim, now retired, spent his 35 year career as an Industrial Engineer. He started his career with Bundy Corporation, in Warren, Michigan. Then he moved to Kentucky for six years until
they closed the factory. He was given the opportunity to move to Massachusetts, but he declined that invitation. Instead, he went to work for ITT in
Rochester, Michigan. He started as an Assistant to the President, then Marketing Manager, Project Development Manager, Chief Engineering Manager
for the Metal Products Division and finally as Plant Manager at their factory in
Glencoe, Ontario (near London.) He returned to Michigan as what he called
a 6 Sigma Black Belt. I thought that was a martial arts thing, but he explained
that it was an Engineering Discipline for improving manufacturing processes,
quality and cost. For the lay person that means he was a Trouble Shooter.
He would go into factories and create a unique team to attack problems in the
plant that were holding them back. He also mentioned that he worked with
Jim McDaniel
very heavy machinery. I could have guessed that since he referred to half
inch plus steel plate as “sheet metal.”
Although his career may have been a little over the top for some of us, he got his start in aviation in much the
same way as many of us. As a youngster he apparently had a lot of allergies and as a result was often restricted to staying indoors. His father started bringing home model airplanes to build. He started with small
simple to build projects and worked his way up to the more complicated stuff. Then came the motorized stuff,
line control and ultimately the radio controlled models.
And so he got the bug. At some point in the career
story we told above he found himself working in
Boonesville, southern Indiana. The town was founded
by Daniel Boone’s brother, and Abe Lincoln studied law
there. The job was tough, the hours long, and when he
wanted to visit home in the Detroit area, it was a 10 1/2
hour drive versus a 2 1/2 hour flight. So he decided to
take flying lessons to get a break from the job. He beJim and Lauri’s N3N-3
gan his training in September and earned his license in
the second week in February the following year.
Since he earned his pilot’s ticket he has owned and flown a
number of aircraft. He learned to fly in a Cessna 150. After
that he purchased a 63 Cherokee 180 with two other Chapter 13 members. In 1980 he went out on his own and purchased a 64 Cherokee which he still owns and keeps at
Troy. He also owned two PT-22s, and currently has a Navy
N3N-3 (the Navy version of the Stearman).
All of this however, was apparently not enough. He decided
he had to build an aircraft of his own. Visiting Oshkosh
some years ago, he was around to see the introduction of
This ship was built by Bill Johnson. It was fea- an all metal amphibian then called the Thurston TA-16 Trotured in the EAA, Sport Aviation Magazine July jan (now known as the Seafire). It was no kit, but that didn’t
1984 issue.
deter him. He figured he could handle the metal work, and
4
Jim McDaniel Spotlight (continued)
no doubt, it was viewed as a labor of love. Consequently, he bought the
plans and got started.
Just to give you an idea of how complex the project is, it took the designer
and his machinist builder 10,000 hours to complete the original project.
This was obviously not a project for the feint of heart. (As an aside, Jim’s
wife Lauri told me that this was an article about Jim and that she wanted to
Jim and Lauri
bow out of it. But I think that they do so much together, they should be at McDaniel
least, shown here without a lot of fanfare. So here they are, in their home
in Ortonville, MI. You can see an example of Lauri’s stained glass artwork over Jim’s right shoulder. Sorry
Lauri, had to do it.)
The Thurston TA16 Trojan is a light amphibious aircraft developed in the United States during the 1970s
for homebuilding. Its first flight was in 1975. During the 1980s and again in the early 2000s, efforts were
made to certificate the design for series production under the name Seafire. It is a four-seat all-metal flying
boat with a shoulder-mounted cantilever wing and a T-tail. The engine is mounted tractor-fashion on a tall
pylon above the wings, and the aircraft is equipped with retractable tricycle undercarriage for alighting on
land.
Sales of plans to homebuilders were suspended after 60 plus sets had sold while initial efforts were made
to certificate the design. These proved fruitless but a second attempt in the early 1980s resulted in the
flight of a prototype Seafire (registered N16SA) on 10 December 1982. The new entity created to handle
the certification and production, International Aeromarine Corporation (IAC), expected the process to be
complete by 1987, but this too fell by the wayside, and rights to the design reverted to Thurston with 85%
of the process complete. In the meantime, refinements made to the design during the certification trials
were incorporated into the plans for homebuilders.
In 1998, a new company, Aquastar Inc was formed to revive the certification project. The Seafire prototype
was refurbished and re-registered in 2000, re-commencing certification trials in 2002. The Seafire was
publicly re-launched at EAA AirVenture Oshkosh that same year, but the project stalled again in mid-2003.
General characteristics and performance: Seats: 4, Length: 27 ft 2 in, Wingspan: 37ft, Wing Area: 183 sq
ft, Empty Weight: 1950 lbs, Gross Weight: 3200 lbs, Speed at Cruise: 150mph, Power plant: Lycoming 054D-A4d5, 250hp (but Jim will be installing a Corvette LS-1engine, 350hp.
When I visited Jim and Lauri for this interview I quickly became thoroughly immersed in his project. And I
certainly learned a few things while I was there. Jim’s technical ability and his attention to detail are inspirational. Just look at the two photos below. In the one on the left, are two boxy weldments, of square aluminum tubing pieces, in the foreground are his practice tig welding efforts. There are a whole box of these
under the work bench. All of these were done before he began to assemble the curved engine cowling
frame also seen in the photo. In the picture on the right, Jim stands in front of the hydraulic landing gear
he spoke about at our last regular
meeting. Here it is mounted in
the wing. A beautiful thing.
Space constraints preclude expanding the article at this time.
But I look forward to doing a follow up piece at a later date.
Personally, I think there is little
doubt that we have the makings
of a first class EAA Technical Advisor here.
Ed
5
How I Got My IFR Ticket in Seven Days
By Dave Shirey
Mark Fullmer is a very convincing man, which in a lawyer is a good thing.
Mark and I have become very good friends over the past three or four years, ever since he helped me
convince China Township that state laws took precedence over local laws,
and that my airport took precedence over other local ordinances.
Now, Mark is an ex-Mooney owner and because of life circumstances he
found himself between airplanes. As a result, we
have spent many hours together flying my Cirrus
and enjoying each other’s company. I thought I had
been happy for the past 43 years, flying VFR and
just looking out the window. But, at some point in
our relationship, Mark convinced me that I (we)
should become IFR rated pilots. After hours of
study we passed our written exams, then had to deDave Shirey
cide how to follow up with the flight part. After two
years of false starts locally, he convinced me that
we should take a concentrated seven day course similar to what I did to get
my helicopter rating last Fall.
Mark Fullmer
Idaho!!! Boise!!!
This is where he came up with a flight school for us. Run and owned by a woman named Cammie
Patch, this school concentrated on the glass cockpit Cirrus and took on only a limited number of students. Its not a huge school like American Fliers. As it turned out Cammie was not only a very good
instructor but an absolute genius on Garmin Aviation Systems and anything else to do with glass
cockpits.
Mark and I were reluctant to fly the1,600 mile
cross country to Boise, in the winter, over
mountains and terrain that we had never experienced before, so we brought Cammie into Detroit by Jet and had her fly us IFR out to Boise,
on instruments all the way.
I found the IFR ranking to be very difficult, in
fact both Mark and I felt it was the most difficult
thing we have ever done, and this comes from
a lawyer who had to pass the BAR, not an easy
test on its own. Flying precision by only looking
at the panel is tough, and those of you that
have your IFR ticket know what I mean.
Dave’s Cirrus
In the end, it worked out very well. It’s a long story but both Mark and I now have our IFR tickets. It
was quite an adventure flying over snow covered mountains, and landing at beautiful airports like Sun
Valley, Idaho and desolate airports like Rawlings, Wyoming, not to mention being snow bound in
Ogden, Utah. Cammie turned out to be great fun as well as a great instructor. Hopefully you will be
able to meet her at Oshkosh this year.
We only have a finite amount of time in this life. I know I started late, but use me as an example.
Late is not the same thing as too late. Since I have turned seventy, I have earned my helicopter and
IFR ratings. Is there a limit? Not sure but I don’t want to find it. If you think you are too old to follow the dream, you’re not.
In closing, I just have to mention that Mark and I continue to be close friends, but when he starts talking, I start running.
6
Aviation History - May 1971
The Bakeng Duece
Austin Cole, the current owner of the Bakeng Duece Airplane Factory writes that the Deuce is easy to fly, quick
and responsive on the controls, gentle to land, and even gentler to land with flaps. It has a respectable cruise of
110 mph, plenty fast for an open cockpit airplane.
The charm of the Deuce is low, slow, and uncomplicated - in harmony with the pure pleasures of basic, simple
flight - no cowl vents, no retractable gear, no constant speed prop.
Is this a step back into time? Oh, I don't think so. Maybe it's just a step back into the real world. A return to fundamentals, simple flight without being first, best, fastest, best radios, storm scopes and turbochargers. Just pure
flight as it first was.
Open cockpit flying brings back meaning to warm summer afternoons or autumn, when the leaves have turned crossing the countryside - smelling the crops and fields of green, and enjoying the sheer pleasure of free flight.
See something you're curious about? Investigate it with a gentle turn and fly by. Is there a lake behind that
ridge, gently bank and go see. You know, you can see forever from an open cockpit.
We are planning a long term, wonderful future for this gentle flyer. Our goal and purpose is to help you, in every
way possible, to build one of these unique, treasured craft so you may realize your dream of building and flying
your own personal airplane.
History
The Bakeng Deuce was designed by the well-known
Boeing aeronautical engineer Jerry Bakeng
(pronounced like you’re “baking” something in the
oven) . The first aircraft was featured in the May 1971
issue of Sport Aviation (cover photo shown at right).
That year the aircraft was also awarded the Outstanding
Design Trophy at the annual EAA fly-in in Oshkosh, Wisconsin.
The Bakeng Deuce (formerly the Duce) is a parasolwing monoplane designed in the United States in the
early 1970s and marketed for homebuilding. Plans and
parts are still available, although the rights have
changed hands in the intervening years. The aircraft
configuration - two open cockpits in tandem, the parasol
wing, and the fixed tail wheel undercarriage - hearkens back to designs of the "Golden Age" of aviation in the
1920s and 30s. However, in 1971 the Duece was an all-new design, the aesthetics of which were acknowledged with the Outstanding New Design Trophy at the 1971 EAA fly-in at Oshkosh, Wisconsin. The fuselage
construction is of welded steel tube with the forward part skinned in metal and the rear in fabric. The wings are
wooden ribs and spars with fabric covering and are removable for transport or storage. Rights to the Deuce
were purchased by the Bakeng Deuce Airplane Factory in March 1999.
Specifications
General characteristics
Empty weight: 1,050 lb (476 kg)
Crew: one pilot
Gross weight: 1,650 lb (748 kg)
Capacity: 1 passenger
Power plant: 1 × Lycoming O-290, 150 hp (112 kW)
Length: 20 ft 9 in (6.33 m)
Maximum speed: 140 mph (225 km/h)
Wingspan: 30 ft 4 in (9.25 m)
Service ceiling: 12,000 ft (3,660 m)
Height: 7 ft 0 in (2.13 m)
Rate of climb: 1,000 ft/min (5.1 m/s)
7
Bakeng Duece Continued
With the purchase of all rights to the Deuce, a variety of changes have been made to this classic plane.
* Unique new canopy design! Now, the Bakeng Deuce Airplane Factory has introduced a unique canopy to be
available on the Deuce, or custom fabricated for existing Deuces. The new canopies opens forward like clamshells affording easy entrance and exit, with full weather protection and quick removal and conversion back to
open cockpit flying by simply removing two hinge pins. This long "wished for" modification now enables the plane
to be flown year round, even in inclement weather.
* OSHKOSH PHOTOS are shown below.
* CAD Plans and Welded Fuselage are now available.
* Design Improvements. The changes we are making are
not structural, aerodynamic or for performance. They are
changes only to enhance integrity, reliability, ease of construction or function. These changes include:
* Beefed up fuselage behind the landing gear legs.
* Complete redesign and relocation of the rudder pedals,
cables and toe brakes.
* Complete redesign of the elevator controls (pushrods instead of pulleys).
* Completely new lift strut attachments (individual, like old
Pipers).
* Different tail mount structure
* New attachments for the turtle deck
* Entirely new rudder design and mount (it's removable now).
* New method of attaching cross wire bracing in front of front
cockpit.
* Removal of all elevator pulleys and cables.
* Larger fuel tanks
* Comfortable, factory-built bucket seats
* CAD drawings of the original plans have been completed.
Work is in progress now to incorporate the changes mentioned above into the new
drawings.
* Workbook. To help strengthen the future of the Bakeng Deuce and make the
whole project more enjoyable and, perhaps, even faster, we're taking a lot of pictures for a builder's workbook. How to mount the turtle deck, the cowls, how to rig
(what to do in what order), how to mount the new seats, weight and balance, how
to move items and recalculate.
These changes have been made in the USA by Mark Williamson.
The information for this article was garnered from the “Bakeng Duece Airplane
Factory” site, Wikipedia and the Experimental Aircraft Association history files and
articles. If you care to look into further details about the aircraft, check out the
“Bakeng Duece Forum” on the internet, or see the contact information posted on
the following page. Ed
8
Bakeng Deuce
High Wing – Steel Tube, Wood, Fabric
Kit/Plans:
Austin Cole
Bakeng Deuce Airplane Factory
1515 Judson Avenue
Evanston, IL 60201
Telephone: 847-866-8544
Bakeng Deuce
Email: [email protected]
Website: http://www.bakengdeuce.com
Bakeng Duce Newsletter
(same as above)
Articles in EAA and related publications:
Year
Month Page Magazine
Article
2005
07
94
Sport Aviation Deuces Wild: An ace of a Duce caps
2003
06
30
Sport Aviation Bakeng Deuce Sports New Canopy
2003
03
30
Custom
2002
12
24
Sport Aviation Bakeng Deuce Is Not Aerobatic (1/4
2000
11
20
Sport Aviation Bakeng Deuce Update (1/2 pg)
1997
01
48
Sport Aviation Jerry Van Heeswyk’s Bakeng Duce (8
1995
04
108
Sport Aviation Photo and Caption only
1993
02
13
Sport Aviation Address for newsletter
1990
11
05
Sport Aviation Duce Newsletter Available
1988
05
38
Experimenter Tailwheel Assembly Breaks
1988
04
38
Experimenter Broken Weld on Tailwheel Bracket
1987
07
105
Sport Aviation Konicek Duce with 0235
1985
12
24
Sport Aviation Brooks 125 HP Duce [NOTE ONLY]
1982
12
16
Sport Aviation Zeller Modified duce [NOTE ONLY]
1980
04
57
Sport Aviation Wiley's Duce [NOTE ONLY]
1978
05
30
Sport Aviation Canopy-Equipped Duce
1977
03
39
Sport Aviation A Duce Flies Alaska's Skies
1974
08
38
Sport Aviation August Duce
1971
05
C,4
Sport Aviation Duce
What’s a Bakeng Duce? (5 pgs)
As a member benefit, you can obtain a copy of an EAA-published magazine article listed above, free of charge, by
calling EAA Membership Services at 1-800-564-6322. Please have the name of the magazine, year, month and page
number ready when calling to make a request. Sorry, we cannot provide reprints of non-EAA magazine articles.
Bakeng Deuce
9
Submitted by Nancy Walters
Wife lands airplane after husband suffers an apparent heart attack.
This was the news flash on April 3, 2012. An 80 year old woman
landed a twin engine Cessna after her 81 year old husband became incapacitated during a flight from Florida to Wisconsin. The
woman, who was not a pilot but had soloed some 30 years ago,
took the controls, and with assistance from a traffic controller and a
commercial pilot flying in the area, brought the aircraft to a hard but
safe landing.
Don’t kid yourself, these things happen. And, you don’t have to be
an octogenarian to encounter a similar incident. Think about it, and consider sending your significant other, or any non-pilot that flies with you regularly for instruction.
Ed
10
RELIABLE 1972 CESSNA 150L
Aircraft for Sale and
Related Items
SHARE AVAILABLE
Greg Bohm 586-557-7578
KITFOX III FOR SALE
Dennis Huser 586-268-8114
Great airplane for getting your private license, making the occasional pancake
breakfast run, or simply leaving work behind. Students are welcome with a flight
instructor available on request. Plane is
hangared at Ray community Airport (57D).
Further details are available and posted on
the Ray Airport office billboard.
Rotax 912, 182 hrs TT
Terra Com. Radio w/Intercom
Terra XPDR Mode C
3-Blade ground adjustable propeller
SKY RAIDER - Single Place
Dual brakes
Bob Rivard 810-984-2583
Electric trim
Cabin heat
Always hangared
Asking $35,000
NOTICE TO CHAPTER 13 MEMBERS
IF YOU HAVE AIRCRAFT OR RELATED
ITEMS, INCLUDING TOOLS OR ANYTHING
AERONAUTICAL IN NATURE, FOR SALE
OR RENT. PLEASE POST YOUR NOTICE
IN THE DOPE SHEET AND GIVE OUR
MEMBERS AN OPPORTUNITY TO RESPOND.
The plane I fly whenever possible. The 447
is low time 27 hrs. Apx. 268 hrs airframe. It
has all the gages PLUS a $1200 artificial horizon gage. Mounted handheld radio with
signal booster. Handheld GPS. Wheel pants
which I have never used. Comtronics helmet, snow skis etc. Registered ELSA. Asking $10,000 firm. Enclosed trailer available
$3,500.
OUR THANKS TO ALL OF THE MEMBERS
WHO HAVE POSTED THESE ADS, AND
THOSE IN THE PAST, FOR DOING SO.
11
248-794-3784
[email protected]
Address Service Requested
THE DOPE SHEET
Tom Vukonich, Editor
2961 Secluded Pines Dr
Oxford, Michigan 48371
stamp
here
First Class Mail
Nick Seraphinoff. This photo was not available at for our last publication, but it’s a
great shot, and deserves to be published
here.
12