Newsletters/NL2013/EAA174 News 1301



Newsletters/NL2013/EAA174 News 1301
EAA 174
Cincinnati, OH
Vol 47, Issue 1
Next Mtg: Sun, Feb 17, 2:00 p.m., Hawk Bldg, I69
Chapter Board
President: Gerhard Shubert (412) 916-7709
Secretary: Bill Mirraco (513) 600-7571
Gary Collins
Todd Winemiller
Eric Laing
Tim O'Connor
David Gallagher
Doug Auxier
A Message from Our New President
Chapter Chairs
Tech Advisors
Gary Collins
David Gallagher
Gerhard Shubert
Doug Auxier
Fundraising &
Special Events
(open position)
Kim Laing
Web Editor
(open position)
Gary Collins
Flight Advisor
Scott Hersha
Young Eagles
Eric Carnahan
Assistant Young
Tom Jenkins
Phil Cady
Jan 2013
Vice President: David Glassmeyer
Treasurer: Phil Cady (513) 969-5324
by Gerhard Shubert
EAA 174 President
First of all I wish all of you a very Happy New Year with a lot of flying and progress on
your building projects.
A huge “Thank you” to past president Tom Volz who has done a great job to push the
Chapter forward and who dedicated a lot of his limited spare time to handle all chapter
Of course I want thank all other chapter officers including our Tech Counselors,
Secretary, Treasurer, newsletter editor, membership coordinator as well as all chapter
volunteers, for their dedication and sharing of knowledge and experience to keep the
chapter growing.
A special “Thank you” for our outgoing Young Eagles Coordinator Eric Laing for doing
such a great job with this important service to our next generation of pilots and hopefully,
We had a great last year with some especially outstanding events such as SWORFI and
the Young Eagle flights, and I hope that we can continue and grow the chapter with these
successful activities.
For the coming year I would like to
focus on flight safety and proper
building techniques in our monthly
meetings, especially since we see in all
the aviation publications and from the
FAA that there is a need to learn and
I thank you for electing me as your
new president and hope that 2013 will EAA 174
, Tre Secreta
be a successful year for our chapter.
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Tips for Builders
Builders' Tip: Superglue and Baking Soda
submitted by Gerhard Shubert
EAA 174 President
We're all familiar with superglue, which is
chiefly composed of cyanoacrylate. You probably
know that it sets in the presence of moisture.
Typically there is a small amount of humidity on
the surfaces to be glued, and it sets from the
outside in. If you've ever tried to use it on
nonsmooth surfaces, you will have noticed that it
doesn't do so well. This is mainly because the
inside of the bead of glue doesn't get the humidity
Besides water, cyanoacrylate also polymerises in
the presence of alcohol and basic compounds
(including weak amines). The latter can be used to
produce a superglue "kicker" - a compound which
triggers quick polymerisation of the glue.
Baking soda is one well-known accelerator. If
you apply a layer of superglue to a seam and gently
pour baking soda over it, the glue will cure very
quickly. It makes for a most effective filler for
smaller jobs, and the rough surface caused by the
baking soda is good for sanding. It also won't
shrink like most solvent-based fillers you can buy.
It's better to build up thin layers when using an
New Rotary Engine from Austro
submitted by Gerhard Schubert
EAA 174 President
Diamond Aircraft's Austro Engines has bench tested a new
dual FADEC-controlled rotary aircraft engine, the AE80R, that
aims to match a weight of 60 pounds with a power output of 80
hp. The engine has been in development for more than two
years and builds on Austro's experience with the AE50R 55-hp
rotary engine but has differences in its internal design that incorporates a "no loss lubrication system." The new engine is
targeting the LSA and ultralight aircraft markets, and may also
see use in unmanned aircraft. Austro Christian Dries, chairman
and owner of Diamond Aircraft, which owns Austro, says the
new engine "has no vibration" and is a good fit for weightsensitive small aircraft.
According to Diamond, the dual FADEC system will keep fuel
consumption at its lowest possible limits and the engine oil
Page 2
accelerator because of the same slower reaction
times with larger recesses when using superglue
accelerated with baking soda.
You can also use this technique to mould small
parts, if you need something for a hobby.
Superglue is also very handy to temporarily glue
a washer to a nut, or two washers together, when
trying to insert both into an inaccessible recess.
A typical superglue product
system will result in
extremely low oil
consumption, maximizing
its efficiency. Austro
Engine, last summer,
pursued airframe
manufacturers other than
Diamond, seeking
potential matches for its
diesel engines, which it
sees as a growing segment
in European aircraft
Austro’s new AE80R rotary engine
markets. The company
already offers diesel and
rotary style engines. Austro's recent production of AE50-series
rotary engines has been close to 125 engines per year.
Page 3
EAA Chapter 174 Meeting Minutes from November 18, 2012
by Bill Miracco
EAA 174 Secretary
Call to Order
Tom Volz called meeting to order and led in The Pledge of
Treasurer’s Report
• Phil Cady Treasurers’ Report
Checking Balance: $ 970.41
Savings Balance: $ 5,009.34
Total in both accts:$ 5,979.75
Customer Invoices: $680.00
Total Assets w/ No Liabilities: $ 6,659.75
Chair Report
Mark Webb reported that there were attempts but no
fly-outs, last month
Eric Laing reported on the 2012 Young Eagle and Eagles
closed out the year successfully – Thanks to all the pilots
and volunteers
Eric and Teresa Carnahan will take over the program
for 2013
more supplies may be required for next year
any pilot who flies 10 or more Young Eagles per year is a
qualified pilot and earns the Chapter $5/Young Eagle
definition of an “Eagle” is an Adult (18 years and older),
who is interested in learning to fly
Eagle Flights require an official form (No PDF print-outs).
It is different from the Young Eagles form. Must be signed
and left on the ground, during the flight
Eagles Flight participants do not receive a logbook or
Projects Update
Dave Glassmeyer Started his Corvair engine. It ran but
there some small issues
Gerhardt announced the start of an 80% scale Fokker D VII
w/VW power
Russ is making progress on his Corvair powered Wag A
Need an Event Coordinator and any other volunteers
Website is partially updated. Norm Beaudette will help
maintain the site for another year
Suggestion was made to distribute business cards to help
recruit new members
PROGRAM: Medical Issues for Pilots
by Dr. Paul Terrell and Carole Terrell
MedXpress-Online Medical Application
originated in the Fall of 2006
it is currently mandatory
must be completed, online, before visiting your AME
(Aviation Medical Examiner)
• MedXpress Application Explanation by Carole Terrell
you can decline to use your Social Security Number, if
concerned about identity theft
record your password and keep a copy so you know your
Box 17a – list only medication that you use presently, not
Box 18 – answer YES to any conditions that apply. under
the “Explanations,” you do not have to give details, if previously
reported and there is no change, just state as such
Box 19 – list only new visits, since your last medical, as
others were previously reported. Provide MM/YYYY data, and
simply state the reason for the visit
• FAA can be reached at 877-287-6731 with questions
• Dr. Paul Terrell can be contacted by starting at his website
• total number of AME’s is in decline
• there are discussions in Washington, to replace the third
class medical requirement for Private Pilots, with
something that is linked to a valid driver’s license
We wish all the best for Dr. Terrell and Carole, in retirement
EAA 174 Monthly Aviation Breakfast
Breakfast Dates
January 10
February 14
March 14
April 11
May 9
June 13
July 1
August 8
September 12
October 10
November 14
December 12
EAA-”Talespinners”-Chapter 174 is a 501(c)(3) exempt non-profit organization, whose principle objective is to provide educational assistance in the fabrication
and restoration of classic and experimental aircraft. This newsletter is produced for the members of EAA Chapter 174 and the Cincinnati community to provide
information on Chapter activities and to alert members of other potentially useful information. Any actions based on, or reproductions of information contained herein, are at the sole risk of the user. Any technical or regulatory information must be verified by the user. Neither the EAA and Chapter 174, nor the
newsletter staff, assumes any responsibility for the correctness of the information contained herein.
One Amazing Airplane
submitted by Gary Collins
EAA 174 Programs Director & Technical Advisor
On December 11,
2012 Steven Brightwell
picked me up at home
and we headed for
Baraboo, Wisconsin. I
had been watching for
a window of good
weather and it finally
came. With only short
stops to get food and
Gary Collins and Steven Brightwell
gas we covered the
roughly 550 miles in 9 hours. Once in the hotel, two local calls,
one to the owner/builder of N12038 and the other to a local
flight instructor, we finalized the plan. We would meet at the
airport that serves Baraboo and the Wisconsin Dells (DLL) at
9:00 CST to complete the transaction. I was about to become
the owner of a Wittman Tailwind. A model W-10 with tricycle
landing gear. Most are tail draggers, only a few are flying with
this type of landing gear, which comes from Vans, and is used
on the RV-6A and other
“A” type Vans planes.
The Tailwind was
designed by Steve Wittman. He was an amazing race pilot who
started racing in the
1930s and his last race
was at Reno in the Formula One category in
1984. He was 80. He
N12038, Wittman Tailwind
designed the Tailwind
because he thought the typical trainers of the late 1940s (think
Cessna 140) and other planes using the Continental 85 hp
engine were about 50 mph too slow. By the early 1950s he had
been manager of the Oshkosh airport for 20 years. The airport
was later named after him. At that same time Paul Poberezny
was trying to get the Experimental Aircraft Association started
and held monthly evening meetings in his home near
Milwaukee. Steve would fly the prototype Tailwind (he called it
the Flying Carpet) to those meetings--- at night yet! His presence was more like having Neil Armstrong show up at our
chapter meeting. He was an air race hero, being a self- taught
man who designed, built and flew his race planes against the
powerful and wealthy and won more than he lost. In the spring
of 1953 his new design, by then called the Tailwind, was the
first plane that was approved to carry passengers under the
new homebuilt rule. There was an immediate demand for plans
for the Tailwind and after he built a new wing intended to make
it more suitable to the average pilot, he began to sell plans.
With the 85 hp engine, the W-8 Tailwind would cruise at 150
mph. Over the next twenty years builders began to install more
powerful engines and Wittman announced a new model, the
Page 4
W-10 that was designed for more powerful engines and higher
speeds. While he never approved of more than 160 hp, some
have been built with as much as 210 hp.
The performance of the Tailwind was always astounding to
builders and still is. So much so that unless you have
experienced it, you are doubtful. As composite and metal kits
came on the market, often with beautiful lines and similarly
spectacular performance claims, the flying community came to
distrust all performance claims. Responding to the need to sort
out the true performance of homebuilt airplanes, the CAFE
Foundation was formed to get some real data. The angular
Tailwind was caught up in this belief of inflated performance
until CAFE tested a W-10 built by Jim Clement . The report of
that test appeared in Sport Aviation, June 1994. The Clement
Tailwind with a 160 hp Lycoming 0-320 engine would really do
what builders were claiming. Maximum speed at altitude was
over 216 mph and the measured drag area was 2.03 sq ft. close
the drag area of the VariEze. Wittman had learned how to
make planes go fast during his racing days and he applied that
knowledge to the Tailwind. There are not many Tailwinds flying
(less than 400) because it is a scratch built plane and the plans
(available from Aircraft Spruce) only cover the basic structures.
All of the many details needed to make one look like a finished
plane have to be gleaned from other sources. A primary source
today is the Yahoo Tailwind Forum.
So the next morning I got about an hour and thirty minutes
of dual from a good instructor but he had very little experience
in the Tailwind. It was a bit like the blind leading the blind. Both
landing and takeoff were interesting but the landing is still a
puzzle to me. After 5 or
6 landings we decided
they were good
enough and with
severe clear weather
all the way from
Baraboo to Cincinnati,
it was time to head for
home. I was able to
take a few notes on
performance. Once
airborne, it becomes a Trip home, GPS.
rudder airplane and is
very stable. The controls are light but not twitchy. The first
thing was to figure out a cruise climb speed as I did not need
the 1500 fpm I was getting at the best rate speed of 120 mph. I
was able to get 1000 fpm at 160 mph which slowly dropped to
500 fpm at 9,000 ft. To maintain 500 fpm, I trimmed to 155
mph and climbed to 11,500 ft. After trimming level at 11,500,
setting the mixture and leaving the throttle wide open the
airspeed settled on 160 mph. Good but not overly impressive.
But a look at the GPS speed did impress—it was holding at 200
mph. Later I calculated that 160 mph at 11,500 ft should be
about 196 mph true and the forecast had been for light wind
from the southwest at 12,000 ft. Apparently I had a very small
tailwind component. Using the old rule to determine power
continued on next page
Amazing Airplane, continued from previous page
(add manifold pressure in inches to the RPM in 100s) to get in
this case 20 + 25 = 45 which is equivalent to 65%. This is a
handy formula to remember. The number 42= 55%, 45=65%
and 48=75%. This works for both fixed pitch and constant
speed props and is a good reason to have a manifold pressure
gauge. Apparently the Tailwind induction system, lacking an air
filter, provides some ram pressure.
I needed to be above
10,000 ft to get above
the Chicago Class B
airspace and I gave
them a call but they
only gave me an
altimeter reading and
said I was above their
airspace. The cabin
heat works well but a
cabin vent was too easy
to bump open with my
View of Chicago from 11,500 ft.
leg and it was cold up
there. I needed some lower back support in the seat but all
told, I was quite comfortable considering how little time I had
in it. Once past Chicago I let down to 9,500 and shortly it was
looking more hazy ahead so I let down to 7,500 over Muncie.
When I could make out Middletown, I started a 500 fpm
descent into Clermont county. The straight line trip of 420 miles
took 2 hours and twenty minutes. The same trip but flying
around Chicago took 3:35 in the 170B. Some strange noises
coming from the nose wheel that had been noted in Baraboo
seemed worse on the landing at Clermont, Co. so I left it there
over night. The next morning after removing a very tight fitting
nose wheel fairing, I found that the nose tire was essentially
flat. With 35 lbs in it all of the noise was gone but the takeoffs
and landings were still “interesting”. After 5 or 6 with coaching
from Dave Glassmeyer who was watching from the ground, I
left the pattern and did some air work and slow flight trying to
Page 5
get the proper sight
picture. I think I was
flaring about 5 feet too
high as if I was in the
Cessna 170. My next
two landings were
better and I took it
home. It wanted to pull
to the left as I taxied to
my hangar. Steering at
N12038 at Sporty’s
low speed is by
differential braking. A
day later I found out why it was hard to taxi. I was glad to have
it in my hangar. With the dual in Baraboo, the flight to I69, the
practice at I69 and the 10 mile flight home, I now have more
time in it than the builder put on it all last year!
Some observations: Either it was not full of gas when I left
Baraboo (the previous owner supervised the fill up) or it uses
more than I expected. It took 21.8 gal to fill the tank. Talking to
an owner of a similar Tailwind, he suggested if I had reduced
power to get a 180 mph ground speed it would have been near
8 gph, maybe less. The engine is a low compression Lyc. 0-320,
150 hp. The controls are light but it is very stable so, all-in-all it
is a good travelling machine. In cruise you can fly it with rudder
alone. The plane needs some flight instruments. It has only a
turn & bank and it really needs a DG and horizon---or may be a
simple EFIS? Visibility in cruise is better than I expected. I have
been discussing my landing and take-off issues with other
owners and they have convinced me that with the right
combination of speed, power and a cushion, my landings will
get better. Two days later I found that there was no fluid in the
right brake. That was the reason I was having trouble on the
taxi to my hangar. I have noted some other minor maintenance
issues and will do a condition inspection before I fly it again.
Looking back, I should have spent the afternoon of 12/12 doing
a very thorough pre-flight and brought it back the next
morning. I think it will fill my hankering for a unique, fast, cross
country airplane. And one tied closely to the origin of EAA.
New Young Eagles Coordinators
submitted by Eric Carnahan
EAA 174 Young Eagles Coordinator
Hello, my name is Eric Carnahan and I’m taking over as the Young Eagles coordinator
for our chapter. My wife, Teresa, will be giving me a hand with some of the
administrative duties. I became interested in flying when I was 10 years old. My first
flight was when my father paid for myself and younger brother to go up for a flight. Ever
since that day I’ve wanted to take the controls of an aircraft.
I began my flight training in March of 2011 and earned my private pilot certificate in
Teresa and Eric Carnahan, EAA 174 Young Eagles
August 2011. I knew after earning my certificate that I wanted to share the experience
with others.
I was looking online and found EAA. I read about the Young Eagles program on the
EAA website and decided that I wanted to share my love of flying. After attending a meeting and doing a Young Eagles flight myself
I was hooked and wanted to do more. The opportunity presented itself and I decided that I wanted to take over for Eric Laing as
the coordinator. I have only flown three Young Eagles so far but plan on flying many more.
I look forward to passing along my love of flying to many young people. I will be contacting the pilots who have flown before to
arrange more flights starting in March and going through October. If you would like to help with the program, either flying or
providing ground support, please contact me at 937-446-1891. Thank you and I hope to see you at the airport.
2013 EAA 174 Calendar of Events
20: Chapter Meeting
Page 6
Annual Christmas Party Great Fun
Thank you to everyone who worked so hard on the
chapter’s annual Christmas party. As always, it was a
great time with friends and family!
17: Chapter Meeting
17: Chapter Meeting
21: Chapter Meeting
19: Chapter Meeting
Pancake Breakfast TBD
21: Chapter Meeting
29-Aug 4: Airventure, Oshkosh
Don Fairbanks and Bob Chapman enjoying the party festivities.
Chapter Meeting/Hangar Crawl TBD
15: Chapter Meeting
20: Chapter Meeting
17: Chapter Meeting
1: Annual Christmas Party
Talespinners-EAA Chapter 174
c/o Kim Laing
1487 Corbin Drive
Susan Schubert, Gerhard, Schubert, Gene Bywater and Diane
Bywater also enjoying the party festivities.