President
Tom Barlow
204-0508
tkbarlow@hotmail.com

Vice President
Dave Nabors
490-2505
djnabors@holly.colostate.edu

Secretary
Dave Willams
226-1917
revdavidwms@comcast.net

Treasurer
Emie Stevens
663-0829
emiestevens@worldnet.att.net

Young Eagles
Vacant

Newsletter Editor/Pub
Randy Treadwell
472-4212
t-3inc@qwest.net

Flight Adviser
Vacant

Board Member at Large
Dean Hall
226-4486
deandoc@verinet.com

Tech Counselor
Vacant

Board Member at Large
Steve McClintock
221-1472
1IFRpilot@comcast.net

Former President
Hugh Beckham
586-6931
Merryhugh@msn.com

FNL Pilot Association
www.fnlpilots.org

RV-9A ... JohnSzanto
One Design ...Dale Matuska
Jet Berkut ...Jerrold Jorritsma
Tailwind ...Randy Treadwell

Click to see Chapter Tools

Wing Cradle - Randy Treadwell
970-472-4212

Engine hoist - Hugh Beckham
970-586-6931
Merryhugh@msn.com

Walt Ellwood (635-3436, wellwo@aol.com) has the:
• Instrument panel hole cutter
• Nico press, with gauges (bolt cutter style)
• Torque wrench
• Bob Van Dalsem has the Stoves at his hanger in GXY
• Dale Matuska has the Chapter scales at FNL
• Jeff Dinius has the Flat bed trailer
Tools that members may loan out:
Lycoming Engine Overhaul Stand (Mel Callen, 587-4824)--may work with a Continental
Cable Fitting Swaging Tool (Hugh McTeague, 586-5910)

Tailwind Project
Star Duster Two

Minutes:

Mike Reid showed slides from the Reno Air races. The photography was spectacular, though Mike admitting to taking hundreds of photos, and selected the best. The "best" really were great! Thanks Mike! Mike has been going to the Reno Air races for years. Dale & Tina Matuska joined Mike in box seats.

Bill Sheel has been home for 1 month, though no one seems to have any current news on his situation. We all think of him, wish him our best, and look forward to having him back attending club meetings.

Numerous EAA certificates were handed out for the various officers and other positions that the EAA recognizes. Many of our members should be commended for their contributions to the club.

No news on the trailer repairs. Is "no news" good news?

Randy needs newsletter articles.

We discussed the possibility of Tom Barlow continuing to contribute his leadership of the group, providing that members pick up the task of getting programs. Numerous possible programs were mentioned, and a list was passed around to collect suggestions & volunteers. (I don't know who got the list, but it wasn't me.)

The pilot for Rare Bear, John Penny lives in Arvada. Maybe we could get him to do a program. I would like to get the JTG group (2 - person fast jet) to have a presentation on their jet. I'd also like to get the two guys from Denver Center back to give a presentation on the software they made that tracks a planes flight path based on radar hits.

Larry Larkin wanted to take a field trip to the WWI museum in Hudson. Good idea!

Steve

A SHORT REPORT ON A VERY LONG FRUSTRATION -Hugh Beckham

Many of you are aware of the long, long road that I have traveled in order to have my medical reinstated. It has not been so much a matter of my being in poor health as it has been a contest of whether or not I wanted a special issuance medical badly enough to keep after it.

My Sonex qualifies as a Light Sport Aircraft under the new rules so my intent has been to once again pass the medical ( I was once denied ), and then fly with a Sport Pilot license. Under those conditions, if I could pass the medical once I would plan to never take it again.

I had coronary by-pass surgery five years ago which should not be any particular problem in itself, just follow the rules and have a treadmill test to prove that I am fit. You have to wait a minimum of six months after the surgery before taking the treadmill then get the results, along with a very complete medical history into the FAA within a specified time. The only problem with that program was that due to the cost of the testing I put it off until my insurance would pick it up as a "doctor ordered scheduled test." I took my physical and sat back to wait the six or seven months for it to be reviewed. When, after nearly seven months, I did get a review I was denied a license because the examiner had failed to report why I was taking some prescribed medications not indicated by the heart history. ( Meds for Osteo-Arthritis and meds that help control the tremors which have plagued me most of my life.) The treadmill results were far out of date by that time so it was necessary for me to wait till my "doctor ordered scheduled test".

As you know, we live near Estes Park so the doctor ordered the tests to be done at the Estes Park Medical Center. Neither he nor I gave any thought to the fact that Estes Park is at 7,500 feet. After waiting the six months for my file to be reviewed I received notice that my medical had been denied.

Again it was necessary to wait till my insurance would pick up the bill, then I took the test at Ft. Collins where I passed with flying colors. Another medical exam and all new medical history then the seven month wait, but that time I passed. I now have a valid medical and as long as I fly within the limits of the Sport Pilot License I will not have to take another FAA physical.

After five years of frustration and waiting it no longer matters but now the FAA medical staff has been ordered by the Administrator to get the lead out. Medical reviews are now taking only fourteen days, and per the administrator's orders, the review staff is now trying to find ways to pass, not fail, all applicants for special issuance medicals.
I have learned a great deal about the medical exam program and will be happy to share what I have learned with anyone feeling a little shaky about the results of their testing.

Preflight your Medical - Randy Treadwell

One reason that some pilots lose their medical is Hypertension (high blood pressure). You would not just walk up to an airplane and jump in to take off; why do you do the same thing when you get your medical exam? Do some preflight so you know where you are.

Blood pressure is controllable but you need some time to get it controlled. I would recommend that 6 months or more before your medical check your blood pressure several times. You can check it at most grocery stores by stopping by the Pharmacy and using a blood pressure checker that is a seat with an arm cuff that will do all the testing. That may tell you if you are at risk of high blood pressure and there is a display of what normal pressures are.

If you are over the guidelines or close them the next step is to get your own blood pressure cuff. The cuffs are available from Pharmacies. Resist the electronic ones and go with the stethoscope style. They will cost from $20 to $29 dollars. They are easy to use, just position the cuff/stethoscope end over one arm as per the instructions. Pump up the cuff to cut off all blood flow and you will not hear a pulse. Slowly let the air out until you hear the pulse start; that is your systolic or upper number. Continue to let the air out and when your pulse stops that is the diastolic or lower number. The normal blood pressure reading for a healthy adults is below 120 systolic and 80 diastolic, or below 120/80 as the acceptable numbers. So that is your target.

High blood pressure is something you may not have direct control over just by lifestyle alone. Weight, age, diet, exercise, stress, and what you inherited from your family all have some effect on your blood pressure. At the age of 45 most men will start to have elevated pressure.

Track your blood pressure over a few weeks using a log to see what it is doing. It will vary from time to time. One experiment you can do is check you pressure and then put salt on your tongue and then test it 3 to 5 minutes later. Wow, mine changed! Don’t have a salty lunch just before your exam.

The key is to find out 6 months or more before your exam where your blood pressure is and if it is not with in acceptable limits get to your doctor and work out a treatment that will stay within the FAA regulations. Note: Some drugs are ok and some are not so do the research to see what is ok to take from the FAA point of view. Also some notice to the medical examiner may be required when taking medications so check with the doctor. Monitor the effect the meds are having on your blood pressure and work with the doctor to get to the goal so you can keep flying.

For more information look at the AOPA site or this one.
http://www.diovan.com/info/answers/blood_pressure_measured.jsp
Randy

Jet Berkut built by Jerrold Jorritsma - Dean Hall

photos by Dean Hall

more photos

One of our members, Jerrold Jorritsma has been building for the past 6 years an exceptional airplane, with workmanship to match. He chose to build a jet powered Berkut. The Berkut is a derivative of the Long-Eze designed to be a slightly larger airplane to accommodate a bigger engine and be faster than the other fiberglass canards. The jet of course promises something extra in the way of performance.
I happened to be at FNL recently and along with Walt Ellwood observed a high speed run after which Jerrold was kind enough to allow me to study the airplane a bit, photograph it, and get some information. Jerrold was in the back seat during the run. His friend Dan Hardefty who flies a Long-Eze and has a commercial license was doing the honors in the front seat.

They had accelerated it to 70+ knots at which point the front wheel was lifted clear, and the wings responded by being rocked back and forth. There was no intent to fly it, and so it probably never lifted off the ground, officially at least. (Note that the paper work has been applied for, but has not yet come.)

It appears that they were satisfied with its performance and responses to that point. Dan reported that the rudders became effective at 40 indicated which is about the same as for the Long-Eze. Braking was slower because of the increased weight. The airplane doesn't look all that much different from the standard Berkut even with the propeller missing. There is a definite jet noise when running. The canopies are of course totally different from what we are used to seeing in the Long-Eze.

Empty wgt. is 1150 lbs. It holds 95 g. of jet A @6.7 lbs./g. Gross is 2100 lbs. The performance figures including fuel burn will have to wait until more experience is gained. Apparently this is not the first jet powered Berkut. He has been told that 100k indicated is a good pattern speed and that touchdown is in the area of 80k indicated.

Obviously this is an extraordinary project. Jerrold is approaching it in an orderly and professional manner. We are impressed with it, and we will all be interested in following its progress. Just another example of the outstanding projects coming out of our chapter.
Dean Hall

Editor's note: I have seen this airplane and the workmanship is outstanding. Every detail is so well thought out and finished.

CRUISE AT 180 (inverted)- Dale Matuska

The DR-107 is a single seat 10g + - aerobatic competition aircraft. HP from 115 to 210 can be used. Designed by Dan Rihn who is a aeronautical engineer for Northrop and lead on a new stealth pilotless fighter that is now being developed. The construction is tube, wood and fabric. It is sitting on its nose in the picture. Weight is 700lbs empty, 220 VNE and will cruise at 180 (inverted) also has a 420 deg roll rate per second ( don't blink ) It is said it can eat Extra 300's for breakfast and won't break the piggy bank. The main wing spar is a laminated 5 ply solid fir spar that measures 5 X 8 in the center section and tapers to the tip.

Engine for the DR-107 will be a highly modified 0-320 that started life in a 172 now a IO-320 with Lycon 10.5 to 1 pistons, Bendix Fuel Injection with Tuned stainless steel cold air intake and 4 into 1 tuned stainless exhaust , a magnesium oil pan with a oil flop tube for unlimited knife edge flight. It also features a lightweight starter. The exhaust features a unique feature that lowers the case pressure using venturi suction to burn the case blowby and eliminate oil from seeping through the seams in the engine. As a side note Hartzell Propeller will not knowingly sell CS or Aluminum propellers for use on modified engines because of high combustion impulses. This engine is to go in my DR-107.

More photos

Happy Landings -