Your window to Oklahoma Aviation...Past, Present, FutureVVVVVol 19, No 5ol 19, No 5ol 19, No 5ol 19, No 5ol 19, No 5

Bartlesville or Bust!- A “Hatzy” Odyssey

PRSRT STDU.S. POSTAGEPAID STONE MT, GAPERMIT NO.1068

May 2001May 2001May 2001May 2001May 2001

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tion is about to expire.

by Lorin Wilkinson

continued on p. 4.

“The time has come, thepelican said, to speak of manythings. Of fuel and winds andMEA's, and airplanes with twowings.” - with apologies to LewisCarroll

In May 2000, after sevenyears of loving labor, my Hatz bi-plane was finally finished, in-spected, and flight tested at myhome airfield, the Flying B Air-park near Yelm, WA. Mary Jonesof Tulsa and I had recently mar-ried. My fellow test pilot, GaryFasnacht, and I were planning onflying the Hatz to the NationalBiplane Exposition 2000 inBartlesville, OK (BVO).

So, on Thursday, May 25,we drove Mary and Gary's wifeSharon to SeaTac to catch aSouthwest flight to Tulsa. Garyand I returned to the Flying B,stowed our gear and departedquickly between two weathersystems. I flew the first leg toPendleton, OR, climbing towardthe 14,400-ft-high Mount Rainierjust 39 miles away. We were overfamiliar territory as we headed forWhite Pass, our route across theCascades, noting small town air-fields where we had landed manytimes. Level at 7000 feet, we slidalong the south flank of MountRainier, across Tieton Lake, andthen on to Yakima, WA, with themighty Columbia River passingthrough the Tri-Cities. AtPendleton, Harold Nelson, ownerof Pendleton Aircraft Service, letus park the Hatz in the local EAAhangar overnight.

Friday morning, the sun wel-comed a beautifully clear day. Itwas Gary's turn to fly, so I settledinto the front cockpit. I had neverbeen there for more than a shorttime during building. As the tripprogressed, I was soon verythankful for the two inches ofextra legroom I had added.

Gary had us airborne pre-cisely at 0800, climbing smartlyin the crisp morning air. Weheaded southeast, following I-84

as it snaked its way up the slopesof the Blue Mountains toMeacham Summit and then overLaGrande, OR in the Thief Val-ley. Off to the east, the hills roseup to the Payette National For-est and the Hell's Canyon Na-tional Park, a very scenic ride in-deed. We continued southeastdown the long valley, across thePowder River and Baker, OR,and across many cattle ranches.

Picking up the Snake River atPayette, ID, we crossed overOntario, OR, and then went onto Nampa, ID for fuel.

After refueling and a hearty,healthful snack of two oatmealcookies, a Snickers Bar and a cupof coffee, we saddled up for thenext leg, our last for the day sincewe were catching up with theweather ahead. I headed ussoutheast on a straight line to-ward Glenns Ferry, ID, thenacross the Snake River towardPocatello, ID. Our sectionalcharts no longer showed anygreen terrain-- only the tans,

browns, and darker browns ofhigher elevations. We were cruis-ing at 7500 feet MSL.

Just before Gooding, ID, webegan crossing a long stretch oflava beds and sand dunes. Ouronly company through this deso-late stretch was a railroad track,a few isolated ranches, and a fewdirt roads. The prevailing windshad picked up and there was anoticeable choppiness. I noticed

that most of the roads we passed(potential emergency landingstrips) seemed to run at 90 de-grees to the increasing wind.

At Pocatello, the wind was240 degrees at 20 knots gustingto 30 knots, favoring runway 21.It just had to be my leg! How-ever, my wheel landing was oneof the better ones I had made,probably because I was reallyworking hard at it. We refueledand shared a hangar with twoKing Air's and a Mooney. I wasglad to pay the $25 fee.

Saturday morning arrivedwith beautiful clear skies and a

very light breeze. It was cool at4448 feet for our 0800 takeoff.After takeoff, Gary pointed ussoutheast, climbing through a gapin the hills toward Inkom, ID andthen to Soda Springs, ID (eleva-tion 5839'). The mountainousscenery was breathtaking, withranches and small towns appear-ing in the valleys. Surprisingly,there were ample places for aforced landing should one be-

come necessary.Flying eastward into the sun

at 9500 feet was a bit chilly and Iwas glad to be dressed for it. AtSoda Springs, we headed south/southeast to Bear Lake, then toCokeville, WY. From there, wecrossed another range of hills thatrose to over 9000 feet and thenlanded at Rock Springs, WY.

Our stop in Rock Springswas very brief, since we wantedto make three legs on Saturdayto be sure of reaching Tulsa onSunday. We headed east over thehigh desert country, with its oc-casional ranches, oil and gas

wells, a few refineries, and sev-eral large coal-fired steam gener-ating plants along the way. Aswe crossed over Rawlins, WY, Iwondered how, with no roads,the pioneers in their covered wag-ons ever traversed this country,with its ravines and plateausstrewn with boulders.

Flying at 11,000 feet pastElk Mountain (elevation 11,156feet), we set a course for Chey-enne, WY, just beyond the frontrange of the mighty RockyMountains. As we topped thefinal ridge with Cheyenne insight, we began our descent intowarmer air. After landing, it wastime for lunch and a good stretch.

We decided we could easilymake Goodland, KS, whichwould leave two relatively easylegs on Sunday. We refueled, hada quick coin-machine pastry andsoft drink, then climbed aboardfor the third leg of the day. Wehad outrun the weather behindus, and the system in front haddissipated- clear skies and lightwinds prevailed all the way to theGulf Coast. Clean living and alot of luck does wonders!

I snuggled down into thefront seat and Gary got us un-derway. It would be downhill allthe way to Tulsa. Flying overslightly rolling land, we saw farm-ers and ranchers out working inthe afternoon sun. It was pleas-antly warm in the cockpit, evenat 7500 feet MSL.

We crossed the Platte River(a mile wide and an inch deep!)just beyond Akron, CO. The ter-rain had dropped over 1400 feetin the first hour and was begin-ning to take on the appearanceof a very large piece of graphpaper, sections lines on the flatground making navigation a snap.In this flat country, we couldspot grain elevators a long wayoff.

After landing at Goodlandlate Saturday afternoon, three

Lorin Wilkinson and his beautiful LOM-powered Hatz on the flight line at the NationalBiPlane Exposition 2000. Note the authentic Western Air Express paint scheme.

The Oklahoma Aviator, May 2001, Page 2

THE OKLAHOMA AVIATOR

Published monthly at4621 E. 56th PlaceTulsa, OK 74135(918) 496-9424

FoundersJoe Cunningham and Mary Kelly

Editor/PublisherMichael Huffman

Advertising SalesMichael Huffman

The Oklahoma Aviator is publishedmonthly. All rights reserved. BulkMail postage is paid at StoneMountain, Georgia. Subscriptionprice of $15.00 per year may be sentalong with other remittances andcorrespondence to:

The Oklahoma Aviator4621 E. 56th PlaceTulsa, OK 74135

email:ok_aviator@mindspring.com

From Mike... From Barbara...

When Speed CountsMost of my last month was spent

impatiently waiting for my daughterJulia to go into labor with my firstgrandchild. Activities were cancelledor curbed, bags were packed and wait-ing, and I jumped every time the homephone rang-- especially late at night orearly in the morning.

Because Julia wanted me there forher labor and the delivery, the pre-ar-ranged plan was that she would call assoon as she went into serious labor.Michael and I would make final prepa-rations, drive to the airport, hop in theplane, and take off for Pensacola, tem-porary home of the young and soon-to-be-expanded Navy family.

By consulting Expedia Maps on theweb, we had chosen an airport,Ferguson Field, which was within fivemiles of their apartment and the hospi-tal. The plan, of course, depended ongood weather!

Problem was, our Cessna 150 wasjust not going to get us there veryquickly. Now, I love this plane, named“The Mary Kelly” after her formerowner, which my kind and loving hus-band purchased for me because my feetwould not touch the rudder pedals inthe BD-4 homebuilt we owned in At-lanta.

I fume when anyone refers to heras a "span can" or a "Cessna One-Filthy." She's my pretty little planeand I love her (but, in weak mo-ments, even I have been know torefer to her as the "Putt-Putt"). Shejust doesn't fly very fast-- far tooslow for a cross-country trip in

which speed is a factor.Fortunately, a friend offered to let

us use his Bonanza. It had been a whilesince Michael had flown a Bonanza, sohe and the owner took her on a check-out flight. Afterward, we put in a fewextra cushions, charts, bottled water,topped off her gas tanks, and had herall ready to go.

The call came at 6:30 on a Sundaymorning. Luckily, it was a bright, clearday. We were in the air by 8:30AM,with a 145-knot cruise airspeed. And,on top of the good weather, we enjoyedthe blessing of a 30-knot tailwind! Thiswas terrific and we were so thankfulfor the Bonanza, since we would havebeen dallying around the skies at lessthan 90 knots had we flown The MaryKelly.

The tailwind allowed us to makethe flight without a fuel stop, and wetouched down at Ferguson Field about12:05PM. We had no sooner parkedthe airplane and stepped to the groundwhen our cell phone rang. It was theyoung father-to-be, with a definite noteof fear in his voice, pleading with us tohurry, since the attendants were aboutto have Julia start pushing.

Turns out Ferguson Field is a verysmall airpark strip and, at noon on aSunday, nobody was around. As I fidg-eted nervously, Michael got on thephone, found a cab company and ex-plained the situation. They respondedwell-- the cab arrived within ten min-utes and we at the hospital in twentyminutes.

The happy ending is that we arrivedat the Naval Hospital of Pensacolaabout 45 minutes before the blessedevent. I held Julia's hand during theend of her labor, and Michael and Iwere able to watch the birth throughthe window of the delivery room. Wegot pictures of the baby, Justin BoydHendrix, Jr, just minutes after his birth.

Please help us celebrate kind friendswith nice airplanes, the perfect weatherand the perfect tailwind at the perfecttime, and the birth of our precious newgrandson. We are so blessed!

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Remembering Joe and MaryThis month and last, we at the Okla-

homa Aviator mark important anniversa-ries: three years ago in April, Mary Kelly,one of our founders, died in a plane crashat Hatbox Field in Muskogee. Then, ayear later in May, 1999, her husband JoeCunningham died of a heart attack aftermowing the lawn at their beloved homeon Tenkiller Airpark in Cookson.

We want always to remember thisanniversary. Joe’s and Mary’s legacies,both individually and as a lovingcouple, significantly improved aviationin Oklahoma. On the personal side, theytouched people’s lives all over the stateand around the world, leaving thembetter than when they found them.

We are very happy to be continuingthe tradition of this newspaper that Joestarted over 25 years ago. Their shoesare hard to fill. However, I think theywould approve of what we are doing.

In that light, we are proud to ad-vertise the Mary Kelly Memorial schol-arship this month (see page 13.) Thisscholarship and a similar one adminis-tered by the Oklahoma Airport Opera-tors Association were established byJoe’s and Mary’s heirs as a means ofperpetuating the good work they didfor Oklahoma aviation.

Joe and Mary, wherever your are,we think about you often.

One of the organizations Joe andMary enjoyed participating in was theOklahoma Airport Operators Associa-tion. They attended the OAOA annualconventions and, at least one versionof the story says they met at such anevent (the other version was that theymet at an Okie Derby gathering).

Barbara and I attended our firstOAOA conference in late April and hada great time. This year’s event was heldin the brand-new Quartz MountainResort and Lodge on Altus-LugertLake, about 15 miles north of Altus.

We were planning on flying out, butwhen I called Flight Service that morn-ing (Sunday, April 22) and told themwhere we wanted to go, they asked whattype airplane we had. When I told themwe wanted to take “The Mary Kelly,” ourC-150 we bought from Joe, the guyasked, seemingly quite seriously, howmany days we had allotted for the trip.It took me a minute to “get his drift,” butwhen he said the winds aloft were out ofthe southwest at 50 knots(!), I got it.

I said, “So, what you are saying isthat, instead of an airspeed indicator, acalendar would serve us better?”

So, we hopped in the car and droveout. We could not have picked a bet-ter time-- this is the first spring I’veseen in Oklahoma in a long time(Barbie’s first ever), and it was spec-tacular. It had been even longer sinceI had been in the southwestern part ofthe state. I had forgotten how impres-sive the Wichita Mountains are be-tween Lawton and Altus. Though notvery tall, they have that craggy, rocky“southwestern” flavor-- so differentfrom the mountains of Georgia I’vebeen accustomed to of late.

The new Quartz Mountain Lodgehad only been open four weeks whenwe arrived, and ours was but the sec-ond convention to be held there. Thelodge sits at the edge of the lake, nestledamong the rocky hills; its beautiful log-and-stone architecture blends in verynicely with the surroundings. All therooms are decorated in strong, south-western colors and motifs and the lobbyhas several very large murals mountedhigh on the log-framed walls, showingscenes from American Indian culture.

Over 100 attendees, 25 exhibi-tors, and 25 sponsors enjoyed threedays of fun, good food, and interest-ing presentations. One of the bestpresentations was made by PamKennedy, director of the OU SoonerFlight Academy. Entitled “Promot-ing Aviation in Your Local Commu-nity,” Pam gave us a taste of what itmight be like to attend one of hersummer aviation academy classes.Can you imagine a hundred grown-ups, each with a “loaded” mousetrap,trying to work cooperatively?Thanks, Pam, it was great fun!

The Oklahoma Aviator, May 2001, Page 3

Up With Downs

Earl Downs

Risk Managementand The First Flight

I would love to be able to tell youabout the first flight of my Kitfox Lite,named "Ace," but the publication tim-ing won't allow it. By the time you readthis, the first flight will be completed andI will provide the details in the next is-sue.

If you have been following the sagaof the construction of Ace, you knowthat I was pushing to get the Lite readyfor Sun ‘n Fun. Well, I did it. SkyStarpicked up my pride and joy on April 3rdand Ace began his journey and week-long vacation in Florida. Ed Downs,President of SkyStar Aircraft, said thatAce actually worked very hard as a dis-play plane alongside the Lite2 and theKitfox Series 6. Both the Lite2 and theSeries 6 did their share of demonstra-tion flights while Ace stayed behind toguard the home front. As soon as hereturns, his time on the ground will beshort.

Ah yes, the first flight. Is it danger-ous? How do you perform the first flighton an untested machine? These ques-tions could apply to a homebuilt airplane

or, for that matter, any airplane that hasundergone major maintenance. FAR91.407 requires a test flight on any air-plane before passengers can be carried,if a repair or alteration could affect itsflight characteristics. Anyone who holdsa private pilot certificate could be a testpilot.

The Experimental Aircraft Associa-tion (EAA) started the Flight Advisorprogram several years ago to help pi-lots test fly their airplanes. These FlightAdvisors can be found on the EAA webpage. I entered the program when itfirst started and have helped severalpeople prepare for their first flight in anunfamiliar airplane. Even if you don'tgo through the entire first flight programwith a Flight Advisor, they can be a valu-able source of information and advice.

Is test flying safe? For that matter,is flying safe? In the April 2001 issue ofthe Oklahoma Aviator, Dave Wilkersonwrote a very interesting article about thisvery topic. In 1901, Wilbur Wright re-sponded to the same question as follows:"Carelessness and overconfidence areusually more dangerous than deliber-ately accepted risks." He said this aftertwo years of glider flying, almost threeyears prior the epic first powered flight.

Safe is not the equivalent of risk free.Walking across the street is not safe.Driving your car is not safe. For thatmatter, from the moment you start yourdaily activities you are constantly beingfaced with safety considerations. It isthe management of these risks that ulti-mately determines our level of safety.We check for traffic prior to crossingthe street. We drive defensively, use ourseat belts, and obey traffic rules in ourcars. We manage the risks.

Risk management may have startedthe first time a cave man smashed histhumb between two rocks and, afteruttering a few appropriate cave manwords, he probably made a mental notenot to do that again. Banging two rockstogether then became a safer thing todo (except in Arkansas, Alabama or [in-sert your favorite location here]). Mod-ern day aviation rules, practices, and

procedures promote risk managementwithout the need to repeat painful ex-periences of the past. The EAA FlightAdvisor program helps test pilots man-age the risks. When you follow the ruleslaid out in the FARs it is like using achecklist for risk management.

Risk management comes in allshapes and sizes. It can be as simple asusing a checklist. It may be as compli-cated as a well-thought-out cockpit de-sign that prevents you from operatingthe wrong control at the wrong time.In the world of aviation, training fallshigh on the list of risk managementtools-- checklists and safety devices areonly as good as your ability to use them.Foolproof devices have a history of be-ing defeated because of ignorance.

The most important risk manage-ment tool you possess is your commonsense. Your common sense will tell youthat you don't want to get hurt. Unfor-tunately, common sense speaks in a verysmall voice. We must listen to thatvoice! The small voice may be tellingyou that this planned night flight is a littlescary even though your pilot certificatesays you are qualified. Listen to the

voice! If you have a feeling of low con-fidence or a sense of trepidation, that'syour little voice shouting at you to ei-ther not go or to get some help. A safepilot is always ready to change plans orfind an alternate way to complete themission. The most important aeronau-tical decision you may ever make is tonot go at all.

I consider myself a pretty qualifiedpilot, yet I will rely on others to helpassure the safety of my first flight in Ace.I'll start by having others inspect myplane. The first flight will be completelyplanned and noted on a flight test card.I will use a portable radio with a push-to-talk switch to communicate with mysafety pilot on the ground. My groundbased "co-pilot" will note everything Ineed to record. I will not only have myown "little voice" talking to me, I willhave the added voices of others who arenot distracted by my excitement of thefirst flight. It's all called managing therisks. I can hardly wait!

Any questions about the Lite,homebuilding, or the Flight Advisor pro-gram? Contact me atearldowns@hotmail.com.

“Ace,” Earl’s pretty little Kitfox Lite-- no longer a collection of parts, butnow an airplane!

Engine Starts: Where Would We Be Without Our Power?Spring is a marvelous doorway to

summer. Oklahoma weather sometimesconfuses spring with summer, or win-ter. That makes engine-starting tech-niques a point of pride or embarrass-ment, depending on a pilot's techniques.What makes this interesting for exam-iners is that manufacturers often specifydifferent engine-starting techniques,even within the same make and model.This sometimes frustrates applicants.

The Practical Test Standards testboth normal and cold-weather startingprocedures. That is an oft-overlookedfact, especially when pilots begin theirtraining at season's end, and experienceonly one engine-starting procedure.Those training during temperate (orhot!) months, refine their skills inautumn's cooling air, and take

By Dave Wilkerson checkrides as winter looms.Naturally, during the checkride, the

examiner says "Let's say you fly late nextmonth. How will your engine-startingbe different?" The poor applicant sim-ply cannot mentally connect such a ques-tion with cold weather starting. Exam-iners have a long memory-- they knowthat the cold will come again! Expect-ing such questions requires that pilotsthink about cold temperatures evenwhen the sun threatens to melt our facesas we try to coax cooling airflow fromthat wondrous fan up front. Oh, to getthe silly engine started!

It is surprising the percentage ofcheckrides that treat examiners to ap-plicants interacting with balking engines,and the myriad groans, coughs and sighseach makes in vain attempts to attainmotion. Refusal to start has manycauses, and sometimes applicants can-

not resist asking their examiners for sug-gestions or help. Ah, the anguish of itall, for examiners are by nature a kindlot. Still, at this point each must playthe passenger's role, and cannot offerguidance. The burden falls on the ap-plicant to understand his airplane andits components enough to operate themas the maker intended. That can be atall order, for sometimes engines act inways that even leave the manufacturersscratching their collective heads.

An occasional case in point in-volves the engine that starts obediently,perhaps even enthusiastically, runs fora deceptive several seconds, then in-explicably dies with the suddenness ofa corporate takeover. Except whentesting Certificated Flight Instructorapplicants, many examiners avoid ask-ing why the engine quit, and simplywatch for an appropriate, Pilot-In-

Command-ish response and successfulrestart. This symptom is common dur-ing winter months, when cold enginesfail to atomize fuel efficiently in theircylinders. Although less common, italso happens in warmer months, andunless a pilot has ignored or misusedthe engine-starting checklist procedure,is not cause for alarm. Improper start-ing procedures, though…

Manufacturers have become insis-tent regarding their recommendations,and for good reason. People who treatmanufacturer recommendations like anidiot's ramblings place themselves andpassengers in peril. Improper engine-starting methods can result in enginefires, which have consumed too manyairplanes. Wise pilots study the wholemanual, not just the normal procedures,because knowing how things workmakes life so much more pleasant.

The Oklahoma Aviator, May 2001, Page 4

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fellows working on a pickup truck helpedus get the Hatz into a hangar and get aroom for the night. The hangar was fullof Cessna 190/195 aircraft and parts.

In Goodland, we discovered a smallmuseum that boasted of housing the "World'sOldest Helicopter," but it was unfortunatelyclosed. At the recommended local "water-ing hole," I ordered a man-sized T-bone,which covered the plate. Gary had a pair ofpork chops that looked like the two hindquarters of a hog. Life was getting better!

Sunday morning was bright, sunny, andwarm, with no wind at all-- a day made foropen-cockpit flying! Heading forHutchinson, KS, we passed over several littletowns, noticing colorful cars and pickupssurrounding gleaming white church steeples-we could almost hear the singing! Visionsof "Waldo Pepper" and "Nothing by Chance"flickered in my mind. I wondered if anyyoung boys were watching us pass over-head, wishing they too could soar in the sunlitskies. Been there, done that-- a long timeago!

At Hutchinson, we landed behind aBeech Starship. As we both parked on theramp, we ogled their space-age machine,then noticed that they were doing the samewith our 1920s biplane-- it felt good! Afteranother nutritious vending machine repast,we were eager for the final leg of our odys-sey. After clearing the Wichita airspace, weangled southeast toward Tulsa.

As the Arkansas River led us into Okla-homa, farms gradually became pastures andoilrigs dotted the countryside. Soon, the tallbuildings of downtown Tulsa loomed on thehorizon. Our destination, Jones/RiversideAirport, is said to be the busiest airport inOklahoma-- quite a change from my smallgrass airfield in the Pacific Northwest.

As we landed and taxied in, we spottedour wives wildly waving small Americanflags. We grinned widely and waved backat our very welcome welcoming commit-tee. The 1741-mile trip took 16 hours 36minutes flying time, averaging 105 mph. Not

bad for a 1920s-style mail plane with an up-side-down engine that turns backward! Bestof all, everywhere we had been, the Hatzhad drawn curious, interested admirers.

On Thursday, June 1, I flew the Hatznorth to Bartlesville. By evening, a coupledozen assorted biplanes were on the field,including another Hatz flown by Del Burnettfrom Ohio. Friday saw many more arrivals,including the Texas "Hatz Nutz" group, ledby Bill Dawson. We spent the day showingoff our new Hatz, especially the LOM en-gine installation. There aren't many 4-cylin-der inline inverted engines around anymore,and it sure attracted the curious engine nuts.Our red-and-silver 1920s Western Air Ex-press paint scheme, complete with the au-thentic Indian and arrow logo down the sideof the fuselage, was also a magnet. Satur-day morning we attended the Hatz Forumand then began giving rides in my machine(which the members had dubbed "TheSnooty Hatz").

Early on during the building process, Ihad discovered that the camaraderie amongHatz Nutz is outstanding. They are the mostfun-loving, dedicated, and helpful gaggle ofaviation enthusiasts that you will ever meet.This was evidenced on Saturday afternoon,when I discovered my Stearman-type fuelgauge was leaking. The Texas bunch helpeddrain the fuel, produced the proper tools,then helped me remove and replace the faultygauge-- all the while continuing to give ridesin two of their aircraft!

Saturday evening at the Awards Ban-quet, we were presented with the award forthe "greatest distance flown in an open cock-pit biplane" for our 1741-mile journey. Thefrosting was heaped upon our cake whenwe were also awarded the Grand Cham-pion Experimental Biplane trophy. It doesn'tget any better than that!

Editors Note: Since this article was writ-ten, Lorin and Mary have moved to Tulsaand are in the final stages of building a houseat Sky Haven Airpark in Collinsville. Weheartily welcome them to Oklahoma. AsLorin would say, "Have a Hatzy Day!"

Bonneville Peak, elevation 9271 ft, between Pocatello, ID, and Rock Springs,WY. Two kinds of beauty: nature’s wondrous chaos viewed through the crispgeometry of open-cockpit biplane struts and wires. Ah, there’s nothing like it!

The Oklahoma Aviator, May 2001, Page 5

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MOTOR VEHICLE ACTIONS

This month I thought we woulddeviate from purely medical issues anddiscuss Motor Vehicle Actions(MVAs). In 1990, the U.S. Congresspassed laws related to alcohol and druguse by pilots. Those laws resulted inamendments to the Federal Air Regu-lations Part 61 and 67.

Motor Vehicle Actions are definedin FAR Part 61.15(c) as convictions,driver's license suspensions or revoca-tions, or administrative actions relat-ing to alcohol or drug use while oper-ating a motor vehicle.

Part 61.15(d) requires the FAA tosuspend, revoke, or deny pilot certifi-cates or ratings for any airman receiv-ing two MVAs within three years (ex-cept where the MVAs result "from thesame incident or arise out of the sameset of factual circumstances").

Part 61.15(e) requires airmen toreport MVAs. If you have a MVAas described above, you are requiredto report it within 60 days of its oc-currence to the FAA, Civil AviationSecurity Division (AMC-700), P.O.Box 25810, Oklahoma City, OK73125.

In addition, Part 67.403 requires

the FAA to suspend, revoke, or denyairman certificates, ground instructorcertificates, and medical certificates foranyone falsifying medical certificates orapplications. The FAA "Applicationfor Airman Medical Certificate," Form8500-8 addresses drug and alcohol is-sues in Item 18V. Question 1 asks ifyou have ever been convicted of aDWI, DUI, etc. Question 2 asks if youhave ever had your motor vehicle li-cense cancelled, suspended, or re-voked, as a result of alcohol or druguse. Question 3 asks if your applica-tion to operate a motor vehicle has everbeen denied.

Airmen are sometimes confusedabout what constitutes a reportableMVA. For instance, if your licensewere suspended simply because yourefused to submit a required drug, al-cohol, and chemical (DAC) test, youwould be required to report it as anMVA. As another example, if you re-ceived a DUI/DWI conviction, youwould be required to report it as anMVA. Then, if your license were latersuspended, revoked, or denied as a re-sult of that conviction, you would berequired to report it as a separate MVA.However, in that case, you should notein your report that this MVA resultedfrom the same incident as the previousone. The FAA would review the tworeports and ultimately classify them asone MVA.

If you would like to look up thissubject in its entirety, it can be foundon http://www.mmac.jccbi.gov/cas/duidwi/

Feel free to contact our office if youhave any other questions regarding thisor other medical issues.

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Allen “Rabbit” Hare and his new bride, DeAnn of Tulsa were recentlytransported from Jones/Riverside Airport to their wedding reception atGundy’s Airport in a flight of T-6’s. From left to right are Dr. SteveCampbell, Rabbit Hare, Ike Innes, DeAnn Hare, Alden Miller, and Dr.James Griffin. Family and friends enjoyed fun, food, and flybys!

The Oklahoma Aviator, May 2001, Page 6

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by B MannWomen in aeronautics have made a

tremendous impact, dating back almost tothe first successful powered flight on De-cember 17, 1903. This article begins atwo-part series which describes many ofthese remarkable women and theirachievements.

Therese Peltier, a talented sculptor,became the first woman to fly as a pas-senger in a heavier-than-air craft. On July8, 1908, she made a flight of 656 feet withLeon Delegrance in Milan, Italy. She sub-sequently made several solo flights in aVoisin biplane, but did not pursue a flyingcareer. On a flight at the Military Squareat Turin, she flew for two minutes and tra-versed a distance of 200 meters at an el-evation of seven feet, quite an accomplish-ment back then.

When Mrs. Hart O. Berg watchedWilbur Wright demonstrate the WrightFlyer at Le Mans, France, she was sothrilled by the performance that she askedWilbur for a ride. In September 1908,she became the first American womanto fly as a passenger in an airplane, soar-ing for two minutes and seven seconds.She tied a rope securely around her skirtat her ankles to keep it from blowing inthe wind during the flight. A French fash-ion designer watching the flight was im-pressed with the way Mrs. Berg walkedaway from the aircraft with her skirt stilltied up. Mrs. Berg was thus credited withinspiring the famous "Hobble Skirt" fash-ion.

On March 8, 1910, BaronessRaymonde de la Roche received the firstpilot's license awarded to a woman. Whilestudying music in Paris, Bessica Raichebecame intrigued by the Baroness' flying.On September 16, 1910 she made the firstaccredited solo flight by a woman in theUnited States. She and her husband,Francois, built their first plane, a Wrighttype, in the living room of their Mineola,NY home. It was in this frail craft of bam-boo and silk that she made her solo flight.In October 1910, the Aeronautical Soci-ety honored her as America's first womanaviator.

Blanche Stuart Scott was the firstAmerican woman to take a solo hop, al-though her flight is not regarded as offi-cial. In 1910, she was driving an automo-bile coast to coast, the first woman to doso. Passing through Dayton, OH, shewatched a Wright aircraft in flight, andafter completing her automobile trip, re-ceived flight instruction from GlennCurtiss. In October, 1910 she made herdebut as a member of the Curtiss team ata Chicago air meet.

In 1911, less than five million Ameri-can women worked outside the home.Even so, Harriet Quimby envisioned aplace in aviation for all women. On Au-gust 1, 1911, Quimby received Federa-tion Aeronautique Internationale (FAI) Li-cense No. 37, thus becoming the first li-censed female aviator in the United States.

Nicknamed “The Dresden ChinaAviatrix” by the press, Harriet became oneof the most well-known women aviatorsin the world. In April 1912, with determi-nation guiding her through thick fog, shebecame the first woman and only the thirdpilot to make the 22-mile crossing acrossthe English Channel.

On July 1, 1912, Harriet and a pas-senger tried to break the over-water speedrecord of 58 miles per hour. As a horri-fied crowd watched, she and her passen-ger tumbled from her Beriot monoplaneand plunged into the harbor waters, bothdying on impact. Ironically, the aircraftglided to a landing with little damage.

The second woman in the UnitedStates to receive a pilot's license wasMatilde Moisant. Flying with HarrietQuimby, she earned her license on August13, 1911.

Ruth Law bought her first aircraftfrom Orville Wright in 1912. She madeher first flight on July 5, 1912, and soloedon August 12. She became the firstwoman to fly at night.

The fourth woman in the U.S. to ob-tain a pilot's license was Katherine Stinson,on July 24, 1912. She was the first womanto execute the Loop-the-Loop at CiceroField in Chicago. She was also the firstwoman authorized to carry U.S. mail (fora route in Montana). Later, Stinson gaveflying instructions at her own flying school.

Encouraged by her sister Katherine'ssuccess, Marjorie Stinson decided tolearn to fly in June of 1914. At the ageof 18 she enrolled in the Wright Schoolat Dayton, soloed on August 4, and re-ceived her license on August 12, 1914.Stinson was inducted into the U.S. Avia-tion Reserve Corps, as its only woman,in 1915.

Bessie Coleman, an African Ameri-can woman, would not let discriminationget in the way of her flying career.Coleman moved to France, enrolled in aFrench school of aviation, and becamethe first African American to earn an FAIpilot's license on June 15, 1921.

"Brave Bessie" accepted an invitationto perform in a May Day exhibition forthe Negro Welfare League. On April 30,1926, ten minutes into the flight and at analtitude of 5,000 feet, the plane went intoa nosedive. She and her passenger werethrown from the plane and fell to theirdeath.

In 1924, Ruth Nichols, was the firstwoman to earn an international hydroplanelicense. In 1932, she was hired by NewYork Airways, becoming the firstwoman pilot for commercial passengerflights. Ruth was known as "The FlyingDebutante".

Next month, we’ll pick up withAmelia Earhart and Louise Thaden.

The Oklahoma Aviator, May 2001, Page 7

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Monday, April 23 was a beautifulspring day in southwest Oklahoma, thehigh plains air having been cleared bya frontal passage the day before. Atthe Oklahoma Airport Operators As-sociation conference being held at thebeautiful, new Quartz Mountain Resorton Altus-Lugert Lake, we metLuscombe Aircraft Corporation's newPresident and COO, John Daniel, along

with Charles Gibson, Senior SalesManager, and Miles Hoover, Sales/Marketing Representative for thesouthwest.

For those who may have been liv-ing on Mars over the last couple ofyears, the new Luscombe "Spartan185" Model 11E is an updated versionof the original late-40s Luscombe 11A"Sedan," sporting a new tricycle land-ing gear, Continental IO-360-ES en-gine derated to 185 hp, an updated in-strument panel, and other modifica-tions.

Since covering the Luscombe story

in our January '00 issue, we were curi-ous about their progress toward typecertification and production. To ourdelight, John invited us to tour the fac-tory, get an update, and perhaps evenfly the airplane! Late that afternoon,he drove us to Luscombe's 110,000-square-foot facility at Altus MunicipalAirport.

It seems that aircraft certificationprograms almost always take longer

than anticipated, and the Luscombeprogram is no exception. In January'00, the company expected to receivethe type certificate by mid- to late-2000, a date which had already slippeda couple of times. Now, the expecteddate is sometime in the third quarterof this year, hopefully by Oshkoshtime.

This time, it looks like they willprobably make it. Besides being wellalong in their static test and flight testprograms on an airplane design thatwas previously certificated, they owna complete set of hard tooling.

However, the most notable reasonto expect success is John Daniel's ap-pearance on the scene. John was hiredaway from Cessna, having been re-sponsible for all manufacturing atCessna's Independence, KS plant. Hehas over 23 years of aircraft manufac-turing experience and, very impor-tantly, experience in dealing with theFAA during type certification pro-grams.

John has no illusions about "tellingthe FAA how it is going to be." Hisapproach is to take certification pro-grams in small, well-defined "bites." Infact, had he been in charge at the time,the Luscombe Spartan would first havebeen re-certified with the original con-ventional landing gear. Then, with thattype certificate in hand, the company

by Mike Huffman

continued on p. 11

The Luscombe “Spartan 185” Model 11E, updated from the 1940s Model 11A.

The Oklahoma Aviator, May 2001, Page 8

Visit the 15th Annual Okie Twist-Off Aerob

Last month, inpreparation forthe Okie Twist-Off aerobaticcompetition, wepromised a"primer" on thesport of competi-tion aerobatics, sothat when you at-tend, you'll under-stand more aboutthe maneuvers,

procedures, and judging and thus getmore enjoyment out of your visit. So,here goes!

The yearly aerobatic contest sea-son lasts from March through De-cember. Almost every weekend,somewhere in the country, a local In-ternational Aerobatics Club (IAC)chapter hosts an aerobatics competi-tion. This year on May 31 and June1, IAC Chapter 59 will host the 15thAnnual Okie Twist-Off aerobaticcompetition at the Stillwater Re-gional Airport, with help from Tulsa'sIAC Chapter 10.

Aerobatic competitors practicehard and often use vacation time toattend competition events. Gener-ally, they arrive at the competitionsite Thursday night, ready for prac-tice sessions on Friday and the ac-tual competition on Saturday. Sun-day is reserved for return flightshome.

An aerobatic competition is notan airshow nor should it be confusedwith the "aerial daredevils" or "barn-stormers" of the past. Instead, aero-batics competition is a very precise,controlled aviation activity, whichemphasizes safety, precision, anddemonstrated control of the aircraft.An aerobatic competition might bemore accurately compared to a fig-ure skating event.

Five different skill levels are es-tablished for aerobatic competitions:Basic, Sportsman, Intermediate, Ad-vanced, and Unlimited. At the Basiclevel, competitors fly a Known Com-pulsory Program consisting of a spin,loop, and roll, performed consecu-tively.

Sportsman-level competitors flya more difficult Known CompulsoryProgram published by the IAC eachyear before the contest season begins,and may also compose and fly theirown Free Program.

In addition to more complexKnown Compulsory Program, Inter-mediate-level and Advanced-levelcompetitors fly an Unknown Pro-gram, which is distributed to the pi-lots only a few hours before the

flight and which cannot be practiced.Also, Intermediate-level pilots maycompose and fly a Free Program.

At the Unlimited level, pilots flythe most complex and difficult set ofKnown Compulsory, Unknown, andFree Programs. In addition, they arerequired to fly a 4-Minute Program.Extremely high-performance aircraftare required to fly the planned se-quences, and the 4-Minute Programsare often very exciting and entertain-ing.

All aerobatic competition takesplace in the "aerobatics box," whichis 1000 meters (3300') long and 1000meters (3300') wide. The top of thebox is fixed at 3500' AGL, but forsafety, the bottom is set based on thecompetitor's skill level. The bottomof the box ranges from 1500' AGLfor Basic and Sportsman to 328' AGLfor Unlimited.

The flights are graded by a teamof three to five judges, each of whomhas two assistants. The judges gradeeach individual figure, as well ashow the sequence is positionedwithin the box. Individual figuresare graded on such factors as preci-sion of lines and angles, symmetry,and other factors.

Each judge has a graphical dia-gram of the figures each pilot will fly.Figures are represented by symbolsin a system devised by Jose L. Arestiof Spain for world aerobatic compe-titions. Since 1988, the FAI Aero-batic Catalogue has been used, inwhich each Aresti symbol is assigneda difficulty coefficient or "K-factor."The judges establish a number gradefrom 0 to 10 for each figure, whichis then multiplied by the K-factor. Acomputer system keeps track of thescores.

Each pilot flies his or her se-quences in the order of difficulty--Known Compulsory first, Free Pro-

gram second, Unknown third, and 4-Minute last. The Known Compulsoryis a "qualifying" flight-- any pilot whodoes not perform this sequence safelyis suspended from the competition.

One of the most difficult parts ofjudging is evaluating moves that aretaking place thousands of feet above,without the aid of binoculars. Pilot-ing skills and aircraft performance arehoned to such a fine degree thatjudges are often looking for varia-tions of only a few degrees fromnominal.

A wide variety of aerobatic air-craft normally compete in the OkieTwist-Off. The vast majority of aero-batic aircraft being built today aremonoplanes made from advancedcomposite materials, but there are

Aresti diagrams, the “language of aerobatics,” showing symbols for figures.

The Aerobatics Box, within which all aerobatic competition takes place.

Jim Houston, from Sun City, AZ,competing in Sportsman with hisDecathlon.

The Oklahoma Aviator, May 2001, Page 9

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Dagmar Kress, an Unlimitedcompetitor from St. Augustine, FL,flying her Extra 300.

Stillwater’s own Fred Delacerda, in1996, competing in his Extra 200.Fred now has a new Edge 540.

David and Martha Martin from Possum Holler, TX. David competes inUnlimited in the Extra 300 and Martha is a national judge.

plenty of other aircraft to be seen andenjoyed, including Pitts biplanes,Decathlons, Edges, Caps, Sukhois,Lasers, Extras, Yaks, and otherhomebuilt or highly-modified de-signs.

When you attend, be sure andbring along a chaise-lounge type lawnchair that will allow you to look up-ward for extended periods of time.Also, because your face will bepointed skyward, plenty of sunscreen,a good set of shades, a brimmed orbilled cap, and a set of binoculars arealso well advised.

Sometimes at an aerobatics con-

test, someone will say, "That reallylooks like fun and I wish I could getinto it, but I don't know where tostart." Or, perhaps you would liketo take a shot at aerobatics, but thevery thought of leaving straight-and-level flight brings sweat to yourpalms.

In reality, it is probably harder toget out of aerobatics than in. Loops,rolls, spins, Hammerheads, Cuban 8s,and snap rolls can be truly addicting!A good place to start is by contact-ing your local IAC chapter. Althoughaerobatic instruction cannot be foundon every street corner, the membersof the chapter have an overview ofthe entire sport and can help you lo-

cate an aerobatic flight school, in-structor, or airplane. If you have al-ready located the instructional re-source you want to use, check themout with the chapter members beforesigning up. Also, use your own goodjudgment-- obviously, you should beconvinced that safety is the foremostconcern of anyone you sign up with.

Before you start aerobatics in-struction, develop at least a vagueidea of what your goals are. Somestudents want only to build their con-fidence in normal flying, by becom-ing used to stalls, spins, and unusualattitudes. Others want to progressto the point of perhaps owning a ba-sic aerobatic airplane and doing "Sun-day afternoon gentleman" aerobatics.And of course, there are studentswho know right off the bat that theywant to go all the way to the WorldAerobatic Championships or becomean airshow performer. Tell your in-structor right up front what yourgoals are.

You may find that your goalschange as your aerobatics instructionproceeds-- like many others before,you may become hooked and findyourself driven to achieve greater andgreater levels of control, precision,and difficulty.

During the first hour, most aero-batics instructors will try to deter-mine your skill level with some verysimple but revealing exercises suchas steep turns, Dutch rolls, or lazyeights. The instructor will be look-ing for such things as how you handlethe controls, how well you can main-tain altitude, and whether you allowfor wind.

By the end of the first hour, theinstructor may well ask you to per-form chandelles and wingovers. Nei-ther is very demanding, but doingthem correctly requires coordination,judgment, planning, and an under-standing of what your control sur-faces are doing.

From that point on, the maneu-vers you perform become a matter ofthe instructor's preference and yourgoals. Some instructors like to startwith spins, while others start withloops or rolls first. If you so desire,the instructor may take you througha demonstration of more advancedmaneuvers before you begin doingthe basic maneuvers.

Do not be surprised if the first fewhours of aerobatic instruction leave

you feeling very tired and "wrungout." It takes time and conditioningto build up the stamina to performaerobatics. Learning to relax whilehanging upside down in a slow rollmay require some conscious effort.But keep at it-- like any other learn-ing experience, you will find one daythat a maneuver you previously founddifficult suddenly feels natural.

Your instructor will tell you whenyou are ready for solo aerobatics. Atsome point you should start puttingmaneuvers together in a sequence,watching your entry speed and alti-tude for each one. Perform two loopsin a row, or a loop followed by a roll.When you reach the point that youcan fly a spin-loop-roll sequence withreasonable control, you are eligiblefor the first of ten AchievementAwards issued by the IAC, the Basicpatch. You should be ready for theBasic patch within a couple weekendspractice. Over 3000 pilots have al-ready earned Achievement Awards.

If you decide you want to mea-sure your talent against other aero-batic pilots, consider competing inone of the many IAC chapter week-end competition events around thecountry. You'll find plenty of peoplewilling to help you- while aerobaticsis seriously competitive sport, nearlyeveryone who shows up for a con-test enjoys the esprit d'corps that de-velops.

Aerobatic instruction and aircraftare not cheap, but if you can musterthe means and handle the thrills, the artand sport of aerobatics are hard to beat.Aerobatics will improve your profi-ciency and make you a better pilot!

The Oklahoma Aviator, May 2001, Page 10

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When I first came to work for Au-topilots Central, Inc. in 1972, R.E.was already on the scene. He workedfor AirKare as a mechanic and testpilot and we hired him on a per-flightbasis when we needed a test pilot forour autopilot work when the cus-tomer was not around. That is myjob now, but I learned a lot of what Iknow today sitting at his elbow in thecockpit of most every kind of airplanethat showed up on the ramp.

He was a natural pilot who wasmore comfortable behind the yoke ofa plane than the wheel of a car. I amthat way, myself, to this day. Itrubbed off R.E. like so many otherthings that have stayed with me overthe years. I learned how to start allkinds of airplane engines in all situa-tions. He taught me about cold en-gines, flooded engines, radial en-gines, carbureted, injected, geared,you name it. He knew about it andwas willing to share it with me. Oneof his sayings is now one of my fa-vorites: "If there is a start left in it,I'll get it!"

He was also comfortable on hisblue BMW motorcycle, which heloved (I love to ride, also-- that mustbe something common in pilot DNA).He use to brag about running it50,000 miles before he finally had to

file the points. But it was his skill inthe cockpit that most people will re-member about him.

I remember one time we were fly-ing an Aero Commander 500 togetherand I had a brand-new multi-enginerating just itching to be exercised.When the autopilot setup was com-plete we turned it off so I could hand-fly for a little while. I remarked thatit felt like a big Cessna 150 and won-dered (aloud) what it flew like on oneengine. Like a bolt of lightning, R.E.'sarm flew up to the quadrant and hepulled the mixture off for the rightengine, looked at me with a grin Ieventually came to love, and said "Justlike that!" And just like that, I learnedwhat it flew like on one!

Many of our test flights involvednew or newly-overhauled engines;another Aero Commander incidentwith R.E. helped me 18 years later.We were approaching to land and theright engine power would not reducewhen the throttle was pulled back. Itwas as if it was disconnected. (Itwas!- the mechanic who attached itforgot the cotter pin and the linkagefell off inside the cowling during theflight.) No problem for R.E.-- he sim-ply used the mixture control for thatengine to starve it of fuel so it wouldallow us to make a normal landing.Eighteen years later, climbing out of

Brackett Field in Pomona, Californiain a Cessna P210, I had a head blowoff the number six cylinder and openup the induction system with a hugeleak. I turned back to the field anddiscovered that I couldn't get thepower below 22 inches. No prob-lem- just pull the mixture back anduse it as a throttle to make a safe land-ing. I also had to use it to taxi to theramp. R.E. saved the day.

Another mechanical error one dayresulted in having to land a Cessna310 with the nose gear partially re-tracted. R.E. was at the controls andshut down one engine before gettingon final. He shut down the other oneon short final, turned off the switchesand fuel, and dead-sticked the land-ing, keeping the nose up as long aspossible before it came down.

The damage to the plane wasminimized and neither engine washurt at all. Years later I had to land aP210 with no right main gear and Ishut down the engine on short final,turned off the switches and fuel, andopened the door slightly beforetouchdown. On roll-out, I was ableto keep the wing off the runway untilthe plane came to a complete stop.R.E., again.

I also learned some things NOTto do from observing him. To saythat his pre-flight was casual would

be a flagrant misuse of the word. Hisphilosophy was "it flew in here, it willfly one more flight." The 310 inci-dent above would have been avoidedcompletely by a simple walk-aroundwith a little attention to even a fewdetails. On the other hand, it wouldnot be fair to say he was unsafe. Inall his years of flying he never got hurtnor crashed a plane, although we didnickname him "Crash Cunningham"after the 310. I marveled at his in-strument flying one day as he turnedonto the localizer and simultaneouslynailed the glide slope. He said "Allyou have to do is keep those needleslined up. That's not hard." And he wasright. The tower controllers whoworked him every day considered himone of the best pilots they ever knew.I have to agree.

Flying customers' aircraft beforeand after maintenance on a daily ba-sis exposed R.E. to many more po-tential flight hazards than most pilotsexperience in a lifetime, but R.E. wasphilosophical about this, too. He al-ways said it wasn't your time to gountil the holes in your punch-cardsin the sky lined up. R.E.'s holes linedup on February 8th, 2001 from non-aviation causes. I miss him already.

Editor’s Note: Bob Fergusonworks for Autopilots Central. He canbe reached at 836-6418.

The Oklahoma Aviator, May 2001, Page 11

PLACEHOLDER FOR AOPAADVERTORIAL.PDF

Luscombe “Spartan 185” Model 11E, cont’d

could proceed to the next "bite," thetricycle gear modification. As it is, thetype certificate expected this fall willbe for day/night VFR only.

When we visited, the cavernousmanufacturing area was populated withtwo newly-built test aircraft- one forstatic test purposes and the other "con-forming aircraft" for flight test- alongwith tooling, parts inventory, and anoriginal Model 11A test bed aircraft.Engineers and technicians were weigh-ing the static test airplane, loading itwith bags of sand in preparation for thelanding gear drop test.

Soon we were led onto the rampwhere the experimental flight test pro-totype sat, our first visual impressionof the airplane. The cabin height andwidth are larger than a Cessna 182 andthe tailcone is shorter, giving the air-plane a sturdy, hefty appearance,which is reinforced by the long, high-aspect-ratio wings. The bottom of thewings are perhaps six feet off theground, which should do wonders atlessening your typical diamond-pat-tern forehead scars from bumping intothe flap and aileron trailing edges ofCessna airplanes. Notably, with thetricycle gear, the "pot-bellied" appear-ance of the original Model 11A Sedanis gone.

The Luscombe test pilot, Jerry

continued from p. 7. McCluskey, invited me into the rightseat and started the engine. Thethroaty six-cylinder pulse, amplifiedby the lack of interior upholstery, wassatisfying and added to the impres-sion of a "hearty" steed. I taxied usout to the runway and found no sur-prises-- a new spring-loaded nosesteering push-pull rod had recentlybeen fitted and provided positivesteering.

On takeoff, Jerry let me do thehonors. As I pushed the "balls to thewall," Jerry called out speeds. At hisinstruction, I rotated at 60 knots andthen, de rigeur, began relaxing backpressure to accelerate. However,Jerry was urging me to keep the noseup and, glancing at the airspeed, I sawwe were already 10 knots over therecommended 70-knot climb speedand still accelerating. The nose anglerequired to maintain 70 knots wasamazing! I've always believed in thethe old adage that "power is your bestfriend," and this airplane has plenty!We were at traffic pattern altitude be-fore the end of the runway.

Clear of the pattern, I performedsteep turns and slow flight. The con-trols were crisp, responsive, and well-balanced. The combination of a light-feeling airframe, responsive controls,and ample power give an impressionmore similar to a high-performancehomebuilt than, say, a Cessna 172.

Jerry demonstrated stalls, performingcontrolled 30-degree banked turns withthe stick full aft and descending at only700 fpm.

Back in the landing pattern, I foundmyself high on final and slipped it infor what I thought was a pretty rea-sonable landing, although after taxiingin, I was chided by the "peanut gallery"for not getting it stopped in 500 feet asJerry does.

Market-wise, the Luscombe Spar-tan 185 is positioned between theCessna 172 and 182. In most perfor-mance categories, it's specificationsclosely approach or exceed those of the182, but at a base price of $156K, isconsiderably less than either Cessnaaircraft. At Sun 'n Fun whereLuscombe exhibited this year, customerresponse was strong, and the companynow has about 30 escrowed depositsfor production slots.

Mike and Barbara with the 11E.

StillwaterRegional OAOA“Airport of the

Year”During the recent 16th Annual Okla-

homa Airports Operators Association(OAOA) conference, held at the new QuartzMountain Resort on Altus-Lugert Lake,Stillwater Regional Airport was designated"Oklahoma Airport of the Year," their thirdsuch award since 1983. Airport DirectorGary L. Johnson received the prestigiousaward Tuesday evening during the awardsbanquet.

Johnson commented, "This award is aproduct of all of the people who make ithappen at Stillwater Regional Airport-- theCity Commission, the Airport Authority, theOklahoma Aeronautics Commission, theFAA, our airport users, our engineering firm,and most importantly, my staff. It is easy tolook good when you have all of these peopleand organizations on the team.”

The award recognizes the most out-standing Oklahoma airport in planning, capi-tal developments, and economic develop-ment for the preceding year. Stillwater Re-gional is one of 127 public use airports andone of 48 regional airports in Oklahoma.

The OAOA originated in 1983. Thetheme for this year's conference was "Soar-ing with Eagles Again." Quartz Mountainwas the site of the first OAOA conferencein 1987.

The Oklahoma Aviator, May 2001, Page 12

Claremore Regional Airport’s “Ercoupe Air Force”

Claremore Regional Airport has thedistinction of being the home base of aunique fleet of five airplanes represent-ing the entire lifespan of the ubiquitousErcoupe designs, manufactured in itsdifferent variants from 1939 through1970.

It all started in September 1999,with the closing of Tulsa DowntownAirpark. Oscar Watkins, Newell West,and George Pringle had been flyingtheir "Ercoupes" (we'll get into propernames later) from Tulsa Downtown forsome years. Looking around for a newhome base, they all decided to moveto Claremore Regional, with its newfacilities, the possibility of privatelyowned hangars, and aviation-friendlyenvironment. Later, two otherErcoupes showed up to complete thefleet.

So you'll be able to follow the story,here is a short history lesson on theErcoupe legacy, gleaned from various(hopefully accurate) sources. In 1939,Fred Weick designed the airplane forthe Engineering Research Corporation(ERCO), in College Park, MD. Thegeneral expectation was that a privateairplane would soon be in every garagein America. ERCO reasoned that oneof the main barriers to selling lots ofairplanes would be the difficulty inlearning to fly. Thus, they wanted anairplane for which flying was akin todriving a car.

The original design had a metal fu-selage, fabric-covered metal wings, anda 65-hp Continental engine. The air-plane had a tricycle gear, very uniquein its day-- this placed the "driver" inabout the same position as in an auto-mobile and allowed him/her to not have

to deal with the additional skills in-volved in steering a conventional-geared airplane. Also, the airplane wasbuilt low to the ground and, with itsunique twin vertical tails, had a com-pact appearance like an automobile.The airplane had no rudder pedals-- thecontrol wheel was linked to the rud-ders and nosewheel steering mecha-nism to make turning (both on theground and in the air) more automo-bile-like. Similarly, a brake pedal waslocated on the floor.

Last, the design was billed and cer-tified as being "stall-proof" and "spin-proof." Even the name "Ercoupe" hadautomobile leanings.

About 112 prewar Ercoupe 415Aand B models were built between 1939and 1941. After the War, antipicatinga great post-war boom, ERCO pro-duced an amazing 4309 airplanes in1946 alone, marketing them throughsuch diverse channels as Macy's De-partment Store. However, the boomnever materialized: in 1947, productionwas only 445 units and continued todecline until 1950, when it ceased al-together. Over the years, enginechoices were extended to the 85-hpContinental, an electrical system wasinstalled, and metal wing skins replacedfabric, but otherwise, the design re-mained fundamentally the same.

The Ercoupe was out of produc-tion until 1958, when Forney Aircraft,from Carlsbad, NM bought the rights.Between then and 1962, they produced166 Forney Model F-1 and F-1A's, atwhich time they ceased production.During its reign, Forney introducedfactory-installed rudder pedals and anupgrade to the 90-hp Continental en-gine.

Next came Alon, from McPherson,KS, who produced 266 Alon A-2's andA-2A's in 1965 and 1967. Alon intro-duced a sliding canopy and changed thename to "Aircoupe."

The last company to produce theErcoupe family was Mooney. Look-ing for a primary flight trainer addition

to their fleet, they bought the rightsfrom Alon in 1968 and assembled 46A-2A's from the acquired inventory.Then in 1969, they made the most radi-cal design departure, replacing the sig-nature twin tails with a conventional,“Mooney-esque” empennage. Theyalso gave it a spring main landing gear,designated it the M-10 Cadet, andmanufactured 58 of them during 1969and 1970.

From there, Univair purchased therights, type certificate, and extensiveparts inventory. Many original partsare still available dating back into the40s, and it is reputed that several com-

plete Cadets could be assembled fromUnivair's stock.

According to Oscar Watson, therewas also a military designation for theErcoupe, the YO-10, and the Ercoupehas the distinction of being the first air-plane to take off solely under rocketpower. Apparently, an experimentalflight test group at Wright-PattersonAFB was looking for a suitable test air-plane, came upon an Ercoupe, andslung two rocket motors under thebottom. The test flight was accom-plished without even starting the Con-

The Claremore Ercoupe “Air Force”: left to right, Jim Cobb’s 1947 415D,George Pringle’s 1947 415G, Newell West’s 1960 Forney F-1A, OscarWatson’s 1966 Alon A-2, and Patricia Trusty’s 1970 Mooney M10 Cadet.

continued on p. 13.

The Oklahoma Aviator, May 2001, Page 13

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A Message from Bob JandebeurOKLAHOMA AERONAUTICS AND

SPACE COMMISSION ACCOMPLISHMENTS

The Oklahoma Aeronautics and Space Commission has been and contin-ues to be very effective in promoting aviation in Oklahoma. Listed beloware some of the OASC’s recent accomplishments.

• The Commission proposed, designed, and adopted the now-currentcomprehensive Oklahoma Airport System Plan, which establishes acomprehensive roadmap for Oklahoma’s airport future and addressesgrowth of corporate aviation by establishment of Regional BusinessAirports. In this plan, each Regional Business Airport becomes apartner in the community’s economic development.

• The Commission implemented the Adopt-An-Airport program,which was selected as National Association of State AviationOrganization’s (NASAO’s) Outstanding Aviation Education Pro-gram for 1999.

• The Commission implemented the statewide Pavement MaintenanceManagement Program, which provides funds for airports to use inmaintaining runway and taxiway deterioration and weather damage.

• The Commission proposed and fostered legislation which allowsmore aviation-related state funds to be used for aviation purposes,including the following.

• Legislation which allows aircraft excise taxes and fuel taxes to beadministered by the Commission. These revenues are expectedto be $4M annually.

• Legislation which allows corporations purchasing aircraft with aselling price over $5M to work with OASC on directing proceedsof exise tax to a project. This allows the taxpayers to have input.

• Between FY99 and FY01, the Commission increased State-suppliedfunding for airports from $1.54M to at least $9.55M. At the sametime, due to passage of AIR-21 and diligent efforts by the OASC toget Oklahoma’s share, Federal funding increased from $6.22M to atleast $17.68M.

These accomplishments make me proud to be an OASC Commissionerand to help bring Oklahoma airports into the 21st century.

tinental!The oldest airplane in the

Claremore fleet is James Cobb's 1947Model 415D. He bought it in Novem-ber 2000, overhauled the engine andaccessories, and has flown it only aboutsix hours since. Jim, who also has anOsprey 2 homebuilt project about fin-ished, uses his Ercoupe for "$100-ham-burger flights and stirring bugs."

The next oldest airplane is GeorgePringle's 1947 Model 415G, which hasbeen in his family for 32 years.George's airplane has a lot of modifi-cations, including metallized wings,alternator conversion, split elevator,enlarged baggage compartment, carbu-retor change, dual-fork nose gear,Cleveland wheels/brakes, all new avi-onics, and bucket seats.

Newell and Shirley West's airplaneis a 1960 Forney F-1A, the secondErcoupe they have owned. Theybought the damaged project in 1987and spent three years rebuilding it.Shirley says, "When Newell came drag-ging it in on the trailer, I asked, 'What'sthat pile of junk?' He said, 'Well, that'sour airplane!' I was skeptical, but nowit looks brand new!" Newell is 82 yearsold, and they both love flying it to-gether.

Oscar Watkins' 1966 Alon A-2Aircoupe is also his second Ercoupe-family airplane, the first being a Model415 which was damaged in a forcedlanding following a crankshaft failureand loss of the propeller. Oscar, aformer fighter pilot, Piper Aircraft testpilot, and pilot of airplanes up to DC-9size, says, "I have more fun in that little

airplane right there. I don't need to gofast or go anywhere- I just need to getoff the ground once in awhile!"

The newest airplane in theClaremore fleet is a 1970 Mooney M10Cadet owned by Michael and PatriciaTrusty. The eighth-from-the-last built,it had been in storage for 15 years whenthey bought it in July 2000 and it hadonly 483 hrs TT. They went throughthe entire airplane, overhauled the en-gine and accessories, installed a newengine mount, and replaced hardwarethroughout. First flight was March 17,2001 and they have accumulated about9 hours since, mostly by Patricia, a rela-tively new pilot with 131 hours. SaysMichael, "When Shirley gets back fromflying, the only thing you can seethrough the windshield is teeth-- fromher ear-to-ear grin!" Patricia responds,"Mostly, I'm just glad to have gotten itback on the ground! I love it!"

In general, owners of Ercoupespride themselves in being able to flyinexpensively and simply. With sellingprices between $10,000 and $20,000,Ercoupes are among the least expen-sive, certified, two-place airplanesavailable. Parts are still widely avail-able through Univair and Skyport Ser-vices, and the Ercoupe community hasestablished an owners association andwebsites to help members keep theirairplanes flying.

Significantly, when the new SportPilot regulations are finalized, it is likelythat the Ercoupe will qualify to beflown and maintained by Sport Pilotowners.

For fun, low cost flying, take a tripto Claremore Regional airport andcheck out the Ercoupe "Air Force!"

continued from p. 12.

Ercoupe Air Force- cont’d

MARY KELLY MEMORIALSCHOLARSHIP

! Are you a female seventeen or older?!!!!! Do you live within 75 miles of Tulsa?!!!!! Do you love to fly?

Call or write:Frances H. Luckhart

1806 S. 280th E. Ave.Catoosa, OK 74015

918-379-0018

Applications must be submitted by July 31, 2001Sponsored by Tulsa 99s

The Oklahoma Aviator, May 2001, Page 14

Calendar of EventsFor a free listing of your event, email us at ok_aviator@mindspring.com or call 918-496-9424

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The Oklahoma Aviator, May 2001, Page 15

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SHOP MANAGERSFor Airworthiness Certificates, C of Afor Export Certificates, Ferry Permits orAirworthiness Consultations, contactR.E. “Bob” Richardson, FAA Desig-nated Airworthiness Representative.Phone (918) 455-6066. 1217 W.Vandever St., Broken Arrow, OK 74012

FAA Medical CertificatesJohn C. Jackson, D.O.

410 Cherokee, Wagoner, OK 74467Office: 918-485-5591FAX: 918-485-8455

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Be a better Pilot! Sharpen skills,broaden aviation knowledge and breakbad habits by training with Earl C.Downs, ATP, CFII, A&P. Antiques,classics, modern aircraft. Taildraggertraining in 1946 Champ. Flight re-views, ground training. EAA FlightAdvisor. Thirty-eight years experiencein flight and ground training.

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ULTRALIGHT AVIATIONTulsa, OK

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HANGAR FOR SALESeminole Municipal Airport (H45)

60 x 50 engineered steel building withsliding folding doors- office with heat& air, restroom and closet. Contact

Jim Goff, days 918-486-8411 ornights 918-279-1110

Kingfisher MunicipalAirport

24-Hour UnattendedSelf-Service Fuel- 100LL/$1.99

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Flight InstructionChad Nail, CFII

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CLAREMORE AIRCRAFTSERVICE

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Cleveland Municipal Airport,Cleveland, OK, currently has largehangar available for FBO. Please

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Office:918-457-3111 800-364-1016Home:918-457-3448 918-457-3191

Email:lake@century21wright

AeroSpecs for confidential NAAACertified Aircraft Appraisals. Visual in-spection, logbooks and record re-search. Written report with detail in-formation. Approved by banks, FDIC,and many government organizations.Less expensive alternative, none certi-fied. Market Analysis Report available.Contact Lee Compton (918)342-0820.w w w . a e r o s p e c s . c o mlee@aerospecs.com

FAA-Certified Repair, Overhaul,And Dynamic Balancing

Over 20 Years ExperienceDynamic balancing half-price with

overhaul or major repair.

Remember!If it shakes don’t delay!

Call Dr. Dan Today!in Owasso, OK

Phone# (918) 272-3567FAX# (918) 272-7664

email: PropDoc@aol.com

Western Okie Soda BlastingDry Aircraft Paint Stripping

No Chemicals -Environmentally Safe

Safe for Aluminum, Steel, Composites

Portable Rig-- We Come to You!

Art Rhoads, RR1 Box 25 Colony,OK 73021 405-929-7337

For Sale1966 Cessna 150-F, 517 hrsSMOH, Feb-01 annual, Loran 100-C Navigator, new intercom, elec-tric oil heater. $16,500 or will con-sider trade for ultralight or Harley.580-336-5307.

LEARN TO FLY!Felecia Barton, CFI

Greater Tulsa Area

918-296-5531918-408-9680 (cell)

Lloyd Stelljes

Steel Clear Span BuildingsConstruction Management

8501 Highway 271 South, Suite CFort Smith, Arkansas 72908

Phone 501-646-0747 FAX 501-649-3435Toll Free 888-572-3322

(888-LSB-3322)

Mini Storage Buildings- Aircraft Hangars

The Oklahoma Aviator, May 2001, Page 16

Southwest Aviation Specialties, LLCAVIONICS INSTALLATION &

REPAIROur highly-qualified team deliversunsurpassed avionics installations,troubleshooting, and repair. SWAS hasthe experience to install and maintain youravionics systems.

Avionics Installation• GPS• Autopilots• TCAS• GPWS• AFIS• Flight Management

Systems• Digital Phone/Fax• Multi-Media

Entertainment Systems

Authorized LabComponent Repair• VHF/COMM• Weather Radar• NAV Systems• Audio Systems

Authorized Dealer for:• Garmin• BF Goorich• S-Tec• Trimble• II Morrow• Northstar• Ryan• Insight• Sandel, and many more!

Repair and Service• Allied Signal• Honeywell• Garmin• Arc/SigmaTee• 24-Hr Tech Assistance

and AOG Support

Precision Aircraft Maintenance - Mil-Spec 1594 Aircraft Welding - Custom Aircraft Interiors - 24-Hr/7-Day On-Call Service

Riverside/Jones Airport, 200 Learjet Lane, Tulsa, OK 74132Phone: 918-298-4044 FAX: 918-298-6930

www.swaviation.net

HalvHalvHalvHalvHalverererererson Manason Manason Manason Manason Managggggement,ement,ement,ement,ement, Inc Inc Inc Inc Inc.....Ada Municipal Airport (ADH)

Named Oklahoma Airport of the Year6203-Ft Runway - AWOS

PH: 580-332-1950 FAX: 580-421-7721

!!!!!MAINTENANCE• All recip and turbine aircraft• Pre-purchase evaluations• Annuals, 100-hours, and phase inspections• Airframe repairs and mods• Engines- anything from oil change to overhaul• Computerized maintenance tracking

!!!!!AIRCRAFT MANAGEMENT• All recip and turbine aircraft• Let us be the caretaker of your aircraft!

!!!!!AIRCRAFT SALES• Single- and multi-engine turbines & jets• We will buy or broker your aircraft

!!!!!AIRCRAFT RENTAL• Cessna 172, IFR, like new, with leather

!!!!! FLIGHT TRAINING• Full Program- Private through Multi-Engine

!!!!!AIRCRAFT DETAILING• Interior and exterior- make your bird shine like new!

!!!!! FULL-SERVICE FBO• See our ad for Performance Aircraft Services

Central Oklahoma’s Maintenance Headquarters Since 1995

NOW AVAILABLE!TWO BEAUTIFUL LOTS ON

TENKILLER AIRPARK

FOR DETAILS,CALL 918-496-9424

LOT 5 BLOCK 2• Choice Runway

Location• 150-Foot Frontage• 206-Foot Depth• Approx .7 Acres• Price: $31,000

LOT 4 BLOCK 4• 289-Foot Frontage• 359-Foot Depth• Approx. 1.5 Acres• Price: $14,000