VG-21 Squadron







Once again, I apologize for the delay in getting this in the mail to you. Lee takes the blame. He’s been very busy helping Varga owners at the Varga Service Center, working on a Varga for the local airframe FBO, and helping entertain a number of houseguests, plus a trip to the Midwest visiting family. He also promised to cut back on his involvement in ferrying aircraft and doing pre-buy inspections. He’s still doing it so I’m not holding my breath.

Parts for Sale - As you recall, the membership was advised of the e-Bay for sale item that was listing a stockpile of parts. There was a great deal of discussion of whether the club should purchase this lot of parts and after a great deal of conversation and investigation, it did not seem to be a viable transaction. At one point, it looked as if the repair facility here at Lampson that has been doing Varga wing repairs was going to make the purchase of a limited number of these parts but the cost of picking up, transporting, and storage discouraged him from pursuing the purchase. We certainly don’t want these parts to go to the scrap yard. If someone has a solution to this, let’s hear it!

We had a request for fuel line hoses and as the ones on our Varga were getting up in age, we obtained two aircraft sets of hoses. The person who requested the hoses, in the meantime, found another source for his hoses, so we have a set available, for my cost plus shipping.

Aircraft for Sale

$44,000. 1976 Varga 2150A, TT 1,000, audio panel/marker beacons, KX155, Garmin 326A transponder/Mode C, vernier mixture, aux power plug, new altimeter and tires, good paint and interior, RCAF paint scheme. Contact - Hal Gosling, 562- 596-2421 or

$33,000. 1979 Varga 2150A, TT 1612, Collins VHF251, V[R-351, TDR-950 e/w/encoder, intercom, EGT, canopy cover, maintenance and parts manuals. No damage history. Contact Ron Stapleton

$57,700. Stuart Hampton has reduced price. See last newsletter for info.

Morrisev/Shinn/Identifier — We would like to thank Buddy Wyatt for all his efforts in investigating how to change MOR2 back to VG-21. For all the reasons listed forthe delay in this newsletter, I have not been able to dig in our archives to send him the needed information. If any of you have anything that refers to VG-21 being the FAA’s identifier code. He needs magazine articles, personal knowledge, documents, statements, etc. etc.

After prolonged efforts, Buddy Wyatt learned that the following is what it takes to get the identifier code changed back to VG-21:

The type designator change (MOR2 to VG-21) can take place if justification can prove there is indeed a valid reason.

A letter has to be written outlining the justification to include all statements,, documents, past history, when it was changed from VG21, why it was changed, paperwork when it was changed, what was it before VG21, why was it changed, how was it change.

This justification “CANNOT’ be because we are a bunch of “good ole boys/girls” and really want the type changed because we think it would be cool and like it better than MOR2, which it is now.
This letter will be sent to FAA Headquarters in Washington, DC and if we satisfy the justification it will be sent to a specialist to draw up the Document Change Procedure, which, I understand, is a document FAA sends to all the people they have do their publications and notify them of the type change so the publisher can make the change at the next scheduled printing of the particular manual.

The document will also be sent to Lockheed/Sperry/Raytheon so changes can be made in all the computer software used by all the approach controls and center and towers with D-brite and/or STARS systems. This has to be done so when the controller inputs our aircraft type into the computer it locks on to the flight characteristics specific to OUR aircraft; ie. rate of climb, descent, airspeed, etc. etc. so the computer can track us and if it sees something that is out of the parameters of what’s in the computer in the default setting for our aircraft, it will alert the controller of a possible problem. The publisher and computer software technicians would then send the FAA a bill for all this and the FAA would pay it. The FAA told Buddy they did not have a firm price of how much this would cost but estimated it to be where between $5K and $20K depending on a lot of variables. Again, we would not be liable for this cost.

Now for the BIGGY --- this process could take as long as 2 years to complete AFTER they receive the paperwork from us.

The FAA rep did seem optimistic. It would be interesting to know why they made the change but suspect it was done in memory of Bill Morrisey. Our comment is, we have seen a number of Vargas with VG-21 prominently displayed on the aircraft, and not one with MOR2.


Please folks, do what you can to help us and Buddy to get this changed back to VG 21 Buddy’s address is:

Buddy Wyatt
Air Traffic Manager
Serco Management Services, Inc.
965 Airpark Drive
Bullhead City, AZ 86429

Member Contribution

A special thanks to Bob McArdle for sending us the following write-up!

‘After reading many accident reports involving Varga aircraft and talking to owners like Gene Lake, Ralph Haven and others concerning fuel siphoning, I decided to change my vent system. Upon investigation I found that my aircraft had been involved in two fuel shortage accidents early in its life (neither documented in the logs). After reading over Ralph Havens 337 in one of the newsletter I thought this should be an easy mod. Little did I know that it would be a bigger job that anticipated. I removed the inspection covers from the right wing and checked out where the old vent system lines went. Looked easy enough. After ordering some tubing from Spruce, I removed the wing tip, disconnected the old vent from the tank, removed all the old vent from the right side and installed the new vent tubing with three brackets attaching the tubing to the wing ribs. The end was bent down through the wing a couple of inches and scarfed forward to pick up ram air. The strobe assembly and wing tip were replaced. I had to cut one 4” hole to remove one piece of old vent. (This was not necessary on left wing as flat was removed on left wing and the old vent could be gotten to easily.) So much for the right wing. A piece of cake. Onward to the left wing. This is where things became more difficult. Upon removing the inspection covers from the left wing, I discovered that the vent tube coming out of the tank was secured by a blob of JB weld. Naturally, upon touching it, it came apart in my hand. Now I had the job of removing the left tank. Following the directions in the maintenance manual, I removed the left wing, placed it on a couple of padded saw horses and began the job of removing the tank. The manual says drill out 70 rivets and remove eight bolts. The AN rivets went OK but the cherry rivets had to be chiseled off. I then removed the rib, unfastened the tank straps and proceeded to remove the tank. However, one first has to remove the tank filler. It should unscrew easily. Wrong. I tried every method I could think of to remove that filler neck, finally resorting to hammer and chisel, thinking I would have to buy a new filler neck and cap. Took the tank to my local fab shop and they removed the old weld and welded a new piece of tubing to the tank. L When I removed the fuel hoses and screens they were almost completely blocked with yellow sloshing compound. The inside of the tank had it floating around as well. I sloshed the tank with two gallons of acetone a couple of times to remove all the old junk, sealed all the seams and rivets on the outside with pro-seal and filled it with gas.


Nothing leaked, SO I reversed the process and put it all back together. I was able to save the old filler and cap. One thing I did find was the right wing was much newer than the left (no documentation in logs). After then hours the system is working perfectly and I wish to thank Lee for his many c-mails, info and pictures. Also Gene Lake and Ralph for bringing this mod to my attention. Had I not removed the tank, I would not have discovered all the junk in the tank screens and probably would have an engine stoppage at some time. PS: Both my IA and I worked on the project.”

Maintenance Item

We felt that with Bob McArdle’s write-up on fuel tank vent system mod, a maintenance item with this newsletter would be too much “nuts and bolts”. So, attached with this newsletter is a customized annual inspection worksheet for VG-21 owners. We have a local maintenance shop using this document and they like it. We have found that the “average” annual takes 14 man-hours to accomplish what is on the worksheet. Our thanks to Shirley DaMotta as she is the VG-21 member who produced this document for us.

Contact Information — If you need us, here’s our contact information:

Lee & Pat Beery
3450 Shoreline View Way
Kelseyville, CA 95451

Ph: 707-279-0259

Happy Flying

Lee & Pat