59 GRAPEVINE Waco, Texas

Chapter 59 membership is only $15 for the
first year, a bargain at
twice the price!
59 GRAPEVINE Waco, Texas
3 Time National Award Winning Publication of
EAA Chapter 59 ....and the LAST WORD on Sport Aviation in Texas!
Vol. 52, No. 6
June 20, 2012
Going Strong for 53 years!
EAA Chap. 59 meets the 1st Sat. of each month at the EAA hangar (PWG)
VISIT THE CHAPTER 59 WEB SITE AT:
WWW.eaa59.org
*READ THE CHAPTER 59 NEWSLETTER IN COLOR ON THE WORLDWIDE WEB*
Bill Skinner, 1920-2012
Inside this issue:
BOD Minutes. . . . . . . .
P. 2
NOTAMS/
Wasp Event . . . . .
P. 3
Announcements, etc. . . P. 4
Bill Skinner . . . . . . . . . . P. 5
Ranger Fly-in . . . . . . . . P. 7
First Mission, Part 1 . . . P. 10
Pancake Breakfast . . . . P. 12
Projects . . . . . . . . . . . . . P. 13
Calendar of Events . . . . P. 15
Classified Ads . . . . . . . . P. 16
********
Bill Skinner with Joe Stahl, two great World War II veterans &
Chapter 59 members.
MEMBERSHIP: Full membership in EAA Chapter 59 is $25 per year, which
includes the monthly 59 Grapevine newsletter. EAA national membership is
required. Introductory membership is $15 (first year only) and includes full
privileges. EAA national membership is not required. Send check payable to EAA
Chapter 59, to Kenneth Langley, 1103 Evening Sun Lane, McGregor, TX 76657 .
NEWSLETTER SUBMITTALS: The next 59 Grapevine will be published on July 20, 2012. Please
submit inputs by July 10, 2012, to Mike McMains, 325 Bluebonnet Circle, McGregor, TX 76657, or via
e-mail to [email protected]. Business card display ads available. $10 per month or $100 per year
(two months free). Contact or mail ads to Kenneth Langely, 1103 Evening Sun Lane, McGregor, TX
76657.
CHAPTER 59 MEETS THE FIRST SATURDAY OF EACH MONTH
FOR A BREAKFAST FLY/DRIVE-IN FROM 8 AM TO 10 AM, &
EACH THURSDAY FOR LUNCH AT 11:45 IN THE EAA HANGAR
AT McGREGOR EXECUTIVE AIRPORT (PWG).
Page 2 - 59 Grapevine - June 20, 2012
EAA CHAPTER 59 - WACO, TEXAS
2010-11 OFFICERS:
President . . . . . .
Brad Moffett
Vice President . . . . .
Pat Baucum
Secretary . . . . . . .
Monty Suffern
Treasurer . . . . .
Kenneth Langely
OTHER MEMBERS OF THE BOARD:
Kenny Grisham
Bill Lloyd
B.J. High
WD Brown
Gene Franklin
David Wilson
CHAPTER 59 APPOINTED POSITIONS:
Technical Counselor:
Joel New
Flight Advisor:
Mike McMains
Membership Coordinator: Pam Brown
Building Ops. Chair:
Bob Coomes
(254)855-3777
(254)379-1382
(254)744-8841
(254)744-9313
Education Coordinators
Activities Coordinator
Food Coordinator
Webmaster
John Lawson
Rich Hewgley
Jon Botsford
Web Editor
Historian/Librarian
Brad & Hollie Moffett
Kenny Grisham
Jon Botsford
Ron McKinley ...........
[email protected]
Dave Clay
[email protected]
Jay Powell
(254)867-0474
(254)848-9072
(254)723-2558
(254)715-5117
Newsletter Staff
Editor . . . . . . . .
Proofreader . . .
Mike McMains
Sue McMains
EAA Chapter 59 Board of Director’s Meeting
June 5, 2012
Meeting: Brad called the meeting to order on June 5th at
6:35 pm.
Attendance: Brad Moffett, Pat Baucom, BJ High, Pam Brown,
Gene Franklin, Kenny Grisham, Ken Langley, Rich Hewgley,
Bob Mangus, Jay Powell.
Minutes: A motion was made and seconded by Pam and
Kenny to approve the last meeting's minutes .
New Business: Paul Fugate's scale P-40 Warhawk has been
offered to EAA 59’s museum. A motion for EAA 59 to accept
this aircraft as a “static display” was made by Kenny Grisham
and seconded by Pat Baucom. As a small part of our gratitude,
EAA 59 members will clean up the aircraft along with the rest of
the Fugate hangar. We will also move the other items in the
hanger to other locations for him. All board members voted in
favor of the motion.
Security Issues: Three new combination door locks were purchased for the 3 entry doors. They were changed out and tested
after the meeting by Pat Baucom, Brad Moffett, and Rich Hewgley. A Video surveillance system was discussed and it was
decided that other security measures would follow.
Financial Update: Ken Langley gave everyone a copy of the
Profit & Loss YTD comparison along with the balance sheet.
The two reports show that the Chapter is in good financial
health. The board is looking into options on how to improve the
Chapter hangar and its resources.
Ken Langley said that our septic system contract needs to
be renewed and that he would take care of it.
BJ High made a motion and Pam Brown seconded it, to
move the balance in the Chapter’s Pay Pal account to our regular bank account. After further discussion a vote was held and
passed to move all funds from this account into our normal account.
Troy Walker from Greenville, IL, a headset winner, sent us a
check for $24 dollars to give a deserving person a free membership. Please submit all candidates to Pam Brown by the end of
the next Saturday event.
Trailer Sales: Only the 18 foot flatbed and the enclosed trailers
are to be in the bidding. The bids are for members only and we,
as a Chapter, have the right to reject any or all bids if the bids
are not sufficient.
Hangar Rent: Both of the “flyable” airplanes have been moved
out of our hangar. Kenny Grisham stated that the McGregor
(254)848-9072
Airport manager has viewed and verbally approved our Chapter Hangar policies (we are currently awaiting a formal signed
copy). He also said that the new hangar rental agreement is
now complete and will be cleaned up for printing and presented at the next BOD meeting. All parties renting project
space will be required to sign the new agreement when available.
Cub update: The Cub made the trip safely to its new owner.
All items that would not fit inside the Cub have been mailed. It
was suggested that we use some of the proceeds to develop/
finish our museum.
Headsets: All of the winning headsets were mailed out and
only two were returned for reasons yet unsolved. We are trying to make email contact with those winners. We still have
twenty headsets for sale. If anyone is interested in purchasing
a great low cost headset, the cost for a headset is $100.00.
You can pay Ken Langely or Pam Brown. “I bought one and
they are a great value,” said Brad Moffett.
Bill Skinner Fly-over: [amended after the event] On Friday,
June 8th, Mike McMains organized and led the formation of an
eight plane fly over at Bill Skinner’s graveside service. Mike
timed our arrival perfectly and the missing man airplane pulled
up and flew west in tribute to our departed and loved friend to
us all.
Monthly Event: July 7th, at 10:00 am, Al Sibi will conduct a
Rotax 503 & 582 overhaul/decarb. training session. This overview/presentation will be longer than usual and may last all
day if the interest is there (for those who want to hang around.)
Cola Runs: June: Skylark Field (ILE) on June 17th with all
aircraft arriving at the FBO location @ 4:00 PM.
July: Hillsboro Airport (INJ) on July 15th with all
aircraft arriving at the FBO @ 4:00 PM.
(cont’d on p.4)
The next general Chapter 59 meeting will be the Pancake Breakfast, July 7, followed by
various activities in the EAA hangar at McGregor Airport (PWG).
June 20, 2012- 59 Grapevine - Page 3
NOTICES TO AIRMEN
Go to www.regulations.gov & do a simple search for FAA2012-0350 to comment on the AOPA/EAA proposal to eliminate the requirement for flight physicals for recreational flying. Deadline is July 2.
Major construction work is under way on the McGregor
Airport. Currently, they are working on ramp expansion & drainage issues, however, at some point runways may be closed for
repair & local NOTAMS will need to be checked before flight
into PWG.
Chapter 59 member, Rich Hewgley, is a glider rated CFI
& is offering members the opportunity to experience silent flight.
Contact him at 254-715-6259
Chapter 59 needs a Librarian and/or Historian. We have
a great selection of books & videos which can be checked out
by members. We have also recently received boxes of photographs from former newsletter editor, Noah McCullough, which
need to be culled & organized. Jay Powell volunteered for this
position at the last BOD meeting. Contact Jay or any Chapter
officer if you would like to assist him with these duties.
Wasp Homecoming Event
-David Wilson
The 59 Grapevine will be transitioning soon to a new editor.
The plan is to share the load by having staff reporters who will
provide articles & photos of local interest done by them or other
members. Contact Mike McMains for further information.
Your humble editor would like to take this opportunity to thank
all the fine members who have contributed photos & articles for
the newsletter. Without your help, the 59 Grapevine would be a
wasted effort. If you enjoy reading it, please consider sending in a
submission.
Anytime our U.S. President is traveling, TFRs go with him.
TFRs also go into place at special events. A quick & handy source
of planned TFRs can be found on the internet. Just type in
www.faa.gov, then click on TFRs. Mapped details are available
there. P-49 has shrunk to a 2 mile radius up to 2,000 feet MSL. It
just takes a minute to do this before each flight.
The advertisers in this newsletter allow us to produce it and
the web site at a very minimal cost. They are our sponsors and
support us, so please support them. Don’t forget to tell them you
“saw it in the 59 Grapevine!”
cast to have a 2200 ft ceiling until 1PM. The RV-8 made the
flight in one hour and five minutes.
After 1 pm, the sky was clear, sun shining bright,
and still a strong south wind. So, I decided to check out the
Ranger fly-in. There were over one hundred airplanes there
when I went two years ago. The airshow was beginning as I
overflew the field at 5000 ft, so decided to return to
Waco. Great way to enjoy our freedom on Memorial Weekend. Remember the veterans; freedom is not free. Paula
Loop was one of 38 WASPs who gave her life in service to
their country. -David Wilson
In honor of my aunt, Paula Loop, I attended this year's
WASP Homecoming Event. Avenger Field, Sweetwater, TX is
where they did their flight training in 1943 and 1944. Paula
Loop was in the first graduating class at Avenger Field in 1943.
There were maybe two dozen airplanes flown in and maybe
200 people attending while I was there. A strong south wind
and low ceiling may have kept more airplanes from attending. At 8 am, Waco had a 1600 ft ceiling and Abilene was fore-
An ECI Dealer
512-864-5529
EAA Chapter 59 Pancake Breakfast & Monthly Event – July 7, 2012
EAA Chapter 59 Hangar (PWG)
Page 4 – 59 Grapevine –June 20, 2012
Announcements & Condolences
Chapter 59 Member Projects
Bill Buchanan
David Clay
Bob Coomes
James Cooper
Phil Davis
Davis/Hodges
Jim Doyle
Dale Duke
Rick Fields
Terry Gerdes
Jim Hail
Russell Hall
Lambert Havelka
Rick Hingtgen
Derick Hodges
Johnnie Holick
Steve Howard
Howard/Moffett
Langley/Moffett
John Lawson
Mike McMurtrey
Todd Milton
Don Ray
Kevin Ross
Daryl Sorensen
Monty Suffern
Boyce Vardiman
Jim Warren
Don Wiltse
Andrew Womack
Hummel Bird
Sonex
Lake Amphibian
RV-7
RV-7
Onex
Pitts S-1
CH 750
Ryan PT-22
RV-7
Flitzer
Lil’ Buzzard
RV-10
Kolb Firefly
RV-7A
CX-4
EAA Biplane/Pitts
Rans S-9
Challenger (restore)
Maule MX-7-235
RV-6
C-170 restoration
KR-2
Sonerai
Quicksilver MX-2
Velocity
Pietenpol
RV-4
RV-9
Zenith 701
Breaking news : Dave Clay had a successful
first engine run on his VW powered Sonex
the 17th of June.
BOD Minutes (cont’d.)
Membership Committee: Pam Brown reported that we now have 142 paid members.
Pam Brown moved and Rich Hewgley seconded a motion to raise the membership dues
to $25.00 for regular members and $15.00 dollars for new members. This increase is minimal
and was done in order to simplify banking /
accounting for the Chapter. The BOD voted on
this matter and the motion was carried.
The meeting was adjourned at 7:42 PM.
Submitted by
Rich Hewgley
for Monty Suffern, Secretary
J. Bond Browder, M.D.
Internal Medicine
FAA Class I, II, & III Physicals
Please e-mail information to [email protected]
Note from the Skinner family:
Mike,
We can’t thank you and the EAA guys enough for
the great send-off for my dad. I know he was watching with
pride. Thanks so much.
Mark, Susan & the Skinners.
Member Paul Fugate is recovering from a mild stroke. He is currently at home & hopes to be driving again soon.
As noted in the BOD minutes, a free 1 year membership is available for a deserving person. Submit a nominee to Pam Brown by
the end of the next Pancake breakfast, if you have one.
Any Chapter 59 member interested in buying
the 18 ft. flatbed trailer or the enclosed trailer
owned by Chapter 59, may place a sealed bid to
be opened at the July 7th meeting.
Insufficient bids may be rejected.
Chapter 59 has several
Aviation headsets available
(The model given as raffle prizes)
For sale at $100. each.
Time is running short for Chapter 59 members desiring to expose their literary talents by volunteering for a newsletter staff position.
These positions need to be filled soon.
Contact Mike McMains at
[email protected] or 848-9072 for further information.
Or talk to a Chapter 59 officer.
Browder Clinic
7005 Woodway Dr. Suite 201
Waco, TX 76712 254-732-3633 FAX 732-3661
June 20, 2012- 59 Grapevine - Page 5
Bill Skinner
1920-2012
All of us who knew Bill Skinner are saddened by news
of the passing of this Chapter 59 member. Living combat veterans are getting to be rare and Bill, a fine gentleman, was rare
indeed. The following is a reprint of a member profile we did on
him in 2002. It was a great honor for Chapter 59 to be able to
perform a fly-by at his graveside service in June.
Chapter 59 member Bill Skinner has been with us for
about ten years, has been our newsletter publisher since about
1995, and is also the Waco Air Safety Council Representative for
Chapter 59. But his interest in aviation goes a bit further back
than that. His first memory of airplanes was at about age three
or four when his family visited the local airport to watch the barnstormers fly. He soon had his own pedal “biplane” he stormed
around the local sidewalks on.
Bill was seventeen when he started flying real airplanes
in his native California. He forged his mother’s signature on his
application for the Student Pilot’s License but she soon discovered what he was up to and gave him a good chewing out for
participating in such a dangerous activity. Bill’s response shut
her up. He simply got out the old photos of his mother riding and
racing motorcycles in her youth, and pointed to them! “After all,”
he told me, “I came home from the hospital in a sidecar!” It was
1937 when he got those first lessons in a 40 horsepower J-2
Cub, and soloed in a J-3. It was the depression, however, and
money being scarce, further lessons were delayed until 1939.
By 1939, Bill was working at Safeway in the daytime
and at Bay City Flyers at the Oakland Airport in his spare hours
to earn flight time. While there he flew a wonderful variety of
airplanes including a Travelair Speedwing, Fairchild 24W, Ryan
STA, Porterfield, Rearwin Speedster, Culver Cadet, Bird, OX-5
Here are several of the eight airplanes that took off that
gray Friday morning to do the fly-by for Bill.
9-04
Rich Hewgley took this photo en-route to the
fly-by at Bill’s graveside service.
Waco, and an OX-5 Curtiss Robin. He also got to fly one of the
early Great Lakes trainers with a Curtiss in-line 4 cylinder engine
and a tailskid. A friend of his bought it for $400. Bill also remembers getting a ride in a Curtiss Jenny. At age 20, Bill was
awarded a scholarship for flight training through a government
program and he obtained his private license in September of
1941. He was then selected for advanced training at the prestigious United Airlines Training facility, but had to decline because
of the outrageously expensive tuition ($500).
When December 7th came along, Bill soon found himself in San Francisco standing in line at the US Navy recruiting
office. The line was way too long, which was a lucky break for
the Army Air Corps. In January of 1942, he was sworn in as an
Aviation Cadet ending up in Santa Anna, California, for preflight,
then Hamet, California, for Primary flight training in the Kinner
powered PT-22. Next Bill went through Basic flight training in the
BT-13, then to Advanced at Williams Field, AZ, to fly the AT-6,
9,10, and 17. The AT-9, 10, and the 17 were all twin trainers
with the AT-17 being the bomber/trainer version of the UC-78
“Bamboo Bomber.” He was then assigned to the B-25 and transition school was at Greenville, SC for the next three months.
He completed that training in December of 1942, and was on his
way to Chakulia, India for a year to fly bombing missions over
Japanese targets in Burma. Bill flew 47 missions there, first as
Co-pilot, then as Aircraft Commander. Targets were rail lines, oil
refineries, and shipping targets on the Irrawady River. Most of
the opposition was from anti-aircraft artillery as Bill saw fighter
attacks only a few times. They had no fighter escorts while he
was there. Weather crossing the Chin Hills (elevation 11,000
feet) was the biggest hazard, according to Bill. Only near the
Himalayas are 11,000 foot mountains called “hills”, and flying
through thunderstorms crossing them was dreaded on each mission. Bill’s scariest mission was crossing the Chins returning
from an airstrike.
(cont’d. next page)
Page 6 - 59 Grapevine -June 20, 2012
Bill Skinner (cont’d.)
They flew into thunderstorms with 6000 ft./min. climb showing on
the Vertical Speed Indicator, then 6000 ft./min. down. This went
on for about an hour in severe turbulence. Bill said they had more
losses due to weather than actual combat losses where he was.
After his one year tour in India, Bill was sent to Karachi
to help establish a gunnery school for the B-25. He taught tactics
to be used in air-to-air engagements using P-40 fighters in the
mock attack roles. It was here that Bill unknowingly was getting
into the EAA spirit. They had an old AVG P-40B there that had
been ground looped with serious damage to one wing. Bill and an
enlisted man put it in a hangar on blocks and started cleaning it
up, repairing damage and repainting it to be used in their training
missions. They scraped together parts from here and there including a wing from a P-40C model. The replacement wing was
ten inches longer than the B model wing, but close enough to
work with a little re-trimming in-flight. Bill checked himself out and
flew the P-40 about a hundred hours during the eight months he
spent in Karachi. Bill loved aerobatics and flying the P-40 in mock
attacks was an enjoyable experience for him, though he did admit
to a head-on pass on a bomber, with an aileron roll thrown in
which tightened his grip a bit on the seat cushion.
In August of 1944, it was back to the States for duty as
an AT-25 Flight Instructor. He was shuffled around from school to
school in the typical wartime fashion before finally landing in
Waco at the Blackland Airfield. In August of 1945, he was moved
over to Rich Field to fly PT-19s and was converted to a Texan
when he met his wife-to-be. From there, he was shuffled off to
Enid, Oklahoma, as a T-6 and B-25 instructor, then to WarnerRobbins, Georgia, as a Disposal Officer for the War Assets Administration. With five years of active service, Bill and most others
were also considered “war surplus” and released from active duty.
airimpressions.com
Bill’s wife made him promise not to go back to flying, so he
returned to California, and worked various jobs with the
phone company, a boat harbor, and a cabinet shop. He and
his wife returned to Waco in 1953, where he worked at
Sears until retiring in 1986.
Bill has some great memories of the airplanes he
flew in his youth. I noticed a photo of a beautiful Ryan STA
(one of my favorites) he had and he told me about the time
he flew it from the Walnut Creek Airport up to San Jose. He
flew directly over Mt. Diablo (elevation about 4,500’) on the
return flight. He saw a man on the observation deck and did
a slow roll about 200 feet over his head. “I just couldn’t help
myself” he said, “and it was kind of funny to watch the guy
dive for the ground.” Bill also has pleasant memories of he
and his friends watching United Airlines fly their Boeing 247s
into the Oakland Airport, and watching TWA make engine
running offloads and boardings with their new DC-2s.
Bill’s wife died in 1991, and he decided the following year that it was time to start flying again. A friend of his
had a Cessna 120 he kept at Wings for Christ Airport, so Bill
went out there with him to take a look at it. That’s when he
met Howard Pedigo and fell in with the rowdy AAF (Axtell Air
Force) bunch. They made him feel right at home and the
flying flame was rekindled. Soon, he overheard someone
say they had a 1967 Cherokee 140 for sale and Bill said “I’ll
take it!” Through the AAF, Bill got involved in EAA Chapter
59, and he has been an active member ever since. Bill sold
his Cherokee in 2000, when he felt his health was no longer
up to it, but remains active as the 59 Grapevine publisher,
and is always there to lend a hand at Chapter 59 events.
Bill is also active as a General in the Axtell Air Force, and is
a member of the China, Burma, India Veterans Association.
It’s a great honor to have aviators like Bill Skinner in our
organization. Thanks Bill, for making us all a little richer by
your presence! -McMains
At 10 am,
eight airplanes
sat on the ramp at PWG, while pilots Rich Hewgley, Dale
Breedlove, David Wilson, Jim Hail, Don Ray, Bob Coomes, Richard McCance, & Mike McMains briefed the fly-by for Bill’s graveside service. At the service, Kenny Grisham relayed timing information via phone and radio, once airborne. Five minutes after
the Chapel service ended, the flight taxied out & took off toward
the holding point over Flying Heart Ranch. Soon the call came
that the flag folding ceremony at graveside was starting, the flight
left the holding pattern, proceeded to the IP & started the in-trail
run from west to east across the gravesite. Due to technical
difficulties, two of the eight didn’t make the pass, but Kenny reported that the timing worked well & all present at the service
appreciated the well-deserved fly-by for this fine combat veteran.
June 20, 2012– 59 Grapevine - Page 7
Ranger Fly-in
May 26, 2012
One of the oldest flying fields in Texas, Ranger Airfield
in a nicely kept grass field, perfect for an old time fly-in.
Weather for this year’s event was warm with a nice breeze
to make it pleasant in the shade. An estimated hundred or
so turned out, with some really nice planes displayed,
such as the 9/10 scale Spitfire (above) & the beautiful
Waco UPF-7 shown below. This is an annual event and,
for those who don’t mind warm weather camping, a great
aviation weekend.
Frank Johnson
713-417-2519
www.performancepropellersusa.com
Page 8 - 59 Grapevine -June 20, 2012
Ranger Fly-in
It’s hard to find a better looking Cessna than the
195. A young man from a north Texas restoration
shop spent the morning offering free rides in his
Stearman. A quaint & historic airfield is the perfect
location for a fly-in.
Compliments of:
Aircraft oil, tools, & supplies
Brent Mattson
Brian Mattson
Blake Mattson
June 20, 2012– 59 Grapevine– Page 9
Ranger Fly-in
From Chapter 59, RV-7 “Mighty Mouse” was there as was
Bob & Stella Coomes in their C-150 (below). Also present was Paul Milton (Cessna 150) & Jim Doyle (Custom
Skybolt).
Page 10– 59 Grapevine - June 20, 2012
This is not a drill!" Like fireman jumping into their protective fire suits and manning the fire trucks, we were jumping into
Part 1
our flight suits, "G" suits, torso harnesses, grabbing our helmets
and running into the Ready Room. Soon we were strapping into
our cockpits while our A-4s were being armed and loaded for war.
The rumor was that several hundred American advisers had been
I had been in my cockpit, flying wing on Cdr. Thomas,
our Executive Officer, for what was going on two hours. Flying into attacked and killed at their base of operation by the Viet Cong the
same night we started steaming for the Philippines. We were
battle with a real WWll and Korean fighter pilot was a rare priviwaiting for the final order to launch. This order was not coming
lege. His heroism gave me the confidence I needed to get over
my first-time combat fears. We were the lead section in a division from the usual chain of command, but from President Johnson
located ten thousand miles away in the White House.
of four A-4C aircraft flying at 28,000 feet at a full gross of 22,500
We sat in our cockpits for several hours waiting as we
pounds, which included 3,000 pounds of Mark 81 high drag
headed closer to our targets. The early morning dark had turned
bombs. Our heading was almost due west, when we left our carto a beautiful sunrise and the morning daylight was now turning
rier's fixed position called Point Yankee. Our strategy was to hit
into afternoon bright sunlight. The rumor was that as we got
the coastline and turn north or south toward our target in order to
closer to the coast and our targets, they would remove fuel and
confuse the enemy as much as possible.
add more bombs on our planes. Thank God this did not happen,
because around 1300, Sunday afternoon, the aircraft poised on
Our Task Force had been operating in these waters for
the number one and two catapults were turned up to one hundred
several weeks, preparing for what we all knew was going to be a
percent power as their tailpipes' black smoke was being sent
"short military police action in Vietnam". We just did not know
which day it was going to start. Each squadron was flying at least upward from the elevated blast deflectors.
One by one, the fully loaded A-4Ds suddenly were
one or two sorties a day into South Vietnam, practicing our navipulled down and forward very hard, breaking their hold-back
gation and coastal "IP" or penetration points of entry. We were
cans, and starting their acceleration from zero to one hundred
also doing a lot of practice bombing, dropping the small Mark 1
practice bombs that left a column of smoke on impact to mark our and sixty knots down a 200 foot catapult in only 2.5 seconds.
When the catapult bridle released its hold on the little but deadly
hits on a sled being towed behind our carrier on a 2,000 foot caA-4, the pilot kept the airplane from plunging nose first into the
ble. These sorties were dress rehearsals for the day the order to
unforgiving sea some 65 feet below by rotating the nose to 12
strike our assigned targets was given.
degrees on his attitude indicator and watching the secondary
We were also making a lot of flights called "In Country,"
mapping the area and flying weather recon, because our map and instruments for a positive rate of climb. This lifesaving maneuver
is performed, realizing that if things are not going right, he has
weather coverage of the area was almost nonexistent. We were
crossing into Laos and Cambodia on just about every sortie, find- only seven seconds to decide if an ejection is in his future.
Watching all the rows of attack and fighter airplanes
ing roads and any signs of enemy activity. We were being shot at
lined
up,
one behind the other and taking off one at a time, reon just about every sortie. Sometimes a line of airburst would start
minded me of the old movies that I had seen as a kid when Genfollowing behind our track through the sky, getting closer with
each burst as the enemy ground gunners were trying to get a lead eral Doolittle's Raiders took off from the deck of the USS Hornet. I
in front of our flight path. Our high cap pilots, flying their F-8U Cru- had read the book and seen the movie, "Thirty Seconds Over
Tokyo" several times and now I was living a similar experience.
saders above us, would see this action and tell us when to break
My attention was taken back by the flight deck duty
away to the left or right if the airbursts started to get too close to
officer and my thoughts of the B-25's taking off in 1942 came
our tails. I could not help but marvel at the beauty of the rainforback to the present, 1965. My turn was next, as I saw the blast
ests and the very high vertically steep cliffs that would rise out of
deflector coming down to allow me to taxi up and over the catathe forest thousands of feet high.
We had been at sea for almost two months, operating at pult shuttle and be secured to it for my launch. Looking forward
you can see the steam escaping from inside the groove that the
the Point Yankee Station, long enough to earn some well deserved leave time. Over 4,000 sailors and officers in our Air Group shuttle will soon be traveling through while I get to enjoy an exhilarating acceleration toward the end speed of 160 knots that will
were ready to steam into Cubi Point and Olongapo in the Philippines for some R & R. Soon the decision was made, and we were allow me to rotate to a three thousand foot per minute climb.
on our way to the Philippines. We were asleep in our bunks as we Without a load of over four thousand pounds of bombs, Zuni rockets and 20mm cannon, and 9,000 pounds of JP-4 jet fuel, the
headed toward our fantasy island, when around 0200 the entire
climb would push 7,000 feet per minute, but this was not a peace
ship's company was awakened to a command call broadcasting
time sortie.
over the 1MC speakers, saying "This is general quarters. Man
your stations!"
First Mission –Rich Hewgley
Waco Flight Training
Clifton
Hewitt
Lorena
McGregor
Marlin
Brady
Red Oak
Salado
Hubbard
7805 Karl May Dr./ACT Airport
www.wacoflighttraining.com
254.754.4040
[email protected]
Aircraft Rental (C-172S & M20J) Biennial Flight Reviews
Primary/advanced instruction
IPCs
Now open with full-time CFIs on duty ready to serve
you!
June 20, 2012- 59 Grapevine - Page 11
First Mission (continued from P. 10)
I was experiencing my first combat mission and my emotions were heightened. My mind was working faster than I knew
possible. Everything looked larger and crystal clear as I scanned
the cockpit getting ready to make my run down the deck. I pushed
the throttle full forward and pulled down the throttle bar in order to
hold it as I gripped the throttle, so the acceleration of the catapult
would not force the throttle back to idle during the acceleration
phase. As I checked my instruments for everything in the green
and one hundred percent with the proper tail pipe temperatures,
with helmet tight against the headrest, I saluted the catapult officer. I placed my hand behind the stick grip and my elbow in my
stomach's side so not to be pulling it back during the acceleration.
The stick's grip would just move back into my palm as I gripped it
lightly without letting it move back under the forces of acceleration.
Too much pull back could result in a pitch attitude in excess of 12
degrees and an instant stall, allowing only seconds to eject safely
before crashing into the ocean.
My concentration was focused forward and on making the
proper rotation followed by gear and flaps up while making sure all
of my instruments showed a positive climb. As soon as the nose of
my A-4 was pulled down and forward by the cat shuttle, the holdback can sheered, releasing my hold to the carrier as designed. I
was on my way down the steamy groove to that sudden feeling of
release from the catapult and that wonderful flying feeling.
It is strange that the love of that wonderful flying feeling
will motivate a human in so many ways. This day the desire for
that feeling of flight would include a mission that was designed to
place fear and submission into our country's chosen enemy. I was
so wrapped up with my mission that the thought of killing our enemy was not on my mind. However, the thought of my potentially
impending death was on my mind. I decided to be dead before the
cat shot, in order to concentrate on more important things, like not
killing myself during the mission. If I were lucky enough to return
back to the carrier alive, I would feel a re-birth at landing and a
new joy for my life, a feeling of a little more future, even if only one
more day or so at a time. I just decided to think what needed to be
done, to do what it took!
I found myself some two hours later cruising toward my
target as the division leader's wingman. The fact that my leader
was like a father figure to me gave me added strength to continue
into battle, because he was twenty years older than me and fought
in WW II and Korea, with over a hundred missions under his belt in
two wars. I could not have it any better than this. He was my rock!
I was flying a loose cruise formation on his right wing at a
distance that did not demand too much attention to the formation
part of flying, so I could think about the placement of my arming
switches, setting my gun sight to the proper 170 mills for a low
level delivery of twelve Mark 81, 250 pound Snake Eye (high drag)
bombs. We would only be 200 feet above the ground, holding very
straight and level flight, for a two plane salvo drop of 24 Snake
Eyes, as soon as the 170 mil gunsight pipper was on the target. I
was briefed to push my pickle button on my leader's side tone,
which would be a sound in my headset when he hit his pickle button. The timing of the drop was very important to ensure that all 24
Snake Eyes were dropped together and on target together.
My mind was racing, going over every detail and segment
of the flight and battle plan at each independent interval of our
flight track. We had studied the mission plan so much that I had
committed it to memory. If my strip map (WAC chart cut to fold into
aligned flip pages, rubber banded to my kneeboard) were to come
loose and fall under my seat, I could have finished the mission
without it. Soon my leader gave me the signal to start our descent
from our 28,000 foot cruising perch. Power back to 80 percent,
pitch airspeed indication trimmed for 320 knots for a 100 mile de-
scent to our IP. We would cross the coast at our IP and turn to
a north heading taking us to our target at 50 feet agl on the radar altimeter, holding full throttle to our bomb run and release.
Our speed with all of the external drag created by twelve 250
pound bombs and a Zuni pod would still reach 400 knots with
full throttle.
Suddenly I woke up from all of my planning stage of
the flight when I saw several AAA tracers cross in front of my
windscreen. My leader immediately started a turn to his left, and
I locked on his right wing like a Blue Angel. At one moment we
were as low as ten feet and the next moment we were up to two
hundred feet as we tacked and turned our way around the boats
and buildings in and on the edges of the harbor entrance toward
the headquarters building that managed the naval base at Dong
Hoi. I was so locked onto Cdr. Thomas' wing that I was depending on him to do all of the work while I just flew very close formation with my bombs armed and my right thumb just a millimeter over the pickle button. All I was waiting for was the side tone
in my ears.
I could see the target in my peripheral vision, and my
anticipation started to elevate causing my eyes to come off of
the wing long enough to see the buildings grow almost full size
in scale. Then what we had briefed not to do, started happening. Cdr. Thomas' side tone did not sound when my gun sight
pipper passed the target. It was too late to drop our bombs as
we flew over our target at 370 knots at 150 feet.
I went back into my tight right wing position and followed my leader in an accelerating turn to the right. We passed
below a three or four hundred foot high little plateau during our
turn to the right at about 100 feet agl, and I could see the
ground to our right exploding into a hundred different vertical
and horizontal patterns. At first, I could not figure out what was
causing such a show on the ground during our turn away from
the target. I was expecting explosions coming up from the
ground, not down into the ground, when it dawned on me that
those were the 37 mm cannons, triple-A being fired from the
plateau down at us and not up at us. We had just flown below
and under, their line of fire, only seconds ago. Now we were in
their line of fire and wishing otherwise!
I thought at the time we were very lucky to fly through
that mess without a hit when my Ladder Lights started flashing
intermittent light signals of system failures at me. The one that
stood out the most was the hydraulic failure light. Then a very
bright fire warning light came on, and the mission at hand suddenly started to change in priority for me. I called CDR Thomas
and told him what was happening, and he told me to stay on his
wing, that he had also been hit and had lost electrical power
and could not release his bombs. During our turn back to the
target, he pulled his RAT (ram air turbine) and was able to restore enough electrical to get his armament system back on line
so we could drop our bombs on our second and very dangerous
bomb run. They saw us coming this time around and we could
really see them because of all of the tracers coming at us. Between each tracer bullet are from ten to fifteen hard ball bullets,
so we were only seeing about ten to fifteen percent of the bullets coming our way. I will always remember that sound when
they hit your airframe. It sounds like a bad magneto causing an
internal combustion engine to backfire. I do not like that sound!
-Rich Hewgley
(Continued Part 2 next month)
Flight Advisor Corner:
Always strive to keep the pointed end forward!
Page 12– 59 Grapevine - June 20, 2012
Pancake Breakfast
June 2, 2012
Darwin Sowders gave a talk on the process
of covering aircraft using the Polyfiber system.
Darwin has a Travelair 4000 biplane he has been
restoring for several years.
June 20, 2012- 59 Grapevine - Page 13
Projects
Above left: Engine now installed on Jim Warren’s RV-4 &
master & starter solenoids, brake reservoir, oil & manifold pressure sending units mounted on the firewall.
Above: Jim has opted for steam gages with holes now
drilled & circuit breaker panel in place on the right. He &
Grover Rogers are now fitting the wings.
Progress on the Davis/Hodges continues with the firewall,
battery box & gascolator installed (above). Phil Davis is
shown below finishing up the engine mount installation.
Bob Coomes assembled this overhauled O-320 engine for Jim’s RV-4.
Page 14– 59 Grapevine -June 20, 2012
Projects
Above: Bob Coomes prepares for a test run of his
IO-360 engine on his Lake
Amphibian.
Above left: Bill Lloyd’s
Challenger, often seen at
Chapter 59 events, is now
undergoing complete restoration by Brad Moffett &
Ken Langely.
Left: Challenger fuselage
stripped down to be rewired, recovered in Polyfiber, and Rotax engine rebuilt.
Brad Moffett & Steve Howard found this partially completed Rans S-9 kit nearby on eBay (shown above & at
right). Both of these guys have other airplane projects, so
this one may have to wait awhile for completion.
Below: Rich Hewgley & his TSTC maintenance students
recently completed this static display Cessna 150. They
then had the challenge of hanging it from the ceiling of the
new Aircraft Technology Building.
www.fortparkerflying.com
June 20, 2012- 59 Grapevine - Page 15
CALENDAR OF EVENTS:
Every 1st Sat.
Waco, TX
Pancake Breakfast Fly-in McGregor Airport (PWG) 8-10 am followed by occasional programs
Every 2nd. Sat.
Groesbeck, TX
Second Saturday Sundaes Fort Parker Flying Field 2000’ grass 122.8. Ice cream social
Every 3rd Sat.
Jasper, TX
Free BBQ lunch Fly-in
Every 4th Sat.
Granbury, TX
Granbury Airport Pancake Breakfast Granbury Airport (KGDJ)
June 30, 2012
Cleburne, TX
Fifth Saturday Fly-in Cleburne Airport (CPT) Pancake breakfast
July 23-29, 2012
Oshkosh, WI
Airventure 2012 Whitman Field (OSH) www.airventure.org
August 18-19, 2012
Waco, TX
EAA SportAir Van’s RV Assembly Workshop McGregor Airport (PWG) Chapter 59 hangar
Aug.29-Sep3, 2012
Blakesburg, IA
AAA National Invitational Fly-in Antique Airfield (IA27)
Oct. 12-14, 2012
Weatherford, OK
LOE 2012 RV Fly-in
Jasper County Airport (KJAS) -fuel discount
Weatherford Airport (rain date Oct. 19-21)
Chapter 59 Events
Every 1st Sat.
Pancake Breakfast Fly-in
8-10 am
EAA hangar (PWG)
Every Thursday
Thursday Lunch Bunch
11:45 am
EAA hangar (PWG)
July 7, 2012
Monthly Breakfast & Event -Rotax training session
Starts 8 am
EAA hangar (PWG)
July 10, 2012
Chapter 59 BOD Meeting
6:30 PM
EAA hangar (PWG)
June 17, 2012
Chapter 59 Cola Fly-out
4:00 PM
Skylark Field, Killeen (ILE)
July 15, 2012
Chapter 59 Cola Fly-out
4:00 pm
Hillsboro, TX (INJ)
Thanks to the following for contributing to this month’s 59 Grapevine:
Brad Moffett, Rich Hewgley, David Wilson
EAA CHAPTER 59 MEMBERSHIP/RENEWAL FORM –2012
DATE:________________
CHECK ONE:
Application for introductory (new) membership___Renewal___Associate Membership_______
NAME:__________________________________________DOB:__________________
SPOUSE_________________________________________DOB:__________________
MAILING ADDRESS:_____________________________________________________
CITY:_______________________________STATE______________ZIP:____________
HOME PHONE:_______________________BUS. PHONE:________________________
FAX:________________________E-MAIL:_____________________________________
AIRCRAFT
INTERESTS:_______________________________________________________________________________________
LICENSES OR CERTIFICATES:_______________________________________________
EAA #;___________________AOPA #________________YOUNG EAGLE #:____________
HOW DID YOU FIND OUT ABOUT CHAPTER 59?____________________________________________________________
HOW CAN CHAPTER 59 MEET YOUR NEEDS?_____________________________________________________________
Having accurate, up-to-date information is important to your Chapter and to you.
MEMBERSHIP: Full membership in Chapter 59 is $25 per year, which includes the monthly publication of 59 GRAPEVINE newsletter.
Introductory memberships are available for $15 (first year only). The year begins in January for all members. Associate memberships are
available to businesses and those interested in getting the 59 GRAPEVINE newsletter but who cannot participate in the regular events of the
year. These memberships are $15. Student memberships are available to full-time students at $6/six months upon proof of enrollment. Regular
members are also required to join National EAA after their introductory year. Forms for joining National can be obtained from the Secretary or
Treasurer. Make payment to: EAA Chapter 59
Mail to: Kenneth Langely, 1103 Evening Sun Lane, McGregor, TX 76657
Page 16 - 59 Grapevine– June 20, 2012
CLASSIFIEDS:
For Sale: Pietenpol N237P Flight ready and looking good. Cont A65-8, 229 hrs SMOH 12 gal center tank, Matco
spindles, wheels and brakes. at PWG, always hangared. Owner: Boyce Vardiman 254-722-6966 or 826-3118 or
[email protected]
For sale: RV-6A project by a EAA Chapter 187 member in Austin for $25,000 including O-320 engine & prop. Contact Tim
Willis at [email protected] for a detailed description.
For sale: 1975 Cessna 150M N63234. I have two airplanes, one has to go. http://cad-mastergraphics.com/
63234_for_sale.htm
Turn Coordinator made by General Design. Model number 5400. For 14v airplanes, works for most Cessna and Pipers.
Overhauled in 1997 by Century and stored. Comes with yellow tag. $400 obo. [email protected] or 254-644-1728
For Sale: Stolp Starlet SA 500. Single seat, high wing, open cockpit, aerobatic airplane. O-290D Lycoming 125 H.P.
Eng.
213 Hr., 1 Hr. STOH. No radios. Grove landing gear Cleveland wheels and brakes. Good tires. Repainted in 2010,
$11,500., lowered from $14,500.00. Listening to all offers..Plane is at my private strip in Moody, TX. For
more info call
Billy Jack @ 254-853-2426
or email me at [email protected].
For Sale: Four new Lycoming O-360 cylinder assemblies, $900. each. New ICOM A-210 radio. $1100. 1-512-864-5529.
Positions Available: Staff reporters needed for Chapter 59 newsletter. Position of editor is now open. No experience
necessary, free training. Newspaper staff members get discounts at many Waco restaurants if you are a senior
citizen . If you can read this, you qualify. Contact a Chapter 59 BOD member or Mike McMains: 254-715-4411 or
[email protected].
For Sale 5606 Aviation grade hydraulic fluid at $ 50.00 per case ( 6 gals ). Or $ 4.00 per quart. B. J. Waters- Call 254
853-2426 or 495-5106.
Sport Pilot instruction now available right here in Waco, Texas. Accelerated and standard instruction along with Sport
Pilot BFRs. Tail wheel transition training for all pilots. Tail wheel aircraft rental available. Contact Kenny Grisham at
[email protected] or 254-749-5490 for more information.
FROM: Mike McMains
EAA Chapter 59
325 Bluebonnet Circle
McGregor, TX 76657
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