VARGA – SHINN – MORRISEY - OWNER
APRIL 10. 2007
Our thanks to Shirley DaMotta for her efforts in getting the last two
Newsletters created and mailed to you. Distance caused a lot of problems so the
Beerys are back.
I received a Triennial Aircraft Registration Report from
the other day. If you need to update your registration, contact; Civil Aviation
Registry AFS750, Mike Monroney Aeronautical Center, P.O. Box 25504, Oklahoma
City, Oklahoma 73125-0504.
West Coast Fly-In
The second annual West Coast Varga Fly-in will be held at
October 6 & 7. The event will be hosted again by members, Dave Casey, Brian
Chersky, and Bob Dusair. There is a Raddison Hotel right on the field at SMX and
hopefully they will give us a discount as they did last year. The rates were
between $100 and $120. Free overnight tie-down whether or not you stay at the
Raddison. Either way, you must check in with the hotel for a ramp pass. Raddison
phone number is 805-928-8000. Please contact Dave at 714-206-8336 or Bob at
805-602-0146 for more info or to RSVP. I’m sure we will be putting out another
Newsletter prior to this fly-in and we’ll include any additional info.
Shirley DaMotta, being much more at east with the computer than either one of us
felt that the way to go would be to have a website for the VG-21 Squadron. We
had mixed feelings about this subject because there are already two websites for
our aircraft type. The two major reasons we really prefer to operate as we have
for the past umpteen years is for one thing, nobody would join the squadron,
they would simply use the website. Another reason, not 100% of the members have
computers or want to use them for this purpose. We didn’t see any time savings
if we still have to produce a hard copy and send a copy via snail to mail to
those that prefer it that way. If the majority want to go hi-tech, our
participation would be limited.
Hold-Your-Breath-Episode No. 2
(by Shirley DaMotta)
We contacted Shirley DaMotta to see if the FAA had changed any information on
her unfortunate off-field landing. She replied with an e-mail saying that
there’s been no significant information since the preliminary report of the
cracked oil cooler. She then told us about the episode with her replacement
Varga. With her permission, here’s the story:
I LOVE the new Varga. I had another hold-your breath episode, however, and this
time I’ve decided to just “do” the overhaul. This engine has 1400 hours on
it, but only 20 in the last 5 years (not including the 10 I’ve put on
it since January), and no major overhaul in its 30 years. It was burning almost
“no” oil, and compressions were good, but after the accident in October,
every timer I climb in, I think about what potential problems may or may not
have been addressed in those 30 years. I know you can read through the logbook,
but that isn’t always a clear picture. By all outward signs, it has been well
maintained — it was housed in the heated hangar belonging to the previous
owner’s A&P who I think put some of those 20 hour on it while maintaining
whatever he noticed needing attention.
Anyway, flew to Phoenix Regional (about 30 miles south of
) and did some slow flight and some touch-n-goes. It was running fine, but in
the last climb-out, it “hiccupped a couple of times and then powered itself
back to about 1500 rpms. I thought it was going to quit, but it maintained that,
with pressures and temps still in the green, and we turned around and landed
there. Did a run-up, and it was rough on both mags. Added power and leaned a bit
and that made it worse so we tied it down and a friend picked us up. I was
thinking maybe “stuck valve.”
Went back with mechanics and compressions were good, valves were fine, but it
was still not getting full power... barely 2200 rpm in full power static run-up,
They said it seemed like a carburetor problem, so we removed the carb and had it
overhauled. Replaced it and then got 2400 rpm in full power static run-up. Flew
it back to
without incident. But I’ve had enough, and this time I’m not fooling round
- I’m doing the overhaul.
Lycon (at Falcon) has had it for 3 weeks now. When they got it apart, I went
over there and they said whoever did the oil pump AD in 1996 used the wrong
hardware when they replaced the oil intake tube and did not safety wire the oil
pump (that’s what I mean about the logbook not always being a clear picture of
what you have). There is also a hairline crack in the crankshaft! They said with
some luck, it may just be surface thing, but I’m preparing myself for having
to buy a new one. The exhaust system and oil cooler have been sent out for
overhaul and/or replacement. They will replace my Bendix mags with new Slicks,
and also 4 new Lycoming cylinders. Of course I’m replacing all the hoses,
gaskets and hardware that I can, solenoids, etc.
Shirley went on to say that
while the engine work is being done, she is re-doing the interior which we will
put in the next Newsletter.
Product Review — April
(by Lee Beery)
We know we
are always asking members to
contribute items for the Newsletter and we’ve had limited success with that.
Just recently we had the opportunity to upgrade the GPS that we’ve been using
to a different brand and it gave us the idea of why don’t we do a product
review in the Newsletter as. we are sure many members have experienced positive
and negative results with items they have installed in their aircraft. We will
kick off this feature in this Newsletter doing a review on two popular portable
A couple of years ago, I flew to the Copper State EAA Fly-In
using my Apollo Fly Buddy and experienced a few navigation problems. So it was
time to get a GPS. I purchased a used Garmin 196 (gray screen) and entered the
era of GPS navigation.
This unit served me well but I did find it difficult to operate. I even
designed, built and sold several support tables for the Garmin unit. The one
major problem with the 196 is the small screen.
Then a friend introduced me to the Lowrance 2000C Air Map, color and terrain
mapping. In contrast to the odd shape Garmin, the 2000C is more book-like and
comes with a perfect mount system for VG-21 aircraft. The display is a third
again larger than the Garmin and very easy to read all text. The three nay pages
of the Garmin cannot compare with the nine pages you will find in Air Map 2000C.
Both units use Jeppesen data base. Jeppesen updates for the Lowrance units are
free but cost $35 for the Garmin.
In my opinion, the 2000C is twice the unit I replaced and is
easier to use. If you compare prices you will find the Lowrance discounted to $795
while similar units like the Garmin 296 are selling for $1495 (Trade-A-Plane).
I have been using the 2000C for about six months and I still need to refer to
the manual or the interactive DVD because there is so much more in this unit you
can employ in day- to- day navigation. If you are in the market for a “state
of the art GPS”, I suggest you look at the Lowrance 2000C.
If I have upset any of you who are happy with your Garmin units,
I apologize. The Garmin does the job but with the Lowrance I was able to put the
magnifying glass back in my tool box.
Gulick and Buddy Wyatt have not sold their aircraft. Both being Shinn, and both very reasonably price. Refer to the last Newsletter for all the details.
Loss of Medical
(by Lee Beery)
On the original draft of this Newsletter, Pat wrote that I was dealing with
prostate cancer. I didn’t think that information should be in the Newsletter
and had her remove it. Then I realized that many of our male club members could
be faced with this problem at any time. Here is a condensed report up to
Last fall, my doctor sent me to an urologist because my PS number was elevated
to 7. I had no other symptoms. The urologist performed a biopsy (not much fun)
and presented us with the challenge of picking the type of treatment based on
the biopsy findings and a Gleason score of 7. We chose radioactive seed implant.
I lost count of the number of 1-rays and scans required. This procedure as done
by an oncologist from southern
as an outpatient, and get this - on
The procedure (I’d call it an operation) was not all that bad and within one
day, I could do just about anything. Everything went fine until I had to renew
my Medical last month. I passed the exam fine but my AME could not issue my
Class Medical certificate because of the prostate cancer. He was very good about
getting all the necessary documents to the FAA Medical Certificate Division in
. All we can do now is be patient and think positive, IT WILL BE ISSUED SOON. If any of you
fellows have some questions, feel free to give me a call.
(by Bob DuSair)
Bob DuSair contacted us about the feasibility of club members purchasing caps.
He asked us to forward an e-mail to all those who have an e-mail address. For
all those of you without e-mail, you need to visualize what we saw in the e-mail
attachment. We visualize it as baseball cap (not sure of color) with the pre-WVII
star and, according to Bob, it has VG-21 on the side. For a better description
and more information, please contact Bob DuSair at 805-602-0146.
Aircraft Data Sheet
(by Shirley DaMotta & the Beerys)
Included with this Newsletter is an Aircraft Data/History document. This is a
good rainy day project. It’s a one-place handy resource for maintaining
records of your aircraft information. We started this document when we first
obtained our Varga and have found it extremely useful. My Al (aircraft
inspector) thinks it’s a fine idea in the event the logbooks are lost. You
will also find it helpful when you sell the aircraft. All the data is in one
place. Hope you fmd this useful.
Pat & Lee Beery
707-279-0259 or varga@mchsi,com