|| Chapter 54 NEWS
Volume 44, Issue 5
will be held on
Time 6:30 pm Social
7:00 pm Supper
Location: Manncini's Char Room
Topic: Annual Banquet
Well, now we're talking! Day time temps flirting with 80. Summer skies,
relatively calm winds, green grass, budding trees, open hangar doors, the
sound of a North American T-6 doing touch and go practice, and everyone
emerging from their places of hibernation. It sure goes a long way toward
dragging me out of the winter doldrums. Welcome to Minnesota in the
Springtime. Don't cha love it?
May is shaping up to be a busy, encouraging, inspirational time. This
coming Friday, May 5th, some Chapter members are heading to Osh. for the
annual Workparty Weekend program. Monday, the 14th, we will be attending
the annual Chapter 54 banquet at Mancinni's Char House in St. Paul. It
looks like we will be having a good turnout to see and hear Norm Petersen
do one of his interesting presentations. He ALWAYS draws a good crowd. The
flying weather is shaping up and Al Kupferschmidt has a good line-up of
Young Eagles eagerly awaiting their ride in an airplane, so give him a
call to volunteer your airplane and your flying skill. He can fill you in
on the dates. His phone number is; (651) 777-9257, or you can contact him
via e-mail at RaeAndAl@usWest.net Give
it a try this year, it is a very rewarding program for both the giver and
I was very inspired at the April Chapter meeting. It was a very
impressive turnout of the membership. It sure proves the theory;
"give them an interesting program and they will come." AND HOW
ABOUT THEM YOUTHS? Amir Muhammed and Ben Wilkes, two products of the Young
Eagle program that member John Schmidt introduced as candidates for the
Chapter 54 Scholarship to the Advanced Leadership Camp at EAA Air Academy
this summer. There is one other candidate whose busy schedule prevented
him from attending; Chris Hasling. The future of aviation is in good
hands! Good luck to these three young men at the Air Academy and in their
future endeavors in aviation. And speaking of impressive young men, I
would like to thank Nick Stolle for his efforts in presenting some
interesting programs for our Chapter meetings. GOOD JOB, NICK!
(Incidentally, Nick has also been filling in recording the minutes of our
meetings because of the unavoidable absence of Wayne Asp. Wayne, because
of his busy schedule, is unable to attend meetings. [Do we have any
volunteers that would be willing to accept an appointment as Chapter
Secretary?] This is a critical position, especially at this time. Because
of our application for 501(c)(3) Federal Tax exempt status, it is
mandatory that we keep impeccable records. Therefore, we need a recording
Secretary.) Nick is in the process of applying for the Clay Lacy
Scholarship and has been quite busy jumping through the necessary hoops.
Wish him luck.
This promises to be a busy Chapter summer. We will be sponsoring
another Fly-in Breakfast in August and that requires a lot of planning and
effort. If you are called on to volunteer, please be generous with your
Our Chapter has some good news to pass on to the members. A committee
was appointed to meet with Semple House Movers and negotiate the purchase
of a building to serve as a Chapter Clubhouse. The committee, (Jerry
Sarracco, Dennis Hoffman and Jim Lund) was successful in their
negotiation. Chapter 54 has agreed to purchase the building. As soon as
the weight restrictions have been lifted from the roads by the State, the
building will be delivered to the Lake Elmo Airport and we will be able to
begin the fixing up process. These are really exciting times!
There will be no general membership meeting for the month of May. The
annual banquet will take place in lieu of the meeting. The banquet will be
held at Mancinni's Char House in St. Paul. Social hour starts at 5:00 and
dinner starts about 6:00. There will be door prizes. The price is $20.00
per person, including gratuity, I think. You may pay at the door. The
speaker is Norm Petersen from EAA headquarters. For the June meeting our
tentative speaker is John Renwick who will relate the details of a flight
to Sun and Fun in a Piper J-3 Cub. The flight includes following the
entire length of the Mississippi River.
See you at the banquet.
---- Bill Schanks
|Treasurer’s Report: 5/1/2001
Money Market $5,676.35
The Chapter now has a building. We paid $3,500 down, and will pay
$3,500 on delivery. Member Dennis Hoffman led the negotiating committee
(with Jerry Sarracco and Jim Lund) that got it for us at this price. If
you think that this is good for the Chapter, you should say thanks to
Dennis and Jerry and Jim.
This is an excerpt from an e_Mail that Nick Stolley sent to Bill
Schanks. Bill thought that you might like to read it.
As for the checkride, it was fine. I got a lovely tour of Fox Valley's
Campus and airplanes. They use predominately C-172R (New models, if you
can call them that. The one I flew had 1800 hours). It counted as a BFR.
The CFI didn't make me demonstrate any cross country skills because well,
I got there alright. I just had to demonstrate aeronautical knowledge on
the ground such as weather, regulations, and such. In the air, I did power
on, power off stalls, steep turns, turns around a point, and a simulated
emergency approach to a field. The hardest thing is trying to figure out
what the instructor wants to see, not the right way to do something.
Everybody's different I guess. 3 cross wind landings at OSH, and back to
parking. Done deal.
The flight to Oshkosh was great. 150 knots and smooth. From Oshkosh to
Clinton it was bumpier and much slower, about 110 knots. Weather both legs
was fine. I transitioned Madison's Class C, and was very happy to hear
that the approach controller used the same callsign I use every once in
awhile (Two Four Two Sugar Pop).
On Sunday the weather was marginal, low overcast and light rain at
Clinton, 3000 Scattered further north. When it was time to go, Flight
service told me heavy rain was developing about 50 miles west of me,
headed east, but most other rain was east of me. When I got to the
airport, It was about 1500 scattered, 2000 overcast. But better to the
north, except for some very local IFR over Dubuque (more rain). I decided
to go, knowing I'd have to stay low for awhile, and dodge some rain, but
hopefully not have any walls that I'd
have to divert east to go around.
After departure, I could see the rain moving in from the west, with other
showers to the north and northwest, but scattered enough to easily be able
to fly around them. I climbed to 2000 ft (about 1000 AGL and 200 feet
below the clouds) and went around the showers. Just a few moments after
takeoff, I was
in bright sunlight with surrounding showers. Perhaps one of the most
beautiful sites I've seen yet in my life.
About 5 minutes after that, I was in 5000 msl ft scattered conditions, and
climbing to 4500. I stayed below the clouds in moderate turbulence with a
90 knot groundspeed, with the fear of climbing on top and getting a 60
knot ground speed. I was elated that my sister didn't have one hint of
motion sickness. I may have to start flying an airplane with a constant
speed propeller. I didn't like constantly having to adjust the throttle
for the various ups and downs in the turbulence. I guess I could have just
ridden them like Wolfgang Landeweische suggests.
As I neared Fleming and was receiving the AWOS, the winds were about 50
degrees off the runway and 17 knots gusting to 25. As I got closer, they
were nearing 90 degrees off. Just my luck. I don't think I would have
tried it in a taildragger. Non-eventful landing in the Cessna. I had the
intention that if anything went wrong, I'd go around and head up to Anoka,
with runway 27 mostly into the wind.
I didn't talk to my parents until Tuesday. They had some interesting news.
They said a small tornado touched down about 10 miles west of me around
the time I departed. I was shocked. I didn't feel there was anything major
enough for that to happen. The thing that really gets me is that I was
downwind of that cell, and could have easily picked up some hail.
Interestingly there was no lightning or thunder, so it couldn't have been
a super strong storm. That's also why I didn't think much of it. That and
Flight Service didn't think much of it either.
So anyway, it was an interesting flight, and I learned a little, but
nothing definable into a certain piloting skill. I'll just call it "a
darned good experience". And repeat what a very wise pilot once said.
"You start with two
bags, one nearly empty with experience, and the other filled with luck.
The trick is to fill the bag of experience while not running out of
On another note....I lost the plane I've been flying. 242SP, a 1999 Cessna
172SP got sold. It's unknown when we'll get a replacement, but it's known
that there WILL BE a replacement. I'll just wait and see. If anything it
gives me an excuse to keep working on a down payment for an airplane.
----- Nick Stolley
|April 9th Meeting Minutes
Meeting called to order at 7:30PM, 26 members and 3 guests signed in.
Guests introduced by John Schmidt were Ben Wilkes and Amir Mohamed. Also a
guest was Jeff Hove.
Treasurer's report accepted as published in the newsletter.
MAC Report by Jerry Sarracco. Hanger Cleanup on April 28th, Dumpster
located at MAC building on south side or airport.
Mr. Sarracco also reported the Oshkosh workparty is May 4, 5 and 6. See
him if you wish to go. Provided meals are 3 on Saturday, and 2 on Sunday.
Also a VIP tour of the museum.
Al Kupfershmidt absent for Young Eagles report.
Art Edlhund would like to combine the Flying Start program with the
Airport Day. Also reported on member-get-a-member program.
Housing reported by Ed Pfeiffer and Jerry Sarracco. Jerry stated that MAC
proposed 4 sites, but a 5th site has been proposed by the chapter. Chapter
will lobby for the 5th site. He also expressed the importance of our
chapter having a place to call home. Ed Pfeiffer reported that the housing
committee has decided to make an offer on the building. A negotiating
committee has been formed consisting of Dennis Hoffman, Jim Lund and Jerry
Sarracco. Ed also reported the current owners will let us know if other
parties show interest. Lastly, Ed commented on the Chapter becoming a
501c3 organization, and the inherent benefit of tax-deductible
contributions from members.
Other topics; The May 14th Chapter meeting will be held at Mancini's
restaurant. $20 per person. The menu will be steak, chicken or fish. There
will be door prizes, EAA's Norm Peterson is our speaker. Last year's
speaker Chuck Larsen may show up too. Sign-up sheet passed.
Due to circumstances beyond his control, Tim Reberg had to step down as
committee leader for the Fly-in Breakfast. Leif Erickson has taken over.
Jesse Black commented that Ms. Strofuse, of some people may have heard
speak, and a WASP in WWII, has recently been inducted into the Minnesota
Aviation Hall of Fame.
John Schimdt showed us the magazine of the Sport Aviation Association.
It's a new organization started by Paul Poberezny, baring a striking
resemblance to what the EAA used to look like. Dues are entirely
For the purpose of tax-exemption, the following was read, accepted and
voted upon at the meeting.
The Chapter members unanimously approved the following resolution.
BE IT RESOLVED, that Robert J. Waldon, Treasurer, shall undertake to
obtain counsel, pro bono, to effectuate, Internal Revenue Service filing
necessary for recognition of exemption under IRC Section 501(c)(3).
Editor’s note -- Chapter member Dennis Hoffman has gotten his lawyer
to provide counsel for the Chapter, to file the necessary paperwork. If
you are in favor of this action, be sure to thank Dennis for his efforts.
Nick Stolley introduced the program speaker for the meeting, Darrell
Bolduc, president of Bolduc aviation at Anoka County-Blaine Airport. They
specialize in aircraft engine maintenance and overhaul.
Mr Bolduc based his presentation on questions asked from his audience, and
the most frequently asked questions from customers. The following is a
summary of the discussion.
Engine Oil- What is the best?
Aeroshell Straight Weight
Exxon 20W-50 Elite Oil - corrosion prevention properties
Exxon now produces 100wt also
Very important to pre-heat engines. BUT DO NOT LEAVE PLUGGED IN. Will keep
moisture circulating inside engine, causing protective oil to wash away,
leaving bare metal. Also, to reduced moisture inside engine, remove oil
cap after shutdown until engine is cool. Don't forget to replace.
95% 50wt oil, 5% ether. May not harm engine, but probably won't help
Nice because they keep belly clean, but they also recirculate acid laden
moisture back into engine, and could hide a potential problem shown by
increased oil consumption.
Pull through engine before starting?
No seen benefit in horizontally opposed engines.
Marvel Mystery Oil-
Also known as penetrating oil. Perhaps best additive.
If a part is rusty, a pre-oiler won't help.
Leaning on lean side of peak exhaust gas temp-
Won't hurt engine, even helps engine. Can get same power by increasing
Only works on fuel injected engines, carbureted engines will run rough,
to uneven mixture. Lean mixture will cause cylinder head temps to fall,
reducing chance of
cracking. Quoted "The Aircraft Engine and its Operation" from
Pratt & Whitney.
Use leaded fuel for first 100 hours, to get protective coating of lead on
valves and valve guides. After that, no known detriment to use auto fuel.
Meeting adjourned but called to order again to have 2 out of 3 EAA Air
Academy scholarship applicants introduce themselves to the chapter.
Amir Mohammed and Ben Wilkes talked about what influence the EAA Air
Academy will have on their aviation career. Unfortunately, the secretary
missed the main points. Amir works very hard for South St Paul flight
services at Fleming Field, among two other jobs. Ben Wilkes works for a
repair shop. Both showed a strong motivation to be active in aviation,
either professionally, or recreationally.
Meeting reajourned at 8:50PM.
---- Minutes by Nick
|John & Steve’s Excellent
Chapter 54 member John Renwick and his English friend Steve Markham
Flew down the Mississippi and went to Sun-n-Fun.
Well, we made it! As reported in the February newsletter, my English
friend Steve Markham and I planned to fly my 65hp J3 to Sun-n-Fun via the
full length of the Mississippi river; starting from Lake Itasca, following
the river's current (well, a little faster!) to New Orleans, and then via
the Gulf coast to Lakeland. Planned departure date was 4 April, and we
thought it would take 5-1/2 days to get to Lakeland. I planned a bit
optimistically, as it turned out.http://www.visi.com/~jkr
(click on the picture of the Cub). Pictures and a map are there too.
You'll see that we landed at a total of 46 airports in thirteen states. We
were comfortable flying about six hours a day at most, averaging about 4-1/2 hours. (We weren't in any great hurry!) Average
ground speed was 58.5 knots (yes, we eventually did find some more
favorable winds). Total mileage was almost 3200NM, averaging 269 per day.
Total flying time was 54.6 hours. A wing tank gives my Cub a 25 gallon
fuel capacity, so we only refueled about every other stop. Most of our
takeoffs were at
For the last half of March I busied myself with getting the Cub out of a
hangar buried in snow and locked in ice. Bad time for a long winter! To
make a long, aching story short, I got the plane out and fired up just in
time to get it down to Belle Plaine for an oil change and a blessing by
its mechanic, Jim Drometer, and back to FCM before the melting snow made
Jim's sod strip too soggy to use. As a precaution, I asked Jim to replace
the wheels, brakes and tires with new Clevelands. The original Cub brakes worked fine, but the tires were showing some wear and
I have no idea how old the BF Goodrich brake expander tubes are;
replacements are not available. I really didn't want to have problems in
that area during the next fifty-odd hours of flying! (The new brakes
worked flawlessly throughout the trip.)
First thing we did after Steve arrived from London on April 2 was change
the plan. The weather forecast for the next few days looked really awful,
but we could see a window to the south that we could get into if we were
quick about it. So instead of taking a day for jetlag recovery and
primping the airplane before taking
off for the headwaters, we gave it a quick sponge bath and high-tailed it
downriver the afternoon of April 3. Good idea (thanks, Steve!): the bad
weather closed in quickly behind us! We flew the next few days in haze or
under low ceilings, with a persistent headwind that held us down to 50
knots or so of groundspeed. Well, heck, we wanted to spend some
low-and-slow time flying and
seeing the scenery, didn't we? Why else would we decide to make this trip
in a J3?!! (Grin!)
We kept a pretty detailed log of the trip, and you can see all the stats
on my web site:
maximum gross weight of 1220 pounds.
Our first overnight stop was in Dubuque, Iowa. Next was in St. Louis,
after cruising right by (but not through!!!) the Gateway Arch. We had one
small weather delay on the third day. Shortly
after departure from a rest stop at Reelfoot Lake in northwestern
Tennessee (0M2), it started to rain a little, the ceiling came down to
500' AGL and we turned back. We called Flight Service, and the very
helpful, courteous briefer said not to worry: it'll be VFR in an hour! So we took a look around at where we were, and found it
to be a very picturesque lake with a cypress swamp at its edge and a
resort with an excellent restaurant built over the water. And it just happened to be lunchtime! We did just what any
sane, hungry, grounded pilot would do, and had a delicious meal of
Mississippi catfish. Yum! And sure enough, by the time we'd finished that,
the ceiling had lifted, just as the briefer said it would. Either we were
very lucky, or that briefer really wanted to help. A lot of both,
The third night was in West Helena, Arkansas, at a pretty little airport
that was home to lots of ag planes and cropduster pilots. We shared a few
after-work beers and amusing conversation with the FBO crew. I'll always
want to go back there! Our fourth RON was Friday night in New Orleans. We
cheated to get there, because we were a little short on time and we were
looking ahead at some
airports that didn't serve fuel: after hamburgers in Natchez, Mississippi,
we left the river above Baton Rouge and cut cross-country (cross-swamp, as
it turned out) to St. John the Baptist Parish airport, just west of New
Orleans on the shore of Lake Ponchartrain. We refueled there, called New Orleans tower, and got
permission to fly east through the Class B airspace, following the
lakeshore at or below 1500', to Lakefront Airport. There we found a hotel
and went in to the French Quarter for food and entertainment on Bourbon
Street. Man, that's one crazy place, and who knew crawfish tails were so
delicious? (Well, many people do, just not us!) Take me back for some more, pleeeease!!!
Saturday while some of our Florida-bound friends up north were
feeling headwinds that would have stopped our J3 dead in its tracks, we easily followed the Gulf coast from New Orleans to
Tallahassee. I never saw such endless beaches in my life! The sand was so white I thought I was in Minnesota! (Not!!!) In one
place the blowing sand had covered a parking lot and there was
a front-end loader there to remove it. It looked so much like the snowy parking lots of home, I started to get all weepy (Not!!!).
Fog buried the Tallahassee airport until mid-morning of our last day southbound, so we took the opportunity to change the Cub's oil.
After one more very relaxed day of traveling and waiting out the afternoon airport closure, we made it to Sun-n-Fun Sunday evening.
We enjoyed the show for a day and two nights, then started home again Tuesday morning.
The trip home was as nearly a straight line as we could make it: stops in Auburn, Alabama (beautiful place!), Sturgis, Kentucky,
and Galesburg, Illinois (aptly named, at the end of a very windy Thursday). We arrived back at Flying Cloud late Friday afternoon,
and pushed the Cub back into its hangar literally just as rain began to fall -- the first since our minor delay in Tennessee!
We really couldn't have been luckier with the weather.
Because we had skipped the headwaters part of the trip, we made an
"encore" flight the following day: up the river to a point past
Brainerd, then home via the shore of Mille Lacs Lake and highway 169. So we didn't see quite all of the Mississippi, but close
enough. Our goals really were to observe how the U.S. changes as
we passed from north to south, and to take in the flavor of the places where we stopped along the way. We surely were not
disappointed! We saw the season change from winter to summer and found many great airports and many wonderful people wherever we went.
The Cub performed perfectly for the entire time, the little Continental
engine seeming to run more smoothly as it shook off its long winter sleep.
As we were nearing home on the way back from Lakeland, Steve asked me if I
would do it again. After a sober pause of a few milliseconds to think
about it, I said YES!!! Then we began thinking about where to fly next.
I'll keep you posted as plans develop. :-)
------------- John Renwick ------------
|Steve Markam adds
John has done an excellent job of describing the ten days of pleasure
we shared flying his immaculate 1942 J3 Cub from the top to the bottom of
your country and back, but I can't resist adding a little to give an
English co-pilot's view of this memorable journey.
The whole idea came about during a trip I made with my wife in a rented
PA28 back in March 93. We had started at Tampa and after flying all around
Florida and the Keys headed west along the Gulf coast to see some friends
in Houston before returning to Tampa. Most of the flying was in solid IFR
as we were in the remains of a hurricane that had passed a couple of days
earlier. The flight west past New Orleans was the exception being perfect
VFR, the visibility was crystal clear for a hundred miles or more, and the
sight of the mighty Mississippi was so alluring as it stretched way out to
the north that a desire to fly along its length was born.
Last year we had the pleasure of John's company here in England and
managed to fit in a couple of flights in my 1951 Sipa 903 to a local
vintage aircraft fly-in and to the Shuttleworth aircraft museum. During
one of these enjoyable days the topic of my Mississippi ambition was
discussed and John added the idea of a "small" detour from New
Orleans to Sun-n-Fun to also satisfy one of his long held ambitions.
As April drew closer the details of the plan gradually fell into place.
First came the big decision - should we take a long slow leisurely look at
the country in the Cub or else fly the trip in the Cirrus of which John
owns a share. The Cirrus would be comfortable, fast, allow almost
limitless baggage, and with its IFR capability allow us some more
flexibility with the weather. The Cub won.
Both of us lost weight, me 18 pounds and John 25. Without that we would
have been at max gross with only a toothbrush each for luggage. The diet
meant that we would have at least a few clean changes of clothes and would
so be happier in each others company. Despite that there was little room
in the Cub and so our camping gear was shipped ahead in boxes to Sun-n-Fun
which later turned out to present a few anxious moments. I wondered if I
would ever see my 30 year old tent again.
At departure I was still feeling jet lagged from the Atlantic flight the
day before and had decided to give John the command for day one. The chill
wind and snow on the ground soon shook me into alertness and after a
couple of legs John said he needed a rest and I took control. Thereafter
we alternated as PIC which meant that we each had every stopping place in
our logbooks, either for the landing or the subsequent takeoff. On leg one
we did a compass check - the availability of North/South and East/West
roads made that easy to accomplish by flying a couple of times around the
block. Here in Europe the roads are never that straight and conveniently
aligned so that was a new trick for me. Another useful tip I learnt from
John was of waggling the Cub wings to give other air traffic a better view
- someone was approaching the same pattern as us but did not have us in
sight until John did that.
I can never get used to just how friendly and helpful FBO's are in the
USA. At every stop we were welcomed, had the use of superb facilities, and
given every assistance possible. All with no charge. The concept of
courtesy cars does not exist here in Europe. To be given a set of keys
without rental car form filling and expense makes air travel so much more
pleasant. I'm currently experimenting with a pair of roller skates whose
wheels retract into the
soles of the shoes as a way of getting around after landing at an
airfield. The alternatives here are waiting ages for a taxi or bus or
renting a car (if available). We pay landing fees at airfields in Europe,
typically 10 to
15 dollars a time. With our 48 landings that would have added a sizeable
600 or 700 dollars to the expenses of the trip without considering our
fuel cost which is more than double what you pay in the USA.
The trip down the river was magnificent. Every bit as enjoyable as the
dream. There are so many changes as the latitude alters, in geography,
wildlife, agriculture, housing, and of course climate. In the space of
three days we had moved from winter through spring to summer. The fields
that were white in Minnesota soon turned brown, light and then a lush
green. Several layers of clothing were removed as the cockpit temperature
rose from mid forties to mid eighties.
On arrival at Lakeland it was getting late. We had to wait for Sunday's
display to finish, held until arrivals were allowed in at 7pm, and then
taxied to the boonies for camping. I agreed to unload and tie down the Cub
while John headed off into unknown territory in search of the show's
shipping company. He eventually arrived back well after dark having to lug
both his own 30 pound parcel and mine the length of the airfield. By the
time we had put up our tents and headed for civilization it was 9pm. I was
very disappointed to find that all catering was closed at that time and we
only just managed to buy a beer before that stall also closed. Did it
taste good ! My overall impression of Sun-N-Fun was of a pilot
friendly event but it lacked the superb quality of air traffic and ground
control that they have at OSH.
We were extremely lucky with the weather both on the outbound and return
trips. Every evening and early morning I was glued to the weather channel
(again a US only thing) getting the big picture of severe weather almost
everywhere we were not. Tornadoes in Texas, torrential rain and flood
warnings in the north, 50 to 70 knot winds in the north east. It is true
that we had 15 or 20 knots on the nose almost all of the trip, a lot to a
Cub, but a small inconvenience in comparison. The computerised self
briefing terminals you have are superb both in quality and quantity of
information and ease of use. The latest TAF's, METAR's, radar images,
surface forecasts were available to us almost everywhere. Again we have
nothing of comparable quality in Europe.
Where to fly next ? Its going to be hard to make another trip of such
quality. Thank you John for sharing your Cub and to the entire U.S.
aviation community for having such a wonderful system of friendly
airfields people and systems.
------- Steve Markam --
|Editor adds this --
Steve Markham is a delightful, charming, and upbeat Englishman. He is a
sales rep for a California company that makes Virtual Reality simulator
systems for parachute jumpers. Many of these systems are used for training
“Smoke Jumpers”, and a lot of them are used by various government's
Armed Forces for training. The trainee hangs from the ceiling in a
parachute harness and can ‘steer’ his parachute around obstacles.
Steve and his wife, live on a small farm in England, where they have
sheep to keep their landing strip mowed. Steve owns three Sipa airplanes,
which were French built Army trainers. Although more than a hundred were
built, they used an unreliable engine, and have a narrow landing gear.
This combination resulted in a high attrition. There are only 12 left in
the world, and Steve and his wife own three of them. Steve has a
Continental O-200 in the one he is flying.
---- Bob Waldron Newsletter Editor
|CALENDAR of EVENTS
14 EAA Chapter 54 Spring
Banquet. Location is Mancini's Char House. The guest speaker is Norm
Petersen from EAA Oshkosh.
24 Aitkin EAA Flyin 8:00 - 3:00
12 - EAA Chapter 54 Fly-in.
|This note was e-Mailed to members, from Tim
Fellow EAA54 Chapter Members;
This message is a reminder that the spring banquet is right around the
corner. Details of the banquet are:
* Date - Monday, May 14
* Location - Mancini's Char House (Downtown St. Paul)
* Time - Social Hour begins at 6:00, Dinner is served at 7:00
* Cost - $20.00 per person
* Guest Speaker - Norm Petersen from EAA, Oshkosh
If you have not seen the sign-up sheet and you are interested in attending
the banquet, please advise me by May 7th so I can add your name to the
list. If you have any questions, please e-mail or call me.
EAA54 Events Coordinator
|EAA Chapter 54 is located at
3275 Manning Ave. N. Suite #7
Lake Elmo, MN 55042
EAA Chapter 54 NEWS Published monthly by Chapter 54 of the Experimental
Aircraft Association (EAA) for the use, education and enjoyment of chapter
members and others to whom it is provided. No claim is made for the
accuracy of the materials presented. Editorial content is the opinion of
the contributor and does not necessarily reflect the policies of Chapter
54 nor the EAA.
Submissions for publication are encouraged, and should be sent to:
EAA Chapter 54 Editor
3275 Manning Ave. N. Suite #7
Lake Elmo MN 55042.
or emailed to: firstname.lastname@example.org
Permission for other EAA Chapters to use portions of this publication
is granted, as long as credit is acknowledged.
Chapter 54 gathers at 7:30pm, on the Second Monday of each month, at an
announced location (we lost our Chapter House during the storm).
President - FrBilly@EarthLink.net
Dan Parker 651-430-1532
Vice President - ParkerDc@quixnet.net
Wayne Asp 651-436-6868
Secretary - Wayne_Asp@HP.com
Bob Waldron 651-430-9178
Treasurer - rjWaldron@mmmpcc.org
Directors Class II
Jim Lund 651-645-1408
Publicity and Promo Lund@isd.net
Tim Reberg 651-730-8574
Nick Stolley 651-702-9331
Directors Class III
Art Edhlund 651-439-5912
Ed Peiffer 651-462-2517
Scott Hutchinson 651-777-1872
Young Eagles Coordinator
Al Kupferschmidt 651-777-9257
Bill Schanks 651-645-2420
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