"IT'S AN OSHKOSH MIRACLE, BABY!!" These words, uttered by Velocity XL builder Jeff Barnes as sparks flew from my nosegear strut became the unofficial theme for my journey to Airventure 2002. It was my third flight to Airventure, but the first in my own plane. Malcolm Hart, a fellow canardian also based at SAF, was on board. His Cozy III, N296MH, was being repaired so, Malcolm, an Oshkosh veteran, graciously agreed to accompany me on the trip. A late start from Santa Fe, NM (SAF) found us flying through gathering darkness into Iowa. The flight was smooth and otherwise uneventful, the scenery along the way, spectacular. It was fun watching the ground "fall away" from me as I headed back to the lower elevations of the flatlands of the MidWest. Surprisingly, I realized I had missed the gentle rolling hills and subtle patterns of the MidWest farmland. Iowa City (IOW) was familiar to me as I had learned to fly in the area. I've done a fair amount of night flying, but not so much in the Velocity. A little high and fast on the approach lead to a very surprising shimmy on landing - the first I'd experienced in a Velocity. Somewhat chagrined, I taxiied back to the tiedowns - N724X seemed none the worse for the wear however. The next day dawned somewhat grungy but OK for flight and we were off. The cloud cover increased as we crossed into Wisconsin and we were eventually compelled to circle back to duck under a layer to fly the last 50 miles or so to RIPON. With the constant chatter of RIPON approach in our ears, we joined the flow streaming towards OSH. We made a uneventful landing on RWY 9 and taxiied behing a really nice Berkut to canard parking (thankfully mostly on paved taxiway!) Inspecting the plane afterward revealed abnormal side to side play in the nosegear. The reason: cracks in the gusset support welds around the pivot point of the nosegear! This discovery launched the series of events depicted below - an Oshkosh Miracle! Those receiving the CSA Newsletter covering OSH have already read about this, but here are the pics covering the fun. (CSA is highly recommended to all canardians and canard dreamers. See http:www.canard.com for details and join up! Terry Schubert does a fantastic job putting together a great publication and is a great resource himself) I would like to publicly thank the great guys at Lincoln Electric who did a great weld in less than optimal circumstances, my friends Malcolm Hart and Jeff Barnes, the folks at the Emergency Repair Barn of EAA 75 (especially Steve Beert and Ron White), and the Velocity factory (Scott Swing, Brendan O'Reardon, and especially my guru, Nathan Rigaud and his lovely and very patient wife, Rhonda) who made it possible to get back home safely. I know that several other people came and went during the repairs and played no less important roles in helping get N724X back in the air - to them, I also express my thanks. Drop me a line and I'd love to add your name to the list!

Rocking wings at FISK! The end of the journey. In spite of swarms of aircraft all converging on one point, it all seems to run smoothly. Bobbing along at 90 knots for any length of time this low to the ground in a Velocity feels almost alien but is necessary to blend into the traffic. The Fisk "control tower" is off camera to the left. You can see the legendary RIPON approach railroad tracks below. We were vectored toward RWY 9.	On final for OSH runway 9! FISK approach dropped us in front of a Lear jet being cleared for an instrument approach. Before I could key the mike, the jet pilot acknowledged the clearance and commented that there was a "slow moving little guy" in the way. Since I resembled that remark, I couldn't take too much offense. A quick 360 allowed the jet to pass and we landed gently on the white dot. Luckily, the nosegear held and the plane and I were saved the ignominy of an abrupt stop in front a very large aviation audience.	Tied down with all the other canards! What a thrill to join the ranks of the canard community and park alongside all those birds at which I had peered intently over the previous Airventures! I am struck at how big a Velocity XL is compared to most canards.	While inspecting the plane after landing at OSH, an abnormal side to side play in the nosegear was noted. The reason was readily apparent: the gussets supporting the pivot point of the nosegear had cracked all around! Further flight with the gear in that condition seemed imprudent so what to do? Nathan Rigaud and Scott Swing were an amazing help in strategizing the fix. Where to find a welder??? Not too far from N724X's tiedown, in sight as a matter of fact, was the EAA welder's workshop! I spoke to Joe of Lincoln Electric who volunteered to fix the part if I would bring it to the worshop building. He was surprised when he saw an entire plane roll up, pushed by Malcolm Hart, Jeff Barnes, and Nathan Rigaud past several forums worth of surprised OSH-goers. A few milk crates supplied by the now alerted EAA Chapter 75 Emergency Repair Barn crewmembers allowed the plane to be propped up and the nosegear partially pulled out to be repaired.
The Lincoln Electric team lept into action and with the strut held in position, they managed to start the repair.		It was a little awkward getting at the back of the gear. It took a little bit of tugging to position it correctly.
We made quite a sight: sparks flying from a plane parked on the street.			The final repair! Pronounced "stronger than new!" by the Lincoln Electric crew! You can see where the new welds reattach the gussets to the nosegear strut. Unfortunately, one problem remained: the nosegear was rewelded ever so slightly out of kilter such that as it pivoted upwards, the nosewheel caught in the door and prevented full retraction! Aargh!
The Oshkosh Miracle Team! Left to right: Nathan Rigaud in back with one of the Lincoln Electric guys whose name I didn't catch, Malcolm Hart, Joe and xxx of L.E., Velocity builder Jeff Barnes	The miracle continues! Just when I thought we were home free, we realized the nosegear pivot bolt's threads had been damaged. By this time, EAA Chapter 75 Emergency crew had already been involved. Steve Beert (seen at far left) and Ron White.	Poor N724X had to endure the indignity of being supported on milk crates and worktables. Where do you find a AN5 bolt at 6PM? Once again, EAA 75 saved the day and Jeff, Malcolm and I were treated to a trip across the runways of OSH as the evening drew to a close. We drove past F-16's and once had to give way to Harrier taxiing to tiedown. The folks at Basler's were relaxing by their hanger watching the day's activities draw to a close. Steve Basler himself took the time to dig up a bolt that we were able to use in the plane.	Troopers to the end, left to right - Jeff Barnes troubleshoots crashing servers over the phone, Nathan and Rhonda Rigaud stand watch over N724X
Thanks to the aide of the Velocity folks, Nathan, Rhonda, Brendan O'Riordan and Scott Swing, this situation didn't last!	An evening OSH rainstorm comes and goes and as the clouds clear we are treated to a beautiful OSH sunset.	The first day of my Oshkosh Miracle draws to a close. Shortly after this picture was taken, the pivot bolt was replaced with the assistance of the Emergency Repair crew who seemed to have every tool imaginable to do the job. We still had the problem of not being able to retract the nosegear. Traveling across half the continent limited to gear extension speed did not appeal at all. After consultation with the Repair Crew, a plan was made. N724X was rolled back to its original tiedown to await the next day.	The next morning, Malcolm and I arranged for an escort to the south end of the field. Under our own power, we taxiied down to the Repair Barn and set up shop in front. Out came the nosegear again. With the aid of Scott Swing, the nosegear pivot was ground down such that it could be offset a fraction of an inch to allow the nosegear to be retracted.
With the proper shift sideway, the gear retracted successfully!! Then, we realized that in shifting the nosegear ever so slightly sideways, it no longer locked into the captivator plate which formed some of the support for the landing gear!! Not to worry, Scott Swing worked some magic. Believe it or not, WITHOUT removing the canard, he was able to lead us through removing the plate!! For those familar with the landing gear system, this is QUITE a feat!!! Grinding the slot slightly wider allowed for the nosegear to work essentiall normally. We were ready to go!! The EAA 75 Chapter guys graciously allowed us to leave the plane in place here until our departure the next day. I cannot begin to thank the EAA 75 folks enough for supplying the expertise, materials and tools that enabled these repairs to be made. I even was able to sneak in a tweak to the pitch trim system to improve the nose up trim!	The next day, at airport opening, we joined the mass exodus of planes. We taxiied up from the south to the departure end of runway 18. It was an amazing scene as hundreds of planes of all sizes and shapes merged into a a grand parade.	It's our turn! The OSH controller cleared us for takeff saying, "Velocity, clear for takeoff, sidestep to right to avoid the Mooney just off runway" Couldn't help but smile as we eventualy did catch up to the Mooney!	The beautiful landscape of Wisconsin rolls by as we bid a fond farewell to Oshkosh and Airventure 2002! Little did we know that there was more "fun" to come!
We make a pit stop in Shenandoah, IA to check weather and gas up for the push home to New Mexico.	On final 22 at Shennandoah.	Our flight from OSH to SAF took us between two weather systems. Here, we soar along the edge of the front, weaving around the buildups. Surprisingly, the air was smooth and the view, spectacular!
Soon, however, it became apparent we could no longer go over the top so ....	... we ultimately duck under the layers. Shortly after this point, clear skies remained, the front left behind. It was while weaving around the clouds, my alternator failed. As if the nosegear wasn't enough!! Given the choice between crossing 100+ miles of empty desert and diverting to a close by airport, we chose the latter. To Liberal, Kansas (LBL) we went and the end of our flight that day.	The miracle continues! Malcolm at Liberal, KS. (LBL) We ended up doing some more tinkering on N724X with the help of Mr. Lyddon of Lyddon Aero Center, Inc. He and his crew were fantastic and after determining that the alternator itself was the problem, allowed Malcolm and I to use his shop's tools and equipment to effect repairs. Malcolm and I met many helpful people that day but in the end, N724X was stashed in a hangar and we ended up in a rental car driving to Albuquerque - Ugh! I was reminded how much I hate driving long distances as we drove the 6 hours necessary to cross the distance of a less than 2 hour flight. Thanks to Mark Langdoll, Malcolm and I returned a week later with a new alternator which, when installed, worked perfectly. The Airventure 2002 journey was nearly complete!	Returning to SAF! The MX20 terrain map points the way. After seeing nothing but black while flying in Iowa, seeing the mountains of New Mexico laid out for me is very comforting.
The nosegear strut has got to go! Velocity had graciously offered to upgrade the strut to its current, reinforced model. This time, at home base, I decided to make life easier and remove from above. The canard cover is removed, exposing the back of my panel and all the gizmos on the canard. Everything is labelled before disconnect to insure going back to the right place! We can get everything disconnected and the canard off in about 15 minutes.	The canard is off and the keel covering plate removed. Believe it or not, the cover plate was removed and the captivator plate removed WITHOUT removing the canard!! I still can't believe it, but Scott Swing made it look easy. The front of plane is to the bottom left of pic. Hydraulic dump valve center right. The elevator torque tube is seen in center of photo. Directly beneath is seen the shock (red rings) The bolt connecting the overcenter linkage (seen extending up toward top center pic) was removed along with the pivot bolt, allowing the shock and the nosegear strut to fall out the bottom of the fuselage as one unit. This enables one to remove the nosegear strut without disturbing the remainder of the nosegear apparatus and their adjustments.	N724X rests on a sawhorse. The canard rests at the end of the hangar.	The bird looks odd without a canard!
Pair of jacks (Model 12 from The Jack House, http://www.jackhouse.com/) are used to hoist up the plane. While the nosegear strut is off being repaired by the factory, we start the 100 hour condition check.	A final miracle caps Airventure 2002! As we are putting N724X to bed, now sans nosegear, a half-dead parakeet flutters to a stop on Malcolm's car. A helpful finger is accepted and the bird now dubbed "Elvis" finds a new home with Malcolm.

Comments, questions, and suggestions are welcome! email: rich@rguerra.edu

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