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T-34 ASSOCIATIO

^ T H E M E N T O R

t JULY 1994 • ISSUE NUMBER 63

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In This Issue President's Column 2

Thoughts from Charlie 4

1994 Oshkosh Formation 5

Formation IFR S

Pilot Decision Making: Do You Remember How? 6

No Bull! 7

Parks Industries T-34 Gathering-Deer Valley Airport In Arizona 8-9

List of Formation Qualified Pilots 10

Fall West Coast Plans 11

Items "For Sale" 11

Letters to the Editor 13

Treasurer's Trove 15

T-34 Board of Directors Meeting 16

OFFICERS Charles H. Nogle, Chairman of the Board

(Illinois) Lou Drendel, President

(Illinois) Terry Brennan, Vice President &

Merchandise Manager (California)

Bob Farrell, Treasurer (California)

Julie Clark, Membership Chairman (California)

Glen Travers, Editor (Missouri)

DIRECTORS Ken Ross (Illinois)

Bill Cherwin (Illinois) Bruce Lamont (Oregon)

Ken Williamson (Pennsylvania) Bob Mahanor (Florida)

Joe Hovirell (South Carolina)

President's Column

About the Cover Cover Photo by:

AIRPHOTO ' y P.O.BOX2012I

RIVERSIDE pr OA, 925ie

USA JOE CUPIDO

AVIATION PHOTOJOURNALIST

(909) 352-1875 • FAX (909) 3S2-226S

Pictured is George Byard's T-34, Oshkosh Winning Aircraft

by Lou Drendel

This could more properly be called an editorial, because it is going to be opinion. Some of you may not agree with what I have to say, but bear with me for a few minutes: I did not attend the recent Warbird Operators Conference in Dallas. Board members Charlie Nogle, Ken Ross, and Bill Cherwin did, and they may have some first-hand insights that I lack, but the second-hand information that I have received leads me to the following conclusions, for the following reasons;

1. Formation Flying is still one of the most important topics at any Warbird Council. (According to Bill, most meetings eventually got around to formation, whether it was a sched-uled topic, or not.)

2. There are as many different opinions on how formation flying should be regulated as there are domi-nant personalities in the Warbird Community. (Ranging from WWII-era fighter pilots, to current operators of formal, for-hire, formation schools, to shut-out liaison pilots.)

3. The EAA Warbirds of America is going to try to control all of the above with a formal program of cur-rency check-out and records keeping. (Good Luck!)

The T-34 Association was the first organization to institute a formal set of procedures, including a manual and checkout criteria. Since the T-34 is a relatively simple (let's not forget that it is a PRIMARY trainer) airplane, our syllabus addressed the basic princi-ples of formation flying. It was (and is) a great example of that well-known operational rule; "Keep It Simple Stupid" (KISS). Our success with this program resulted in adoption of our manual, including our hand signals and procedures by EAA Warbirds of America, Valiant Air Command, and The Confederate Air Force. That was high praise . . . but . . . operators of different types may have some differ-ent views on this subject and may be tempted beyond resistance to compli-cate the process with a lot of Bureaucratic red tape. Some of these additional layers of regulation or pro-cedural minutiae may be necessary for the organization(s) involved. I don't think The T-34 Association should be

led down the garden path of writing, publishing, or regulating procedures that are outside the operational scope of our airplanes. I can't take all the credit for this idea. Two of the most influential leaders of the Warbird movement in recent years have influ-enced my thinking. It was Charlie Nogle who first advanced the idea of the manual and checkout procedures. 1 believe Charlie's view on this issue is the same as mine. John Baugh was one of the most effective Presidents of EAA WOA. He got us thinking along these lines when EAA WOA formed it's Formation Committee. John's view was expressed in his typically straightforward manner; "If it ain't broke, don't fix it!" This does not mean that we will not cooperate with EAA WOA. Some of what has come out of their suggestions just makes sense. It is a good idea to have annual checks on anyone who is flying forma-tion, and it is a good idea to keep records and issue cards. It is also logi-cal for EAA WOA to be the records keeper.

In the spirit of responding to good suggestions from others . . . The folks at Darton International, produc-ers of "Formation Flying, The Art", the video which EAA WOA has endorsed as a training aid comple-menting our manual, have produced a formation flight test guide. Using our checkride form as a guide, Darton has further delineated what is expected of a Wingman Candidate. They have added a level of qualification which recognizes that everyone is not going to be all the way up to total compe-tence before they are safe in a forma-tion. This is called "Conditionally Qualified" to wit; "Applicant demon-strates adequate knowledge and per-forms maneuvers required. Performance of maneuvers is within allowable tolerances, but improve-ment in smoothness and precise air-craft control is recommended. Applicant safely applies principles of formation flight and qualifies for wingman patch. Additional training and practice are required to reach the QUALIFIED level." "Qualified" means; "Applicant demonstrates thor-ough comprehensive knowledge, and

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. . . President's Column continued from page 5

performs all required maneuvers with-out prompting or counsel. Applicant flies aircraft smoothly and coordinated, without exceeding aircraft or engine limits. All maneuvers required are per-formed with precision and a degree of finesse. The successful and safe out-come of any maneuver is never in doubt." This puts into print something we have known since we started checking people out. The above may be an oversimplification, since the check-out manual runs 24 pages, and covers each phase of the check ride in detail. Any candidate who reads this manual can have no doubts about what is expected of him in the checkride.

The Darton flight test guide can be readily adapted to our program. What we cannot adapt to our program are other manuals. Though some of these manuals are very comprehensive, they deal with airplanes which are not simi-lar. These range from 400 mph fighters to multi-engine bombers, to 100 mph liaison airplanes. The fighters are low-wing and maneuverable, so they can be safely flown in formation. If the leaders of these groups feel the need to modify our basic procedures, that should not present any particular poli-cy problem. The liaisons and bombers are a different matter. The design of most liason aircraft militates against safe formation flight as we know it. High wings and enclosed cabins restrict visibility too much for the safe performance of close formation flying. (I can think of at least two fatal exam-ples of liaison formation flight; The col-lision of two Fujis at Tico and the recent mid-air of two L-birds over downtown San Antonio.)

While heavy bombers were flown in formations of thousands in World War II, it should be obvious that their size and lack of maneuverability pre-sent operational problems which our manual and procedures do not begin to address.

Some of us have flown hundreds of hours of formation since the begin-ning of the program, and that has led to more complex formation, including formation aerobatics and formation

IFR. There is a natural tendency to want to share the experience, but I'm afraid that doing so will lead us straight into the minefield of liability. Both of these disciplines are dangerous and difficult. (It is problematic which of the two is more so.) The military teaches formation for tactical reasons. Their idea of day-to-day formation fly-ing is likely to mean separating the air-craft by as much as a mile most of the time, and the only time they tuck it in is for takeoff and landing. They do not teach formation aerobatics, and any formal formation acrobatic flying is done by teams whose membership requirements include thousands of hours in fighter aircraft. Team training is specific and continuous. They spend all winter, flying every day, working their way up to show standard.

As civilians, very few of us have the time or opportunity to achieve anything like the standards set by the military teams. "Time or opportunity" are the operative words. How many of us are fortunate enough to have anoth-er T-34 close by that we can fly on reg-ularly? Regularly? I'll say! It literally takes hundreds of hours of formation flying to get to the point where you can be comfortable upside down, next to your wingman/leader. Mind you, I am speaking from my own limited perspective. The only experience I have had with the military is the few "dollar rides" that I have been able to get in the course of writing a book or article. On the few occasions when a fighter pilot would agree to anything like formation aerobatics, they were not able to hold station precisely dur-ing the maneuver, proving (to me, at least) that tactical flying is not airshow flying.

Warbird formation flying is air-show flying. When we fly by in forma-tion, we are on parade. If we are only flying by, the basic requirements for attaining Wingman patch are suffi-cient. When our appearance exceeds a flyby, we are venturing into the realm of Thunderbirds/Blue Angles flying.. . and in that, I have much more experi-ence. Not that I have ever flown with one of these teams, but the Lima Lima Flight Team has evolved to a similar

standard. Oh, we don't go as fast, or pull as many Gs, but then our air-planes (as you well know) do not have the energy advantages of gee-whiz modem jets either. It has taken us liter-ally hundreds of hours of flying together to attain the skills necessary to perform formation aerobatics con-sistently and safely. It is not a disci-pline to be undertaken without a lot of forethought. It is certainly not some-thing I would want to advocate as a regular part of our program.

The T-34 Association Formation Flight Manual and qualification pro-gram were designed as primary for-mation training tools and credentials. I believe that venturing beyond these fundamental levels should be done on an individual basis. The T-34 Association does not endorse or encourage formation aerobatics.

As for formation IFR. . . my expe-rience is very limited, but I have done it enough to know that it is something I don't want to do if I have a choice. Bill Cherwin has published a good article on the subject in WARBIRDS magazine. I believe the bottom line on formation IFR is the same as formation aerobatics; This is dangerous . . . don't try it at home!

We hope to have this edition of the Mentor Monitor in your hands prior to our Spring Fly-In. Though attendance last year was a litfle sparse, it was a good time. Lots of flying and lying and the airport is a real beauty

Also in this issue is a very cordial letter from the Confederate Air Force, inviting the T-34 Association to attend their big airshow in Midland, Texas, 7-9 October (You may recall that the folks in Dodge City have also asked us to visit on that weekend.) It's nice to be wanted.

I have just returned from a couple of days of photography at NAS Oceana. Oceana is one of two U.S. Navy Master Jet Bases on the East Coast. (NAS Cecil in Jacksonville, Florida is the other.) It was my first trip back to Oceana since 1977, during the dark days (for the military) of the Carter Administration. Back then, the Navy was busily

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...President's Column

continued from page 3

converting squadrons to it's new fight-er, the F-14 Tomcat. (They were also training Iranian Tomcat pilots.) there were still Phantoms on the field, as well as A-4s, A-6s, F-5s, and several other types. It was a busy place, and the only morale problem was the recent introduction of women on the flight line as enlisted rahngs. That is no longer a problem. There are bigger problems. The current administration is hell-bent on downsizing the military. The A-6 is being retired, it's mission assumed by F-14 "Bombcats" and F/A-18s. A senior chief told me; "I have been working on the A-6 half my life (he is 35), and it is better today (more mission-capable and effective) than it has ever been before. So natu-rally, they are sending them all to the boneyard."

F-14 Squadron VF-32 has been disestablished, and VF-74 will soon follow. So, as the F-14 is asked to do more, the Tomcat community will have to handle the increased mission with fewer airplanes. Not surprisingly, there are some less than sanguine Tomcat pilots. VF-101, the East Coast F-14 Training Squadron is operating 4 T-34Cs. (I didn't get the full story on what they are doing with these former training command Mentors, but they do fly them regularly.)

The Warbird community has it's problems with the government too. The Experimental/Exhibition Airworthiness category is apparently going to be rigidly enforced. This puts a lot of warbirds, including T-28s and Harvards, in a world of hurt. If half the predictions of dire consequences for most of the other trainers, fighters, and bombers come true, our Mentors may become even more sought after. For a more definitive opinion on this, see Bill Harrison's "From The CD'S Cockpit" in the March 1994 WAR-BIRDS magazine. And, while you're at it, check out the excellent article on Norm Cash and Marvin Autry's Grand Champion T-34, by Peter Moll. •

Thoughts from Charlie T-34 News from Charlie Nogle

As usual there is a lot of T-34 news since the last newsletter ~ some good, some bad. The bad news is that association member Frank Schmitt was in a very serious motorcycle accident about a week after Sun 'n Fun. The crash happened as he drove his brand new Harley home from the dealership. The steering locked up and Frank hit a guard rail at over 50 mph. He was in very critical condition for several days and has endured a great deal of pain. Frank was moved to a special rehab hospital at Erie, Pennsylvania where he is still being treated. Frank happily reports, however, that he expects to go home next month for the balance of his recovery. He would love to hear from his many friends, so please write Frank at his home address of RD 1, Box 264 B, Youngsville, PA 16371.

Quite a few of our favorite birds now have new homes. I will mention a few of them, but this in no way is an exhaustive list of changes. Frank Schmitt's B model was recently sold to Ed and Connie Bowlin, who also pur-chased Jim Hunt's B model. So this is now a two T-34 household. Sam and Patricia Bass, who have matching 225 hp powered Mentors, are neighbors with the Bowlins. We had another two bird family at Sun 'n Fun with Jeff and Reid Garrison. And, we actually have a three Mentor family in the works. The Mahanors, Bob and son Mike, already have one each and Mike's brother, Joe, has a rebuild underway with an estimated completion date in about two years.

Bob Morse has sold his T-34 to a party in Florida and has purchased an A-36 Bonanza. Sue Parrish will be sporting a "NEW" pink T-34 at Oshkosh this year, having retired to the Museum her pink P-40. The out-standing aircraft owned by Jack Richie of Sacramento is now based in Prescott, Arizona. Chris and Don Rounds are nearing completion of Freddy Vanderwilts Mentor, an Indonesian A model. I recently visited the Rounds, and this project is really looking great. All involved should be proud of this bird. Another Indonesian bird is flying with Ken Ross and Jack Harrington. This, too, is a complete

reconstruction and the first 50 gallon wing to incorporate an STC for Baron wing spars to replace the originals that had corrosion. Eddie Gomez also has a Mentor from the land of corrosion under complete reconstruction. This will be Ed's third Mentor and will be a good one, too. We understand that Ron Sloan has sold his nice bird, but I don't yet know to whom. Bruce and George Lamont are now flying a reconstructed ship that was damaged in the Gordy Drysdale accident. This is another spectacular rebuild by Neil Weaver. Jim Kuntz is completing the Mentor that reposed at the Northrup Institute in LA for 25 years. Bill Yoak has a new rebuild up and going. It is a B model that spent 20 years in Portugal. Bill has recently moved from California to West Virgmia.

Nogle and Black Aviation, togeth-er with test pilot Tom Carr, are devot-ing the last week in June to flight test to certify with the FAA the T-34B (model D-45) in the aerobatics catego-ry. The tests last fall were to prove out the data on spin recovery done 34 years ago by Beech and the FAA. We hope to have an optimistic report on our results in the next issue of the Mentor Monitor.

Also, the Nogle family welcomes any and all T-34 drivers to visit our new private hangar at the University of Illinois Willard airport at Champaign, Illinois. This is not a busi-ness investment, but a facility designed for fun, flying, and friends. Our shop and maintenance facility remains at Tuscola, Illinois. Our new hangar will hold approximately 9 T-34s and incorporates a nice pilot lounge complete with full bath and kitchen. We usually have room for an extra RON, so please plan to stop in and see us. Do call in advance, howev-er, as we hear there is no one there on a regular basis. We will submit a photo or two for the next issue, after the landscaping and final details are com-pleted.

Oshkosh is almost here. This promises to be another great year. Navy planes will fly in a salute to the Red Rippers of WWII fame. Gene Martin has agreed to help with the completion of the T-34 tie down line, which will accommodate up to 40

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•Thoughts from I...1994 Oshkosh Charlie I Formation

Formation I FR

continued from page 4

Mentors. The Wednesday night cook-out is on again and all Association members are hereby invited. This is an expansion of the T-34 cookout of three years ago. Chuck Yeager is going to talk again to our group.

Regarding the experimental, exhi-bition, and air racing licensing morato-rium, we have been told that the final rules will come down on July 31st from the FAA. It appears that ships which were licensed prior to August 1993 will be grandfathered. Those which are licensed after this date will have restrictions imposed, but to what extent we are not yet sure. The EAA and Warbirds have fought this bureau-cratic mess for a year, waging this war alone. The final results may be less than what is desired, but the Government will always get its way. The foreign jets are what triggered this intrusion into our flying rights and it boiled over into our niche as well. If you have a T-34 in standard airworthi-ness certification, you have nothing to be concerned about, at least until the next attack.

I hope to see you all at Oshkosh '94. Enjoy your Mentor as it is looking better and better as the aviation scene keeps changing.

Best Regards, Charlie Nogle •

1994 Oshkosh Formation

by Bill Cherwin

The formation qualification/prac-tice days this year will not be held in Fond du Lac as has been the custom for the past several years. Rudy Frasca has invited the T-34 Association to congregate this year at his airport in Urbana, Illinois.

Rudy is the owner of Frasca International, which designs and man-

ufactures flight simulators. Frasca Field (C16) is located on the south lower portion of the Chicago sectional chart. N40o08.4VW088ol2.0' Phone: 217-367-8441. It is a beautiful 4000' paved E/W strip, with two VOR approaches- In addition there are two nice grass strips (E/W 4000' and N/S 2600'), all with good approaches. Champaign (CMI) is just 7.5nm SSW, and it has ILS approaches. Tuscola (K96), Charlie Nogle's facility, is just another 15nm south of CMI, just in case you need any parts while you're in the area. If there is a large turn-out, tie downs may get limited. So if you have a tie down kit, bring it.

In addition to the simulator facto-ry, there is also a nice flying museum of two Spitfires (one is under restora-tion), P-40, FM-2 (in OSH), Italian G-46 (trainer), SNJ, Zero (replica), and a T-34. Rudy has a Clubhouse and briefing room, kitchen, and shower facilities, and he will give us a deal on fuel. The Best Western Motel is just a few blocks away, and will give us a rate of about $50/night. Phone # 217-367-8331 for reservations. Transportation will be provided by the airport.

My plan is to start working on Tuesday morning, July 26th, about 0900, and fly most of the day working on patch qualifications and general formation practice. We might fly to Bloomington (BMI) for lunch, or just do whatever everyone wants.

You might want to arrive Monday afternoon, or the evening of the 25th to be ready to go on Tuesday AM. We will fly again on Wednesday morning, then fly to OSH in the afternoon to register and partake of Charlie Nogle's cook-out that evening at the Nature Center. The Convention begins on Thursday this year, and ends on the following Wednesday.

I'll be looking for some good sec-tion leaders this year. We will fly as many in the formations as we can. This is a great opportunity to practice away from the crowded situation at FLD, and might be the beginning of a new tradition. Rudy would like to make this an annual event, so don't miss the first one. See you at 0900 hrs at C16. •

by Bill Cherwin

Formation flying in IFR weather is not a challenge to be taken lightly. We have all heard the sea story about the two pilots, one IFR rated and equipped, and the other not, who flew oti into actual IFR conditions. They probably had a cursory briefing with the formation pilot admonishing the IFR pilot to fly smoothly, and to give him power margin, etc. They both proudly tell, all that are willing to lis-ten, about their harrowing flight, and how they dealt with various situations that arose during their folly. The knowledgeable pilot who hears their tale is very aware of their good for-tune, and probably does not even attempt to tell these "Supermen" of their stupidity

We have also heard of the group that went into actual weather with an IFR pilot in the lead, only to "Break-up" in the clouds. Everyone for them-selves, and hope that no one collides either with each other, or some other poor chump flying along on a legiti-mate clearance. Makes me shudder just to think of it.

Where to begin? Let us start with IFR in a warbird (single ship - no wingman). I fly over 800 hours per year, both in my job and for fun, which includes 50 plus hours per year of actual instruments. The T-34 is by far the most difficult airplane 1 have ever flown on instruments. Oh, the airplane flies very well as long as the pilot watches the gauges, but look away for a couple of seconds to tune a radio or perform some other "housekeeping" task, and you will find the damned thing on a new heading or changing altitude. It is probably similar to most warbirds in that it is not very stable. An autopilot or a backseater who can function as an autopilot can be a big help.

Housekeeping of charts, approach plates, computer, flight plan, etc., is a major problem in a confined cockpit of most warbirds. Not to mention ATC communications, jotting down clear-ances, getting the ATIS, looking

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Pilot Decision Making: Do You Remember How?

Reprint from USAIG United States Aircraft Insurance Group/One Seaport Plaza, 199 Water St., New York, N.Y. 10038. Volume 25 Number 1 April 1994.

A few years ago the Federal Aviation Administration conducted studies on pilot skill retention. In this article we will take a look at some of the information that was gathered.

Some pilots find it difficult to believe that human learning, once acquired, is not stored permanently

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Groups A-Early Instrument Trained B-Late Instrument Trained C-No Training Group Instrument Training Hours Multiengine Training Hours -All Otiier Right Hours

" a t S " 0 — 12 8 — 16 16 — 24 Months Months Months

Retention Interval (Months After Certification)

in the mind ~ as is possible with computers. But the fact is that human intelligence retention is selec-tive; we retain both skills and knowl-edge in proportion to their use and apparent importance to our survival. The process of forgetting can begin almost the moment we walk off the landing site with a newly acquired certificate of rating in hand. This is certainly true for general aviation pilots who may fly infrequently and irregularly in between work and family demands on their time, i.e., those who fly for pleasure or recre-ation, or for occasional business con-venience.

Some understanding of how rapidly flight skills of pilots can erode resulted from a study conduct-ed at the FAA's Technical Center in Atlantic City, New Jersey. The study was designed to track the retention or loss of pilot skills over a 24 month period following certification as a private pilot (fixed wing); and to observe the effect of additional train-ing on retention of the initial skill level. A secondary objective was to learn how accurate recently certificat-

ed private pilots were in predicting their ability to carry out basic flying tasks and in evaluating their actual performance.

The group of pilots studied con-sisted of 42 subjects, with an average age of 25. At intervals of 8,16, and 24 months they were individually tested and rated on their performance of 29 basic flight tasks. Some were given additional training towards instru-ment and multi-engine rating in the intervals between flight checks. The pilot subjects were all told in

advance exactly which tasks they would be test-ed on. They were also invited to predict how well they thought they would do each task, and to comment later on their performance. During the 24 months of the study the pilots as a group averaged about three hours of flying per month. However, those

who received no advanced training flew less than one hour a month.

In scoring the subjects' perfor-mance on the 29 basic flight tasks, the investigators used as a base line the score recorded during their pilot testing on these same tasks. Over the 24 month test period the group as a whole averaged a 33 percent increase in flight task errors. Pilots who had performed at lease nine out of ten flight tasks cor-rectly during their initial testing now completed only six out of ten tasks correctly, on the average.

The study concluded that recent-ly certificated pilots who do not fly regularly undergo a rapid and signif-icant deterioration of their ability to perform flight tasks. (No definition of what it is to "fly regularly" was attempted). Some pilots in the study logged as many as six or more hours a month in the first eight months, including instrument and multi-engine training, yet committed near-

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ly as many errors in the test at the end of the period as other pilots who flew less than one hour per month and received no advanced training.

The study observed that some types of advanced training were helpful in reducing skill erosion, but the effects were temporary in any case. (See Figures 1 and 2) Not only recently certificated pilots, but the majority of the general aviation pilot population was considered suscepti-ble to rapid skill erosion ~ i.e., "for-getting" — in the absence of some form of continuation training.

The self-prediction and self-eval-uation forms completed by the sub-ject pilots largely failed to conform to the errors in their actual flight task performance. In other words, their assumed level of competence was much higher than their demonstrat-ed performance.

In this connection the FAA-required Biennial Flight Review (BFR) serves an important purpose in calling attention to unsuspected skill weaknesses in the basket. However, the responsibility for taking appro-priate remedial actions, following the completion of a BFR, rests with the individual. Many pilots apparently

Private Check

Pilot 8 — M o s Flight Check

16 — M o n s 24 — M o s Source; FeiJflrBi AviatiOfi Administration

assume that they can improve their skills by resolve alone, rather than by means of scheduled practice or train-ing - which is illusory.

Skill retention or loss in flying is generally divided into two kinds; cognitive/procedural and control oriented - or, more simply put, men-tal versus manual tasks. The study confirmed the widely held belief that

continued on page 14

6

. . Pilot Decision jVlakina Do You Remember How?

the most serious skill loss is in the mental area.

It should be noted that these errors did not necessarily constitute an unsafe flight condition, insofar as the pilots were able to complete the maneuver without incident, but there was clear evidence that flight skills had eroded since certification, and presumably would continue to erode given the present pattern of flight activity.

Some of the flight tasks which in this study showed the greatest and least degree of skill loss during the

24 month test period are shown in Figure 3. Note that those with minimal skill loss are primary con-trol-oriented, with sources of immediate feedback.

Ideally, skill retention is best reinforced with continued flight practice, training, and testing.

By Tom Hamilton FAA Aviation News January-February 1994

High Skl l lLoss Tasks Landing (Uncontrolled Held)

Short Field Landing Landing (Controlled Field)

Low Skill Loss Tasks Straight and Level

Communioattons Go-Around

Forced Landing

Source; Fetleral Avtetion Adminisctation

T ~ r

10 30 so 70 90 Percentage increase in Enor Rate

No Bull! The notoriously informal Parks

Industries T-34 gathering was held in June this year at the Deer Valley Airport in Arizona. The eleven T-34's in attendance were graciously welcomed by the Deer Valley Tower who was most accommodating in clearing us for formation take-offs and landings, diamond and echelon formation fly-bys and 360 overhead breaks. Earl Parks and Sue were sta-tioned at the airport to greet every-one upon arrival. Attendees started coming in from all over the states on Thursday and formation practice sessions kicked in early the follow-ing morning. As would be expected, the more experienced wingmen quickly got up to speed while the new guys worked hard and paid their dues with their fair share of sweaty brows and shaky knees. By evening, most of us were ready for a cold brew and happy hour. Each evening was filled with the usual entertaining and "almost" believ-able hangar stories. After years of observation, I believe that a master-ful ability to mix fact with fiction is pre-requisite to anyone hoping to attain a pilots license.

Each day. Earl Parks generously made himself available to answer technical questions and most of us took advantage of the opportunity to swap information. On Friday

afternoon. Parks and a small group hopped over to Falcon Field in Mesa to have lunch and visit with the Arizona Wing of the CAF. They also toured the Champlin Fighter Museum, located on the field, which houses 28 War I and WWII aircraft including a P-38 Lightning, F-4 Phantom, FW 190, Fokker Tri-plane, a Sopwith Camel and a T-34 tank. Later that evening, we visited one of Earl and Sue's favorite eating establishments, "The Watering Hole", where R.J. MacWhorter, the illustrious cattle rancher, was mys-teriously served an elegantly trimmed rubber chicken for dinner. He wouldn't eat it, being a staunch meat and potato man, but found that it made an interesting neck tie.

Saturday afternoon entailed the annual trip up North to Sedona Airport Restaurant. As usual, the brutally hot Sedona sun insured us of an E-ticket ride through the desert chop. Those of us who chose to fly formation strapped ourselves in as though preparing to bungee jump and tested our abilities to hang onto the leads wing while the elements played havoc with our air-craft. Landing at Sedona, which can be quite humbling for those caught off guard, offered the u s u a l . . . a major sink hole at the approach end of the cliff with the windsock gust-

ing from limp to straight out at 90 degrees to centerline. Right about when most unsuspecting pilots are starting to relax having successfully crabbed their way down within inches of the touchdown zone, another surprise gust makes you keenly aware that the midfield windsock is standing straight out in the opposite direction of the first and the one at the end of the field is opposite it. That, combined with the wing vortices of your buddies who've landed just ahead of you makes for an exciting ride. It's amazing what some people will endure for a piece of fresh apple pie! After lunch, some of the ladies commandeered a taxi which headed for town in search of Sedona's Ouflet Stores. The husbands were quite relieved when I assured them that the small size of the T-34 bag-gage compartment would certainly limit the potential for credit card damage. (Some guys will believe anything!) All in all, the trip was packed with lots of food, fun and flying and speaking for all of the attendees, a big thanks to Earl Parks and Sue for the work they put into making the weekend memorable.

See pictures on the following two pages of the T-34 Gathering. •

Parks Industries T-34 Gathering ^ Three pranksters (Kris & Ramona Cox and Ray Morley) con-jure up ideas to stir up the weekend.

• Earl Parks and Kris Cox practiced the new canopy-to-canopy formation drill developed by BUI Cherwin of the Lima Lima Team.

• Cattle rancher R. J. McWhorter finally found a use for chickens.

Danny Stam and his pristine Mentor over

- magnificent Sedona Valley.

8

3er Valley Airport In Arizona

A. Somehow throughout the weekend the mysterious rubber chicken managed to show up everywhere.

A. Morley and Maloco were caught fighting over the rub-ber chicken appetizers!

H^entor ^ madness

graced the Deer Valley Ramp with

11T-34S lined up for viewing.

• Dave Pierson, Mike Sukosky and R. J. McWhorter enjoy a little formation workout.

• "Midget" Joyce Mills proudly unveiled her new baby - a new perfectly detailed 285hp Mentor which left most of us drooling. As a two-Mentor family, all Muldoon kept mumbling was "I can't believe hers is so much faster than mine!"

Latest List of Formation Qualified Pilots LAST FIRST

Adams Ted Arrowood Earl Baier Pete Bass George Beitler Bill Bilella Charlie Bowdish Ken Bowlin Connie Bowlin Ed Brady Mike Brennan Terry Bumham Jim Ceman Gene Cherwin BiU Clark Julie Conklin Lynn Conklin Drake Cox Ramona Cox Chris Deakins Jud Dempsey George Diaper Randy Drendel Lou Dudek Joe Faldone Jim Fastner Frank Foster Billy B. Garrison Reid George Mike Gibbs Terry Golden Glen Greenwood BiU Grengs Gene Gretz Rick Healow Jack Hegenberger Rick Hicks Ed Holden Jack Hopps Noel HoweU Joe Huck Jim Jeffers Jerrey Klym Dave Knight BiU Kubal George Lakey Leroy Landes Jack Lee Ron Lueck BiU Martin Gene Miller Dave Mouhot Lee Nedrelow Steve Noble Frank Nogle Jud No^e Jim O'Brien Jerry O'Connor John O'Donnell Jim Odum Jim Ostrich James Parker Ralph Parsons John Pattee Dave PhUlips J.D. Popma Gene Porter Jim Rippinger John Rounds Chriss Ruhlman PhU Russell John Spencer Dean Stephenson Jon Sulmers George Sutton Wayne Tews Dick Wapelhorst J .R. Westmoreland George

APPl Egg 930 Gary Ct. 5562 MaUard Walk 8145 S. Central Ave.

P.O. Box 113 1116 Dekalb Pike 705 Old Orchard Rd-95 Cedar Ridge Road 95 Cedar Ridge Rd. 355 Dixlee'on Drive 240 Hidden Valley Rd.

42 W. 423 Audubon Ct. 3114 Boeing Rd. 555 Rambleton Drive 555 Rambleton Drive 21110 Jimmersall Lane 21110 Jimmersall Lane FO. Drawer A-G 5505 S.W. 61st Drive

9 S. 155 ChandeUe

1309 N. Eagle 2601 McGregor Blvd. PO. Drawer 380 #6 Foxmill Lane

Box 4778 P.O. Box 183 9 S. 069 Aero Dr. 75 Sea Marsh Road 2 Catamount Rd 4 N. 385 Knoll Creek Ct.

107 Raven Road 875 Derbyshire Rd. #64 721 W. River Run 11985 Greenfield Rd. 210 E. 73rd St. #2A 610 Poplar 4017 Seymour Highway 7 Femilee Ct.

27 W. 164 West St. 9 S. 015 Aero Dr PO Box 486 7740 Calle FacU 1465 SW 15th St. 1828 Wiley Post Tr 1606A Lyndhurst 1009 Wilshire Ct. 700 Forest 15404 Camelia Lane 9 S. 027 Aero Drive

790 Camino de la Reina #167 Box 2247 14500 San Pedro, Suite 200

Jet East, Inc 7363 9 S 215 Aero Drive 714 S. Park 230 S. Hillwick Ln. 802 Lowrey St. 103 Wharf Row 1314 S. Fernandez Ct. 1815 E. 32nd PI. P.O. Box 1362 1019 Bymwick Rd. 150 East KeUey Lake Dr. 1530 Beltline Rd. 1275 Charmwood Dr. 23 Razorback Rd.

ClTYgTATfCT Wheaton, IL 60187 Gainesville, GA 30501 Burbank, IL 60459

Eighty Four, PA 15330 Center Square, PA 19422 Harvard, IL 60033 Griffin, GA 30223 Griffin, GA 30223 Fairbum, GA 30213 Hollister, CA 95023

St. Charles, IL 60175 Cameron Park, CA 95682 VacaviUe, CA 95688-9225 Vacaville, CA 95688-9225 Groveland, CA 95321-0128 Groveland, CA 95321-0128 Port Salerno, PL 34992 Palm City, FL 34990

Naperville, IL 60564-9430

Naperville, IL 60540 Femandina Beach, FL 32034 Anderson, SC 29622 Springfield, IL 62703

Aspen, CO 81612 Eau Claire, WI 54702 NapervUle, IL 60564 Amelia Island, FL 32034 Westport, CT 06880 St. Charles, IL 60175

Greenville, S.C. 29615 Daytona Beach, FL 32117 Asheboro, NC 27203 Zionsville, IN 46077 New York, NY 10021 Elmhurst, IL 60126 Wichita FaUs, TX 76309 Aurora, IL 60506

NaperviUe, IL 60565 Naperville, IL 60564 Sturgeon Bay, WI 54235 Sarasota, FL 34238 Wilmar, MN 56201 Daytona Beach, FL 32124 Savoy IL 61874 Champaign, IL 61821 Elgin, IL 60120 Orland Park, IL 60462 NaperviUe, IL 60564

San Diego, CA 92018 Wichita Falls, TX 76307 San Antonio, TX 78232

Cedar Spr Dallas, TX 75235 Naperville, IL 60564 Hinsdale, IL Schaumburg, IL 60193-1770 Manchester, TN 37355 Yorktown, VA 23692 Arlington Heights, IL 60005 Tulsa, OK 74105 Ft. Pierce, FL 39954 Atlanta, GA 30319 Brooks, GA 30205 Redding, CA 96003 Kirkwood, MO 63122 Rogers, AR 72756-9571

FpRM CAT DATE OF OUAL

Leader • 1984 Drendel Leader • 1989 WiUiamson Wingman 7 Apr 90 Adams Wingman 1 Aug. 93 HoweU Wingman 1989 WiUiamson Wingman 1986 Williamson Leader 3 March 94 Drendel Wingman 30 Oct 93 HoweU Wingman 30 Oct. 93 HoweU Leader 1989 WilUamson Leader • 1990/8-1-93 Cherwin Wingman 1988 Morse Wingman 1987 Molberg Leader • 1984 /8710 Drendel Wingman 1983/8-1-93 Cherwin Wingman 28 Mar 93 Brennan Wingman 28 Mar 93 Brennan Wingman 1989 Cherwin Wingman 1986 Drendel Leader 1992 Mahanor Wingman 1 Apr 91 Mahanor Wingman 1987 Drendel Leader • 1983/8710 Morse Wingman 1989 Drendel Wingman 1 Aug 92 BlackweU Wingman 7-27-93 Martin Wingman 8-20-93 HoweU Wmgman 1988 Adams Wingman 16 Aug. 92 Drendel Wingman 1987 Drendel Wingman 1988 WiUiamson Wingman 7-29-93 Cherwin Wingman 1989/7-27-93 Cherwin Leader • 1986/8710 Drendel Wingman Jul. 93 HoweU Leader • 1986 Williamson Leader • 1987/8710 Drendel Wingman 1987 Molberg Wingman 1992 FarreU Wingman • 1987/8-1-93 Cherwin Leader • 1992/8710 Drendel Wingman April 92 Mahanor Wingman 1985 Drendel Wingman 1988 WUliamson Wingman 1986/9-11-93 Drendel Wingman 7-27-93 Cherwin Wingman 1988 Drendel Wingman 1987 Drendel Wingman 1989 Drendel Leader • 1984/8710 Drendel Wingman 1987/7-27-93 Cherwin Wingman 1989 Morse Wingman July 93 HoweU Wingman 1988 RusseU Leader 1992/3-6-94 FarreU Wingman 1983 FarreU Wingman 1993/8710 Drendel Wingman 1989 Drendel Leader 1993/8710 Drendel Wingman 1989 Morse Wingman 15 Aug. 92 Brennan W i n ^ a n 29 Jul. 93 Cherwin Leader 1988 Molberg Wingman 10 Oct. 92 Brennan Wingman April 92/8-1-93 Cherwin Leader 1987 Williamson Wingman 1988 Martin Wingman 18 Nov 90/8710 Drendel Wingman • 1983/7-30-93 Cherwin Wingman 14 Nov. 91 Drendel Wingman 1988 Drendel Wingman 1986 Drendel Wingman 1987 RusseU Wingman 3 Aug. 92 Hicks Wingman 1986 WUUamson Wingman 1986 Drendel Wingman 9-11-93 Brennan Wingman 1987 WiUiamson

FOOTNOTE: I have enclosed our latest list of formation qualified pilots. Though there is no hard and fast rule for annual quals yet, we are keeping track of currency in anticipation of that ruling.

10

Fall West Coast Plans by Terry Brennan

Again this year, as in 1992, the skies above Carson City, Nevada, will echo with the thunder of T-34s flown in spine-tingling tight formation, as the 1994 version of the Weaver Aircraft Co. "West Coast" fly in takes to the air this September 14 through 18. The dates once again correspond with those of the National Championship Air Races at Stead Field in Reno, affording all T-34 Association members and groupies the fly-in and the air races.

As an added bonus, the air race committee has invited ours and the North American Trainer Association to participate in Thursday and Friday opening ceremonies with a large for-mation fly-by. As I write this in early May the plan calls for a performance of the type flown at Oshkosh last year where three formations of trainers, including T-34s, T-28s and T-6/SNJs pass simultaneously overhead show center at different altitudes (that's a good idea) and different headings. If you saw a tape or watched from the ground at EAA, you had to be impressed. Association member and former Thunderbird leader, Chris Patterakis, will be on hand once again with his wealth of formation experi-ence to offer his professional advice to those wise enough to listen. Our toe-headed liaison from Carson City is

also working on some air race perks for the participants, exercising as it is, his vast influence on the committee.

As usual we promise any of you adventurous flat-landers, that may consider making the trip for the first time, gobs and gobs of great flying weather and nautical mile after nauti-cal mile of spectacular scenery. Visibility on a bad day out here is about 60 miles and the air is dry enough to keep the armpits of your shirt from getting wet while flying wingman on Bill Cherwin. Speaking of Bill Cherwin, he somehow managed to make the first Carson City event two years ago, without an airplane. Maybe this year we can coax him and one or two other Lima Lima members west-ward, machines included.

Yvon Weaver is making arrange-ments for rooms and activities for the weekend in her most efficient fashion and asks those who will be attending to let her know as soon as possible. She has reserved 15 rooms at a posh downtown Carson City hotel, that has no problem with the smell of avgas and noxious flight suits. The Chairman of the Board of the Weaver "skunk works" has generously donated the company's "World Headquarters" to serve as OPS building for the duration. Thank you Neil, and we promise you that all T-28s will park outside. Contact Yvon at (702) 887-1234 if you can make it.

From the Company Store • Formation Flight, formation

manual new 3rd edition . . . $5.50 • T-34 Association tie tacks and

lapel pins $3.50 • T-34 Association patch . . . . $4.00 • Decals, interior or exterior

Quantities of 5 or more each $.75 • Gatsby cap, white cotton cap

with Association emblem as made famous by internationally renowned banjo picker and top cover pilot Bob Morse (ex-Lima-Lima Pilot) $6.00

• Name badge with wings, black or brown leather, gold or silver lettering, 1 or 2 lines of type $11.00 with velcro each . . . $1.00

• T-34 Association maintenance compilation $25.00

• T-34 Association wingman and leader patches $5.00

• T-34 Association Oshkosh forma-tion chevron $3.00

• T-34 metal wings gold or silver $7.00

• T-34 Association caps solid, mesh, or waterproof . . . . $10.00

• T-34 Association shirts, embroi-dered wings or Association emblem navy blue or white . . $21.00

• T-34 jacket navy blue, embroi-dered T-34 wings $39.50

TO ORDER, CONTACT: Teny Brennan

3474 El Dorado Ct. S. Salem, OR 97302

(503) 364-3631 (503) 364-3874 •

Items "For Sale^ The ad I wanted you to place for me is a new's item in itself. This patent took 3 years and I have been flying with the attachment on my visor for 6 years. It really helps map and panel reading, (It is replaceable from one visor to the next.) I'm hop-ing the military is eventually inter-ested.

Problem: Cockpit management of near vision glasses.

Solution: We make and attach your near vision prescription to your hel-met visor (clear and/or tinted.) Pat. #5,187,502, $95.00 plus postage. Joe

Howell D.V.M. 107 Raven Road, Greenville, South Carolina 29615.

* * * » »

For Sale: T-34 4-piece sliding canopy (includes windshield sec-tion). Has protective fabric covering over plexi-glass. Some rails and hardware. $1,600. Tom Page 216/298-9800; Fax 298-3768. » » » » »

For Sale: T-34B Project Buno 140719 Missing: (landing gear, engine, prop) Includes: (Throttle quadrants, rudder pedals & hangers, seats, canopies.) This is a good project recently released from Navy

Storage, and has restoration work started. $55,000. T-34 PARTS, NEW parts Throttle quadrants. Baggage doors, battery trays, trim quadrants, floor panels. Used parts. Throttle and trim quadrants, baggage doors, canopy frames, B-model seats, and more. For Sale: Beech Jack Construction Plane $10.00, T-34A or B Parts Books $29.95, T-34 Structural repair manual $18.95. Bruce Lamont RO. Box 8130, Coburg, Oregon 97401. Telephone 503-484-6511, 484-0255, Fax 995-8356, Evenings.

» * » » »

continued on page 14

11

Items "For Sale"

For Sale: T-34B Project Buno 140706, Recently released from Navy storage. $55,000. (Aircraft trades considered) Need small Cessna, a Biplane or ? PARTS: NEW THROTTLE QUADRANTS $1150. or $450. exchange. NEW Baggage Doors $250. NEW Battery Trays $165. Used throttle Quadrants from $750. also K-35 Bonanza parts Bruce Lamont 503-484-6511 days 484-0255 fax 995-8356 evenings

...Formation I F R

* * * * *

For Sale: Parts for T-34 225HP Cont 0470 Overhauled & Yellow tagged in sealed bags. Carburetor Stromberg PS-5C $1500, Fuel pump Lear Romec RG9080 $1000, Governor Woodward 210060 $750. ALL THREE UNITS make an offer 2 new Beechcraft fuel transmitters for 25 gallon T-34 tanks $75 each. Call Tom at 612-482-0899 or 613-777-8257

* 3f * * *

Ad Rates -Camera-Ready Art

$100 - Full Page $ 6 5 - 1 / 2 Page $ 40 - Business Card

continued from page 5

up airway bearings, researching the approach plate, and so on. If there is serious weather like dense clouds, tur-bulence, thunderstorms, or icing, then the pilot's workload grows along with his adrenaline level. It requires a very cool pilot with real competence and experience, to deal with actual IFR conditions in a warbird. Even the mili-tary pilots had lots of help in the form of radar vectors with priority handling when they flew in real weather.

To attempt serious IFR with another ship on your wing, com-pounds an already demanding situa-tion. Planning and execution are com-plicated when someone is glued to your right wing. You can not just snatch the damn wing to level, or shove it back on altitude without los-ing your wingman. This brings up another major problem ~ "Lost Wingman." What happens when your wingman calls and declares, "BREAK-AWAY"?

Not only does the lead aircraft and pilot have to be capable of IFR flight (both from a practical as well as a legal sense), but so does any wing-man. Wingmen must keep up with the communications, navigation, and other circumstances of the flight, in case he "breaks-away," and finds himself being introduced to the controller as an inde-pendent flight. Frequency changes, navigational position, fuel status, weather factors, route clearances, are but a few of the operational considera-tions all flight members must be aware of during the mission.

There are many situations (climb-ing, cruising, descending, turning, maneuvering at MDA, to name just a

few) when a wingman can lose sight of the lead. There are just as many "game plans" to deal with each circumstance. These plans have to be discussed and understood by all pilots before the flight ever leaves the ground.

Penetrating weather like haze, light ram, or clouds (with 1/2 mi visi-bility) in climb, cruise, or descent is a piece of cake. Vertigo can now come into play, because the world is gone and your only reference is the lead air-craft. It is amazing how good a forma-tion pilot you become when you now truly learn to concentrate. Thick clouds or heavy rain can reduce visibility to feet, and usually include turbulence. A wingman will be lucky to see 1/4 of the lead aircraft, and will have to fly significant overlap) to do so. Not a comfortable circumstance, and don't forget the turbulence! Margin for error is now zero. Stage length and fatigue are two more considerations. How long can either pilot function well under these huge workloads?

If you plan to fly wing in an IFR formation, are you truly prepared to function alone if you break away? If you plan to lead the formation, is your wingman (or wingmen) really quali-fied and prepared if they have to oper-ate on their own? Also, are you pre-pared to face their relatives and friends if they don't make it!

This article is not a set of "How To" rules or guidelines, but a list of just some of the considerations about fly-ing IFR in a warbird alone or in forma-tion. It is my belief that education and awareness enhances the ability to make prudent decisions. Formation IFR is not a simple feat, it is a serious endeavor that takes much planning, skill, coordination, and experience. •

DECORATE YOUR PLANE WITH VINYL DECALS FROM:

-k Identification Decais * Registration Numbers if Panei Maridngs

Stars & Bars ^ Logos • Wing & Fuse #'s

CALL US AT (708) 616-1300 •kMmntlon this ad & ncalva your v»ry own parsonallzad

namm dmcal for your plana! V .

12

Letters to the Editor February 7,1994

Dear Editor,

At Oshkosh this year the formation pilots were asked to give suggestions. So, I'm promptly responding only six months later.

Positive:

Let's elect Bill Cherwin Leader For Life! I think he did an excellent job as coordinator He set a positive, opti-mistic and inclusive attitude which helped everyone do their best and the group as a whole mesh together. More experienced members gave pointers to us newcomers, all in a helpful manner without anything negative or personal.

Bill gets really revved up for these big formation flights. I think his ulti-mate ambition is to lead every T-34 in the world in to Oshkosh. That might satisfy him, but I'll bet he'd be trying to recruit the Fujis next, and maybe SF 260's.

The EAA and Oshkosh shows are the most detailed or formal in their briefings. Many others are pretty casu-al. Several of us got a chuckle when after a long planning session, we had a couple of cancellations as we taxied out. One fellow got a little nervous just because his engine quit dead on a practice flight ~ hey, he had a para-chute! Ask Terry about this! Another had other business. I think his bank called on the airplane loan or some-thing. We went some place reputed to be beautiful for lunch. Frankly, to me, it looked pretty much like a T-34 aileron-flap junction.

Add:

What I would emphasize is the more dangerous or difficult, which I found was the last part of joining up on the inside of the turn. Despite being previously CAF formation rated, I had not practiced this much in the T-34. In a fighter, you are frequently joining a slower photo plane so you go on the outside and even with a four ship, you've always got extra power so you don't need a turn radius to catch up. It's a lot harder on the inside, particu-

larly when you get fairly slow, 100-120, so wind resistance doesn't provide as much deceleration. Most people seemed to get the outside position sta-tion keeping fairly easily. Take off was-n't much of a problem, as even a 225 hp goes pretty well at sea level. Landing with two ships was harder Also, we might discuss any emergency action, especially in the event of a col-lision. What would happen if the front of a large formation bumped and those immediately behind dodged and it passed on back?

Change:

What I would change is the idea of landing close together and doing a fast taxi down the runway. Raising flaps while you are rolling is bad prac-tice, and directly against FAA taught policies. It's pretty hard to defend if you accidentally raise the gear or over-run the plane in front of you! Also, taxiing nose to tail wears props, paint, and brakes. I suppose it is to impress the onlookers, but remember everyone can drive a car on the freeway at sixty mph close to the next car. They may be impressed with precision flying, but not driving. Once again, there is a chance for an accident and bad prac-tice in general for no real gain.

The manual seems pretty good. Perhaps the emergency hand signals are overdone. Since there's no enemy eavesdropping, if I had low oil pres-sure or something, I think I'd call it on the radio and go land, rather than try-ing to hand signal something that I may not even remember exactly, espe-cially in a big formation.

The big formation of sixteen of us on Saturday seemed to go well. I think the only time I was in position was on takeoff and the two passes over the field, but I guess that's what counts. The photo on page 3 in the January newsletter is proof and numerous peo-ple, including outsiders, commented on how good it looked. After 55 min-utes I was ready to land. There's plen-ty of wake turbulence at the back of fourteen other planes!

I used the T-28 group video and found it pretty good. Don't lose inter-est before you get past the first half

hour of verbiage; there's some good flying later, after 580 and especially 900 on my tape meter. I wish we had a Mentor video. A T-28 looks like a box on stilts on the ground. Airborne, it's a little better, but still not as sleek as a T-34. Of course our pilots also look a lot more debonair!

My thanks to several people who helped me in practice sessions, Chris and Ramona Cox, Chris Patterakis, Terry Brennan and of course Bill, as well as those pilots who used their planes without payment. If I can help anyone else in a similar situation at Oshkosh or here at home, I'd be glad to.

The formation training is worth doing, it is another step in learning as much as you can about flying.

Bill Greenwood Box 4778 Aspen, CO 81612

Maintenance Tip: Last year at annual, we found low

compression on one cylinder - about 601bs. cold. Marvel Mystery Oil and a test flight brought it up to 781bs.

This year another cylinder was very low, 431bs. cold with an audible air leak out of the exhaust. Marvel treatment and a hot check improved it to only 531bs., still with air leaking out of the exhaust. The Air Force manual allows flight with a cylinder reading above 351bs., but a normal civilian minimum is 601bs. We were unable to afford a heart transplant at the Nogle Clinic or Parks Institute so we removed the cylinder. Lead deposits had built up so badly that the valve could not seat. Removing them restored power and smoothness. I guess the 0 4 7 0 has a hard time on lOOLL especially at our 8000 ft. altitude where we only get about 60% power We will probably use TCP in our fuel and hope it lessens deposits already in the engine as well as preventing oth-ers.

Bill Greenwood •

continued on page 14

13

. . . Letters to the Editor continued from page 14

February 1,1994

T-34 Association 2328 Glen Ellen Circle Sacramento, CA 95822 Dear Sir,

The Confederate Air Force (CAF) will again host a gathering of WAR-BIRDS during our annual AIRSHO Friday through Sunday, October 7-9, 1994 at the Midland International Airport. As we celebrate our 31st Anniversary, we very much would like again to see you and those who flew the show for years. The CAF would be proud to welcome the members of the T-34 Association to attend this gala event.

For thirty one years, the CAF has hosted the all Warbird extravaganza. Our air show is unique in that we por-tray all the major air battles of World War II, starting with the Spanish Revolution and ending with the drop-ping of the atomic bomb. The air show gives the opportunity for our members (over 7,500) and pilots (over 360) to meet and ponder important topics (Warbirds). AIRSHO 93 hosted visitors from around the world. 120 Warbirds of various types attended the event. The Canadian Warbird Heritage Lancaster and the Scottish Nimrod were special guests that mesmerized the crowds.

In 1991, the CAF moved from Harlingen into a 5 million dollar facili-ty at Midland, Texas. Our assets include a "World Class" museum that houses over 65,000 artifacts, a huge bomber hangar, an administration building and several aircraft parts and logistics buildings.

The CAF would be proud to once again have T-34 Association as a hon-ored guest for AIRSHO 94. It's guaran-teed to be the best Warbird airshow in the world. I would like to extend an open invitation for you, anytime you are in Texas, to stop by and I'll show you around the new Confederate Air Force.

Hope to see you here so we can have some fun while we . . . "Keep 'em Flyin'"! Best regards, John T. Wilson Director of Operations •

Glen, I was in Gulfport, Miss, recently

and ran into one of our club members through the T-34 member list. This chance meeting shows how valuable our membership list is and how we need a Warbird list from E.A.A.

Paul Bennett would qualify for the Been There ~ Done That Award. He was a Delta captain for 35 years (35,000+ hours) and last flying for Orbis, the ocular flying lab for surgery in foreign countries as a freebie. I don't want to say too much about his career because of his forthcoming book "Flying, A Look Back." His 76 years has been action packed.

However, the ownership of his T-34A has to be a highlight for the last 14 years. He has it in excellent stock shape and no, it's not for sale. Anyone in the Gulfport area should call Paul, meet him at the airport, listen to great stories and hang on!

Blue Skys Joe "Dawg"

P.S. Look for our Amelia Island, Fla., meeting in November. Jack Healan says it look like, so far, the second weekend in November. •

January 12,1994

Dear Glen: Happy New Year! I

trust that you enjoyed your holidays to their maximum, and that maybe you even had time for a little flying. One of my New Year's resolutions was to move some of these T-34 articles off of my desk and onto yours. Attached are the first two which you might find interesting and want to place in the newsletter.

The first one is from my fraternity newsletter at Penn State which revolves around T-34's and is pretty much self-descriptive. I thought it might provide "human interest" flavor to one of your articles.

The second one is really a copy of an article that appeared in Naval Aviation News, November/December 1993. As a former A-6 driver, I get dozens of Navy flying publications which rarely have anything relating to T-34's, usually Hornets or the budget. But this one is about the last active duty T-34B in the Navy and I thought was a must for the newsletter, despite some melancholy feeling surrounding the passing of an era.

I hope that you find these articles of interest, and if you have any ques-tions please do not hesitate to call me at my home, 215- 887-0926, or office, 215-254, 4145.

I have four other articles that I have half completed;

1) My glass cockpit T-34 (moving Map-Loran-12 channel EGT)

2) My flight in the same T-34 that "hooked" me on Naval Aviation in 1966.

3) Refresher on parachute maintenance and currency on "jumping."

4) "How current are you on AD's and safety bulletins?"

As time permits, I will get these off to you individually over the next couple of months.

Have a great 1994, and thanks for doing a great job at what is probably the most difficult and thankless job in any association -"Newsletter Editor." Best regards and safe flying, Allen H. Smith, III •

continued on page 15

14

. . . Letters to the Editor Treasurer's Trove continued from page 14

Directory Reunites Alumni

By Allen H. Smith III 70

After I had received my AXE Directory this summer, I decided 1 was long overdue in looking up some of my old fraternity brothers. So using the directory to its maximum advan-tage, I called several brothers. By far the most intereshng story comes from my getting m touch with Br Dave Salvesen 70, who now lives m Kingwood, Texas. After playing tele-phone tag for about a week, I found out that after 23 years our lives had developed in surprisingly similar fashion, and undoubtedly our paths nearly crossed several times. The short version is that both Dave and 1 ended up as Navy pilots - - me pre-dictably and Dave not so much so. My major was aerospace, and when I was a freshman 1 had enlisted in the Navy Avoroc flight program, while Dave didn't do so until several years later. I ended up as an A-6 intruder pilot doing two combat tours in Vietnam in 1971-72 and Dave logged 1,700 hours as an mstructor in T-34Cs later in the 1970s. If it hadn't been for the directo-ry, Dave and I may have never found out that we were brothers in a second and even more exclusive fraternity.

As a result of our contact, Dave, who is now a full captain with Continental Airlines, came to Philadelphia. We spent three days hav-ing a blast reliving the good old days at AXE and Penn State and flying around the East Coast. Never having gotten the Navy completely out of my blood, I own and pilot a Navy T-34B, the predecessor to what Dave instruct-ed. So with the cooperation of some great summer weather, we toured

around Dave's childhood home out-side of Philadelphia, did some aerobat-ics, flew the entire day and had a ball. Thank you!

Navy Recruiting Command Bids T-34B Goodbye

An era in Navy Recruiting Command (NRC) history came to a close on 29 September with the trans-fer of T-34B BuNo. 140938 to the Marine Corps Flying Club at MCAS, El Toro, Calif.

Affectionately known by count-less Navy Aviators as the "Teenie-Weenie," the T-34B Mentor was used by NRC to screen potential officer applicants and to generate Navy awareness. Since the aircraft's intro-duction in November 1972, innumer-able future officers, enlisted personnel and local community leaders had the opportunity to go aloft in the Navy flight training aircraft.

NRC received its T-34Bs from the Chief of Naval Air Training who had declared them excess to operational requirements after they served as pri-mary training aircraft for fledgling Naval Aviators. With the end of the aircraft's useful service life quickly approaching, a suitable replacement for the T-34B was sought. The T-34C Turbo Mentor, also referred to as the Turbo-Weenie or Whisper Weenie, was considered for acquisition and would have provided a significant improve-ment in performance, speed and capa-bility, but would also have a signifi-cant increase in operating costs. Ultimately, lack of an affordable replacement aircraft and decreasing budgets led to the decision to cancel the NRC Flying Program.

It's that time of year again to talk about dues. The dues renewal letters were sent out on June 15th for the dues year of July 1,1994 thru June 30,1995. The dues are currently $35.00 per year.

Also, please let us know if you move. We keep getting return mail from the Post Office marked "Undeliverable at this Address" and we have no way of contacting those members to update future mailings. So, please take a few minutes if you move and notify us of any address corrections. Send to Bob Farrell, 2328 Glen Ellen Circle, Sacramento, CA 95822. THANKS!

We would like to again thank Julie Clark, our Membership Chairman, for her continuing efforts to sign up new members. We would like to welcome the below listed new members to the T-34 Association:

Roger McVeety, Edina, MN Carter Koles, Ludington, MI James Blasingame, Del Mar, CA Bret Davis, Pompano Beach, FL Ed Rafacz, Palos Park, IL Bob Anderson, Bellefontaine, OH Lawrence Evans, Alma, MI Ronny L. Alldredge, Tehachapi, CA Harry E. Scott, Jr., Walnut Creek, CA James Crispen, M.D., Harrisburg, PA Jerome Solar, Evanston, IL Leonard H. Mcintosh, Reno, NV David F. Frankel, M.D., Santa Barbara, CA Ed & Connie Bowlin, Griffin, GA Brad Smith, Savannah, GA Jim Jackson, Martinsville, IN Marshall Mundheim, New York, NY Leo & Mary Wadekamper, Helena, Ml G.W. Zautner, Delmar, NY John M. Gudin, Elyria, OH Arnold Rathmann, Inverness, II IVIichael Mahanor, Atlantic Mine, Ml David Russillo, Eastsound, WA Daniel Stam, Englewood, CO Robin G. Watson, Eastsound, WA Sigmund S. Davidson, Prescott, AZ Charles M. Galbraith, Jr., Collierville, IN Bill Foster, Femandina Beach, FL Dan Thomas, Palo Alto, CA Charles Mclntyre, Los Angeles, CA WiUiam Nelson, M.D., El Paso, TX Robert Nieblas, Jr, Mission Viejo, CA Phil Brown, Seattle, WA

Bob Farrell, Treasurer

15

T-34 Board of Directors Meeting T-34 Association, Inc., Board of

Directors, 4-10-94 Lakeland, Florida Present Nogle, Drendel, Farrell, Mahanor, Howell, Ross

Mentor Monitor All agreed that it was an outstanding effort on the part of Glen Travers. It was noted that a formal request for articles, pictures, etc. should be printed, along with the address to send same to.

Ken Ross reported that he was working with American Eagle Insurance Company in an effort to obtain an Association policy which would be more competitively priced than any we could get outside. He stressed that this would be sold through independent agents, so any Association member who wished to retain his current agent could do so, providing he was using an independent agent. Prices of policies would presumably be determined according to pilot experience, liability limits and hull value desired. Ken will keep us informed, and will attempt to have a presenta-tion put t^ether for the Association by Oshkosh. Hie Board commended Ken for his initiative, and on a motion by Farrell, second-ed by Howell, officially sanctioned his efforts.

Bob Farrell presented the Treasurer's Report which shows a current balance of $18,807.62. Annual dues revenues are project-

ed to be $8,925.00, based upon the cunent rate of membership renewal, additions, and can-cellations. The Treasurers Report was approved on a motion by Ross, seconded by Howell.

More on Mentor Monitor: It was noted that the latest edition of the Monitor had cost $4,633.76. The largest conh-ibuting factor to this cost was the use of color Since we had not had an issue of the Monitor since July, it was felt that this was a reasonable investment. However, since our annual revenue is less than $9,000, and since we want to commit to quarterly magazines, it is obvious that we will not be able to duplicate this effort with every issue. The Board suggested establishing a budget of $8,000 annually for publication of the Mentor Monitor, with a mandate tq pub-lish 4 times per year. Hopefully, this wif allow us to publish one "super issue," possibly with color, and three economy issues. Each issue of the Monitor will contain at least one article from a Board member, on the topic of their choice. Glen had suggested selling advertis-ing, and his suggestion was approved. He will estabhsh rates and publish them in the next issue. Also suggested: More emphasis on mer-chandise sales^e will continue to mail the Monitor in an envelope.

Pre-Oshkosh Fly-In: Rudy Frasca has extended an invitation to use his facilities at

Frasca Field, in Champaign, Illinois, as a base for our pre-Oshkosh formation ti-ain-ing and qualifications. Frasca Field is 1 mile north of Champaign. It has a 4,000 x 57 foot hard surface runway and is a part of the Frasca Complex, which includes his simula-tor manufacturing facility and a very impressive museum of warbirds. There is a large briefing room, complete with kitchen, shower, and all the comforts of home. There is plenty of parking space and lots of prac-tice area free of the congestion of fielcb sur-rounding Oshkosh at that time of the year. (See the diagram for information on motels, etc.) Charlie Nogle also extended an invita-tion to visit his new facility on Willard Field while we are in Champai .

Charlie Nogle expressed his concerns about the possibility of problems arising from the perception that the Association endorses formation IFR and/or formation aerobatics. He made motion, seconded by Mahanor, that the T-34 Association does not encourage either The board approved.

A letter from Air Combat Enterprises was read. It was agreed that the Association should reply formally and a letter will be drafted by fon Ross for that purpose, (Full text of both letters contained in tne letters section.)

On a motion by Ross, seconded by Farrell, the meeting was adjourned. •

The Mentor Monitor is the quarterly newsletter of the T-34 Association, Inc., an independent nonprofit corporation dedicated to the preservation, restoration, and safe flying of the T-34 Mentor aircraft Articles and contributions are welcome, please credit photographers. If photos are to be returned, please indicate so. Photos that are not to be returned will be added to the Association's collection. Membership is open to all. Dues are $50 for the first year for new members, $35 per year there-after. To join, contact Julie Clark, Membership Chairman, 31214 Boeing Road, Cameron Park, CA 95682.

The maintenance and operating comments, suggestions, recommendations and cautions contained in The Mentor Monitor and supplements thereto, as well as other T-34 Association, Inc. publications, have been provided by aircraft owners and operators. Maintenance, modification or other mechanical or safety actions presented in The Mentor Monitor should be reviewed and implemented by properly qualified personnel. The T-34 Association, Inc. and its Board of Directors shall not assume any liability for following or failure to follow any or all of the same.

T-34 Association, Inc. 2328 Glen El len Circ le Sacramento , C A 95822

F O R W A R D I N G A N D A D D R E S S C O R R E C T I O N R E Q U E S T E D