President Ron Linn (541) 449-3630

V. Pres. & Y/E Jeff Guenther (541) 276-0431

Secretary Tami Kincaid (541)-276-6454

Treasure Cub Culbertson (541) 276-1908

News Letter Editor Jim Smith (541) 276-3533

Presidents Corner

I don’t really like the heat of summer. I never have, so it’s not just that I got older! We have another month of heat and then things will be better, in my opinion!

The first Antique/Classic Fly in is the weekend of the 15,16, and 17^th and I am going. Dave Kelly and I have been planning to meet in The Dallas, for breakfast, on the Friday morning of the 15^th. I don’t think the range of the L5 will allow me to go direct. It might, but I haven’t gotten comfortable with the range yet. This will be the first at McMinnville.

“Chandelle”, how did it get its name?

John Miller writes in the American Bonanza magazine: “ During the war (WWI), the British and French fighter pilots would sometimes enthusiastically make a sharp left or right climbing turn after takeoff to reverse direction of flight. If a pilot did not properly resist the strong upward force in such a sharp left climbing turn, the upward gyroscopic force of the engine (a rotary engine) could cause the airplane to nose up too much, then stall and enter a fatal spin into the ground.

A funeral for the pilot would be held in one of the nearby French churches where many ceremonial candles called chandelles were burning. So when a pilot made such a quick, simultaneous climb and turn, the other pilots on the ground would say, “Get the Chandelles!” – in preparation for another funeral. That’s why such a climbing turn was nicknamed a chandelle, because it so often resulted in funerals – and the name still sticks today!”

My phone rang the other evening and a man told me he was clearing out his deceased father’s hangar on the Richland Airport. I am all caught up on airplanes as Georgia has explained to me, so I just took his name and number.

When I mentioned this call to Lee and Kenny, they thought we should at least go look. I made the arraignments and we went to Richland to look.

When we left the hangar that day Kenny owned a 1938 Fairchild K and I had agreed to buy the Culver V project from Kenny! He made the guy an offer on the whole thing and ended up with one flyer and one project!

We have been going up to Richland to get the Fairchild ready to fly home. It hasn’t flown in about 12 years. We will fly it to Poverty Airpark before the end of August.

One day of foolishness, in your pickup, with a checkbook, can net you three years work!

See you at the meeting!

Ron

Secretary’s Corner

EAA CHAPTER 219

CLUBHOUSE, PENDLETON AIRPORT

July 15th, 2003

President Ron Linn called the meeting to order at 7 pm. There wasn't a meeting in June; the chapter enjoyed a barbeque at Doug Drake's instead.

Treasurer, Cub Culbertson, reported that the treasury is in great shape and the report was accepted as presented.

Ron announced that our club has been officially designated as a 501-C3 organization. The designation will be in effect for five years, and at that time a re-evaluation will need to be completed.

Ron announced a special project that was presented by Sport Aviation magazine entitled "Timeless Voices of Aviation".

The magazine is encouraging EAA chapters to conduct video interviews with "Senior Aviators" to capture the stories of early years of aviation, so the stories can be made record of, instead of fading away forever.

It was noted that two of our own members would be perfect candidates to interview: Floyd Slinker who started flying in 1947 and Dave Cheney who started his flying in 1948. It was decided that we definitely want to be involved in this special project, but we also agreed we need to table it until probably late September, when we will be able to devote undivided attention to it.

The discussion turned to future events: Ron said he would like to set up a time when the club could go visit Glen Rhodes. He has a lot of antiques that would be of great interest to us. the Martin Field Open House which is scheduled for September 20th & 21st.

We decided Chapter 219 would duplicate the menu we had for it last year. It went over really well. We will serve Hot Dogs, Chips, Soda Pop, and all the condiments. Wilma Cheney said she would attend a Food Handler's certification class so we will be in compliance with regulations. Also we will need to purchase a food-serving permit, which will cost approximately $49.00.

Jim Smith mentioned we need to do some work on the Baby Ace. The prop needs to be inspected and we may need to make some modifications to it, or we may need a different one. We thought we could plan to do some work on it this Hangar Day, but then we realized several members will be gone to Oshkosh, so we will have to plan on working on it next month.

Ed Betts asked if we could purchase some weed killer to spray on the weeds that are over-taking the parking lot in front of the clubhouse. Ron said he would take care of it. The meeting was adjourned at 8:00 pm and Ed and Dee served ice cream and cookies.

The next meeting will be held on August 19th, 2003.

Tami Kincaid, Secretary

Editor’s Corner

Trip to Oshkosh—2003

Departed PDT on July 25, 2003 at 8:05 A.M. with last comments from Jim Dubois and Harold Nelson, under flying hat. Opened flight plan on departure with Flyte following.

Crossing Lewiston at 08:55 Clear sky’s approx 15-knot tailwind, 5500 feet.

Crossing Orofino Ida. At 09:16 still clear skies, climbing to 9500.

30 miles from Missoula I climbed to 11500 ft, turned southeast to cross Stevensville Mont and intersected the 286 radial from Coppertown VOR. Flyte Following couldn’t track me. I was to low, so closed Flight Following. Crossed Anaconda at 1040, crossed VOR at 10:50. I crossed the Rocky Divide east of Butte at 11:10 after taking some picture around Butte descending to 9500 ft.

Landed at Bozeman at 12:00 to take on 5 gallon of fuel.

Landed at Laurel Mont. at 13:34. I ate lunch downtown at the Palace Bowling Alley. Good atmosphere and sandwich. Bowling alley, lounge and café in one building. On returning I refueled with 17.88 gal.

Departed Laurel at 15:20 on Billings radial 103 degrees. Approaching the Powder River A MOA, I found out it was going to be HOT so changed course intercept the 68-degree from Billings radial and the 92-degree radial from Miles City VOR to intersect to Bison, South Dakota.

I arrived at Bison at 18:35. Good strip, one horse Ag. Field. I tied down the plane. It was about a 6-block trek to town for supper. The only place to eat was local tavern. Good Ham and cheese sandwich, sun tea and chips. Pitched camp and sleeping bag around 19:50. It tried to rain a little thru the night with slight breeze from the N.E.

Up at 05:00 with 12-block walk to café for breakfast. At 07:15 found an attendant for the field and refueled with 15.5 gal of fuel. I waited for Gary Zollman until 08:08 before departing for Ortonville Mn. I climbed up to 5500 ft for this leg

About 50 n.m. east of Aberdeen S.D., I heard Gary landing at Aberdeen Air Field. I tried to contact him be radio, but flight service came right back and said there would be NO communication between air planes on their frequency. So flew on the Ortonville Mn. I landed at 10:42. I waited for Gary for 1 1/2 hr, watching the sky. Guess what he didn’t show. I found a phone and called the FBO in Aberdeen, and found out he was there long enough to refuel and departed. So I refueled with 13.57 gallon.

On departure from Ortonville at 13:26, climbing to 5500 ft. On arriving at Princeton Mn, I had to drop to 3500 ft. to get below the over cast. The overcast was getting very thick and the cloud cover at Eau Claire was at 4000 ft. From that point to Marshfield the bugs was lousy. I landed at Marshfield at 16:14 good visibility. It seams like Gary showed up around 17:54. We ran into another man and his son from Canada, flying to Oshkosh also. We got a courtesy car at the airport and drove into town where we had a good supper. We pitched our tents and into the sack for a good night’s rest.

The next morning we were up early. We stored away our camp, refueled and had a fly-in breakfast with the rest of the troops, that had flown in for their fly in. We got into the air around 08:00. We flew direct to Ripon and down the chute to Oshkosh. Gary arrived a couple of minutes at Ripon before me. That is when I lost him. I proceeded to Oshkosh, on final for runway 9 with the blue flow pattern. On final I noticed I was right behind Gary. We both landed on the white dot. We both turned off the runway at the same time. I didn’t have to taxi more that a block and I was parked and setting up camp. Gary had to taxi approximately 1 ¼ mile to his camping location. We landed at 09:05.

Watch the next newsletter for more on the saga to Oshkosh.

Jim

Calendar Of Events

EAA 2003 Calendar

.August 21-24 ??? Aerobatics Competi-

tion, Pendleton.

.August 30 ??? Prosser Fly-In

.September 12-14 Pendleton Roundup

.September 20-21 Martin Airfield Open

House College Place

Wa.

.December 6 ??? 219 Christmas Dinner,

PDT EAA 2004 Calendar

3^rd Tuesday (except June,Dec)

EAA 219, PDT, 7 p.m.

4^th Saturday Breakfast, Hangar Workday

PDT, 9 a.m.

SPECIAL

Web site for more information.

http://www.wrightools.com/hughes

PILOT DIES IN HUGHES RACER CRASH
Jim Wright, of Cottage Grove, Oregon, died Monday evening in the crash of his Hughes H-1B Racer replica in Yellowstone National Park. Wright was returning home from EAA AirVenture in Oshkosh, where the airplane sat next to other historic aircraft replicas. The accident happened about 90 minutes after takeoff from a refueling stop at Gillette-Campbell County Airport in Wyoming. The wreckage was found soon after the 6:30 p.m. crash near Midway Geyser Basin in the park. Prior to his departure from Gillette, Wright mentioned problems with controlling the propeller to "The Gillette News-Record," but it is not known whether the propeller problems contributed to the accident. Wright and a team of five technicians meticulously fashioned the replica from spruce, mahogany, and aluminum to continue the quest begun by Howard Hughes in 1935 to set speed records in the sleek aircraft. Success came first last fall when Wright set a Class C-1.d record of 304.07 mph. He had plans for more record attempts this fall. For more on the airplane, see the Web site.