The time was fast approaching for our annual pilgrimage to northwest Ontario. Judy’s mother is in an extended care facility, and we usually make the trip to Sioux Lookout for a visit with family and check with the staff to confirm details of Judy’s mothers stay in the facility.

The Buzzard was close to flying, but it had not yet taken to the air. It seemed like I kept missing the goals or timeframe I had set out for myself to get CIOCH (affectionally referred to as OUCH) into the wild blue yonder. I had originally thought that the start of June would be good, then I reset to the end of June. Here it was almost the end of July and Ouch was still on the ground. I had the motor installed and mostly set; the wings were on. The first was installed with help from a couple of golf buddies, the second installed with help from Jim Corner, Brian Byl, and Alex Fox. I was thankful for the help from the golf buddies but somehow it seemed much easier to install with the help of fellow pilots. Maybe a little knowledge goes a long way. I had spent some time getting the fuel lines plumbed and the wiring mostly finished and was waiting for the wind to co-operate, but it looked like I was going off to Ontario without a test flight. It seemed like another timeframe goal was going to go unmet. I was really hoping that the flight could happen before I left, and I would be traveling with the knowledge that I had a flying airplane to come home to. I was at the field Saturday evening the 27th of July and we were leaving for the east on Monday. I prefer to travel during the week and enjoy the slower pace with less traffic.

I was doing the odd little clean-ups and had the airplane out of the hanger and noticed the wind was starting to lighten up. Things might work out for a test flight yet. The breeze was light and from the north and I thought if this high speed taxi feels right then a circuit would certainly be a possibility. Rolling down 34 the plane got light in less than four or five hundred feet and there I was floating down the runway gaining altitude in an old friend. The Buzzard climbed out easily, slowly and gracefully with the easy flying characteristics I missed while flying the speed wing. I did one short circuit and landed back on 34. Hardly a remarkable flight but longer that the Wright Brothers did the first time out and this was a first flight for a rebuilt bird. The propeller seems to have too much pitch as the motor did not come up to the expected rpm. There are some trim issues for me to take care of and as always little things that one expects when getting a bird back in the air, but I could go the Ontario knowing that I had a bird to fly when I returned.

My trip to Ontario had some interesting aviation related experiences.

I think I mentioned that my nephew is an AME with a float plane operator in Sioux Lookout. He had bought a Suzuki 1.3 litre auto conversion with the Raven redrive setup ready to go for his Zenair 701. The motor was on a 701 so the mount and all was purchased as a package through the internet. Problem was, when the guy took it off the 701, he used wire cutters to remove the engine instead of unplugging the connectors from the ECU. I thought this would be a good way to spend a few hours and help someone out and learn some more about wiring my G13BB should I decide to install it in the Buzzard. I previously did the G10 3cylinder model, but it just did not have enough power.

It certainly took more than a few hours and there were some real issues with the original wiring but a little time and the tests showed she was ready to try. I certainly have a better understanding of the wiring of Suzuki auto engine for aircraft use.

I also met an internet friend that lives in the area and helped him with some problems he was experiencing with a GPL starter on a Rotax 503. We then did some adjustments on his brakes and a few things that needed done to keep his plane airworthy. He had changed his brakes to a disc system with a cable pull for an actuator. He had put the cables into the pull leaver incorrectly and some of the cable frayed and was causing binding on the system. We were going to go for a short flight when I discovered the brakes pulling so hard to one side that it would have made a safe flight not possible. There was also a problem with the nose gear that we took care of. Finally, the radio was emitting a loud squeal when the mike was keyed. That plane stayed on the ground. I have heard it said more than once that an accident is more likely to occur when numerous little issues go ignored. This plane, a Challenger II, needs a few more things corrected.

The long weekend in August is the annual Blueberry Festival and as part of the festival, rides are offered in the turbine Otters and 206’s that are part of the fleet that my nephew takes care of. This is the same outfitter that had a plane upset on takeoff last year, but I was still interested in a ride in the Otter if that could happen. I had to go to town to pick up some ice for an afternoon gathering and as I passed the float planes I noted not much of a line. I walked down talked to the guys and was told I could hop in the right seat of the Turbo Otter. I ran back to my car and grabbed my David Clarkes and strapped in for another adventure. It was a joy to fly in the Otter and talk to the pilot as we flew over the water. The turbine was much quieter than you might think and the acceleration for a plane of that size on the water was nothing short of amazing. It took no time at all to get on step and it quickly leapt into the air. It was a great experience and one I would like to try again.

Summer is coming to a close and though there is no meeting this month. We are back at the aerospace museum for the September meeting on the 11th. Until then; good lies and smooth skies.