Taylorcraft Daze

2006-10-19T08:55:00.000-07:00

Teen Commandments

1. Your parents brought you up; Don’t let them Down.
2. Choose your companions with care. You become what they are.
3. Be master of your habits or they will master you.
4. Treasure your time; Don’t spend it, invest it.
5. Stand for something or you’ll fall for anything.
6. Select only a date who would make a good mate.
7. See what you can do for others, not what they can do for you.
8. Guard your thoughts; what you think, you are.
9. Don’t fill up on this world’s crumbs; feed your soul on the Living Bread.
10.Give your all to Christ; He gave His all for you.

The End

2006-10-19T08:42:00.000-07:00

Sugar, One Great Horse

Sugar was a palomino mare quarter horse that originally came from the “Sooner” state of Oklahoma. She was originally owned by my cousin on my mother’s side. His name was Kenneth the oldest of three boys whose father was my mother’s brother. Kenneth was getting married at the time and naturally needed some quick cash. My family just happened to be in the right place at the right time and so I ended up with a very beautiful and high spirited cowpony. Yes, she did like sugar.

Sugar had been well trained to cut and rope cattle on the open range in Oklahoma before coming to Iowa. Why did they allow such a fine horse to come to Iowa? Well you see, she had one bad habit that apparently no one was ever able to break her of. She would toss her head a great deal and to the point that if she had been working hard would throw phlegm up and over onto the rider which could be rather disgusting at times. It seemed to me that all of her other habits were very good indeed.

That Christmas I received a brand new single rig saddle. It was from the Sears Roebuck catalog with a basket weave design by J.C. Higgins. It rests on a saw horse in my den today as a memory of some of the best days gone by. I also have the large card board box it came in. It is in my hanger. Other tack items included a studded martingale, colorful wool saddle blanket, studded bridle with brown and white leather braided reins attached with metal beads to the bridle. I usually carried a white thirty foot three-strand nylon braided lasso with wire centers in the three braids. I always wanted saddle bags and recently purchased official Calvary saddle bags from Cabela’s. They are presently displayed on the living room divider to the stair case.

You could catch Sugar in the cow yard, jump on bare back with nothing on her head to guide her and you were ready to go get the cows sometimes a half mile away. Sugar knew exactly what had to be done and she did it quickly and thoroughly. No bossy strayed from the herd.

When you rode her in full dress with the saddle and all the tack she would be ready to run when you reached for the saddle horn. All you had to do was grip the horn firmly and her forward momentum would pull you rapidly forward and up into the saddle. No stirrups were necessary. This was a very efficient, rapid, and showy way to get aboard.

My own personal attire included the usual western hat, slim red neckerchief, colorful shirt, belt, buckle, Levis, brand name boots, and spurs that hang on the saddle horn today.

On one occasion we were practicing our roping while my dad was milking. There was a two-bottom pull type plow in the yard with two levers that made great targets to lasso. I no sooner draped my loop over one of those levers and Sugar immediately went into reverse. But before I could get her moving forward again the damage had been done. The lever on the plow was now bent at nearly a right angle and there was no way I was going to be able to bend it back, or was there. I walked Sugar around to the opposite side and this time with a loose dally around the saddle horn pulled the lever back to an up right position. Luckily for me the lever functioned properly. However, it did have a curious looking “S” twist to it. I often wondered if my dad ever knew what had happened. Nothing was ever said about the incident and I learned not to fasten my lariat fast to the saddle horn ever again.

Sugar and I really enjoyed our local Lamont Saddle Club trail rides that were an annual event. Her high spirit and competitive nature came through in fine style as she continually worked at being the lead horse in the trail procession. There was no holding her back. Sugar never had horseshoes. She seemed to be active enough to keep her hooves worn down and only needed an occasional trimming. Sugar was an intelligent horse and could open a wire gate loop with her nose if you did not do a through job of securing it.

My brother and I used our cowponies to herd the fine Holstein milking cows on the 187 highway to graze on the quality grass in the ditch. Again, Sugar was in her element keeping the cows from being hit by the occasional on coming traffic.

I especially enjoyed riding her to town to see the movies at the Local Theatre. It was a three mile trip one way and she could easily run at a rate of thirty miles per hour along side a neighbors automobile. I do have one regret. I never timed her in the quarter mile. I think the results would have been impressive. I would tie her up at my grandmother's garage / barn while I attended the movie. It always felt so good riding home at night in the moonlight with the cool evening breeze in your face. It was a special treat to hear her hoofs clattering loudly across the plank “Mad Dog” bridge east of town on the way home. You did have to rein her in or she would probably have run all the way home.

Sugar and I enjoyed the annual Saddle Club horse shows in the natural amphitheater in an arena east of towns with crowds of 2,000. They would even let school out on the weekend of the horseshow. Sugar was good in three events. Our favorite was the musical chair race as she was very quick on her feet and could stop just as fast. I fondly remember cantering around the nail kegs to the music of “On Top of Old Smoky.” When the music stopped, you had to find a nail key to sit upon. Of course, there were never enough and someone was eliminated. It could get pretty exciting racing someone around the circle to the last available keg. When you got down to the final three, six kegs were set up with three in a line at either end of the arena. The race started sitting on the keg at the near end racing around the keg at the far end of the arena, and then back to the first keg. First, Second, and Third place were determined by the seating order on the original kegs.

The second was the clover leaf race in which you followed a course around three barrels in the pattern of a clover leaf and at the completion found yourself at the far end of the arena with a fast sprint back to your starting point. Sugar could turn so sharply around a barrel that you could look down from the saddle and scarcely see the barrel as you spun around it. You made a right-hand turn around the first barrel and left-hand turns around the next two. Of course, if the barrel tipped over you were eliminated from the race. A stop watch was used and the best times determined the winners. Sugar was just naturally suited to these two events. Today, I think it is called the Barrel Race.

The third event was the men’s western pleasure class that was rather tame compared to the other two events. In this event, you were asked to walk, trot, and canter your mounts; stop, line up, and have your horses standing in the stretch position facing the crowd in a neat row across the arena, and when the judges came by for a close up look you were asked to have your horse back up. The judges also judged the rider and how well he handled his horse. This included how you sat in the saddle and held the reins. There was not much more to it than that.

One winter we had so much snow we were snowed in for several days. The county snow plow could not get through and we lived on the Buchanan / Delaware county line and therefore were usually plowed out last. A truck was needed to help push the plow through the extra huge drifts and to pull in out backwards if it got stuck in the snow bank. The groceries were getting a mite low. So my dad, Fred Bowden, decided to take Sugar to town to pick up the necessary items. It was an arduous journey for both man and horse. My dad had to lead Sugar much of the way as the drifts on the road were entirely too deep for Sugar with the weight of a rider. None the less the mission was accomplished.

After I had left home, my brother, enjoyed hitching Sugar to a buggy and traveling to all sorts of places. Sugar could hold a steady and fast pace while he and a guest rode rapidly in comfort on the buggy.

Sugar lived to a ripe old age for a horse. My brother, was kind enough to look after her in her old age, and he did his best to see that she had a good life in West Union. Later, she was kept at a relative’s farm near Winthrop. I went to see her there one last time. I did ride her a bit. It was a hard thing to do as her steps were not sure and the spirit was willing, but the once great horse was no more. I never went back to see her again. Sugar died in her thirties on that farm and was buried there. That was a fitting end to “One Great Horse” with so much pride.

The End

Summary

Sugar Served Us Well In Many Areas;

Helping bring in the cows for milking.
Herding the cows on the road to the Backbone State Park.
Participating in trail rides through Backbone State Park.
Participating in the Saddle Club annual horse shows.
Musical Chair Race.
Clover Leaf Race.
Men’s Western Pleasure Event.
Providing transportation to the movies in town.
Providing transportation to town for necessaries after the huge snow storm.
Providing transportation with the buggy.
Served as an example of what spirit, ability, and determination can accomplish.
Being a truly great friend and companion for many years.

The Saddle Club Experience:

My Saddle Club membership cards are dated 1949-1953 (age 11-15 prior to the 1951 Chevrolet Bel-Air, Power Glide) with uncle, Tracy’s signature as the president and relative Billy as president in 1952. Membership ran at nearly 100 members. Attendance at the annual horse shows was close to 2,000. Riders competed for a purse of over $300.

Participants Came From: Anamosa, Arlington, Aurora, Brandon, Cedar Falls, Cresco, Delhi, Dewar, Dundee, Dubuque, Dunkerton, Dyersville, Edgewood, Elkader, Evansville, Garnavillo, Greene, Hawkeye, Janesville, Lamont, Luana, Manchester, Maynard, Oelwein, Petersburg, Rowley, Ryan, Solon, Strawberry Point, Sumner, Waterloo, Waverly, Winthrop, and West Union for a total of 34 communities,

Excerpts From Random Newspaper Clippings:

Aurora Saddle Horse and Pony Show, August 14, 1949, Lee, (age 11), First Place, with “King”
“The Lamont Leader,” September 22, 1949, Pony Class, Lee, (age 11) Third Place, with “King”
Lamont Horse Show, Pony Class, Lee, Third Place, with “King”
Manchester Horse Show, Children Shetland Pony Class, Lee, Second Place, with “King”
June 29, 1952, Clover Leaf Race, Dale Dopp, First; Lee, (age 14) Fourth Prize, $1.00.
Lamont Horse Show, Labor Day, September 1, 1952, Junior Musical Chair Race, Lee, (age 14) First Place, $5.00, with “Sugar”
“The Lamont Leader,” September 11, 1953, Lamont Horse Show, Calf Scramble, Lee, (age 15) Second Place with self and calf
“The Lamont Leader,” Date not known, Lamont Saddle Club, Gay, Pony Class, Fourth Place, with “King”
Horsemanship Children under ten years, Gay, Fourth Place, with “King”
Lamont Horse Show, 50 young riders, Junior Horsemanship Contest, with “Sugar” Lee, Final Eight Photo, with “Sugar”
Winners in Lamont Junior Horse Show, Date not known, June 22, with 55 horses and ponies, Lee, “Sugar”

A Few of the Local Riders, Competitors, and Friends:

Harlan Adams (classmate), Marsha Allen (one year ahead), Fonda Bell, Dewar; Gay (brother), Lee, Franklin Brockmeyer, Don Clark, Merle Davidson (one year ahead), Dale Dopp (cousin and classmate), Delwyn Dopp (cousin), Kenneth Dopp (cousin), Neva Donaldson (aunt), Tracy Donaldson, (uncle) Dennis Estling, Dick Estling, James Estling, Jess Estling, Les Estling, Ray Estling, Ruth Estling, Mary Hamblin, Manchester; Larry Hines (classmate), Luella Hines, Ray Hines, Connie Pech, Rowley; Charles Popham, (neighbor) Colette Roudabush, Hugh Simpson, Bill Smith, Martin Smith, and Terry Smith, (31)

The End

Additional Notes: Per Gay, Sunday, August 20, 2006.
Celebrating Mother’s (Delma) 90th birthday at Monte’s in Cedar Falls, Iowa

Notice in the photos that Sugar always seems to have one ear cocked forward and one ear backward so as she will not miss out on anything. LCB
Neighbors clocked Sugar at 38 mph with a car.
She was a Type “A” personality.
Sugar was born in 1948 in Oklahoma, ten years younger than Lee.
Sugar was three years old when purchased from, first cousin, Kenneth in 1951. Lee was 12-13 years old.
Sugar was 31 when she died in the hard winter of 1979. Lee was 41 years old.
She died on the Chuck and Lois farm north of Winthrop.
She lived on this farm for several years.
Fran spilled the beans on Easter at Lee’s in Lamont.
Lee asked, “How’s Sugar?’
Fran said, “She’s dead!”
Gay said, “Oh, My God!” He had not found a way to tell of it.
Weeks had passed since Sugar’s death.
It was “stone cold” quiet.
Then, Lee and Grandpa (Fred) started crying, and others joined in.
So much for the Easter dinner.
Blind with poor teeth, Sugar followed the cows around.
The cows she once guided were now guiding her.
Got barbed wire in hock, infected, Don, first cousin, The Winthrop Vet, operated. Don had to put her out.
There was lots of deep snow in the winter of 1979.
Sugar died on the west side of the Buffalo Golf course.
Headed into the wind, across the fence to the north, and died in the snow.
Gay received the phone call by Chuck, “Lost and presumed dead.”
Later Sugar was found dead, “confirmed.”
Chuck used the back hoe and buried Sugar by the Buffalo Creek in the pasture.

The End

2006-10-19T08:34:00.000-07:00

A COOL 14,000 FEET

By: Owner / Pilot
Independence Municipal Airport (IIB)

Years ago when I was young and bullet proof, I decided one fine day to fly my relatively new to me Taylorcraft, N39911, aloft to my personal limits. This would have been in the early 1960’s as I purchased my Taylorcraft on June 6, 1960. I remember circling and climbing over my hometown, the Lamont area, for a good twenty minutes. I was alone, and I am sure that I had only one tank with fuel in it so we were climbing lightweight. The Taylorcraft climbed steadily marching upward at 500 feet per minute for the first several minutes. However, as we gained altitude this rate of climb steadily diminished.

Also, it continued to get much colder as we made our way toward the heavens. For each 1,000 feet of gain in altitude you loose about three degrees in temperature. As I was going about 13,000 feet above the surface, I would loose about 39 degrees Fahrenheit. (13 X 3 = 39) It was a great view as the sky was dry and clear with the visibility unlimited. It was one of those days you could see forever. It was in the early morning when I decided upon this adventure and you could easily see the entire eastern border of the State of Iowa from North to South as a layer of fog and haze still remained over the Great Mississippi River Valley.

I knew that a person could pass out due to lack of oxygen and that is why I discontinued the assent even though my craft would have eagerly climbed higher though at a much reduced climb rate. The Taylorcraft has been known to climb as high as 17,000 feet. At the final stages of my climb we were probably only climbing at the rate of 200 feet-per-minute or less. I could no longer see the town of Lamont beneath me even when I banked the Taylorcraft steeply in the turns. I did check my fingernails by pressing on the ends of them to see if they turned blue. However, if I was going to pass out, I am sure this would not have given me a clue in time.

Well, I felt I had climbed as far as I dared. I was getting cold with just a light “Tee” shirt. The mission was accomplished, and it would take a while to descend so I started back down. Now a Taylorcraft is noted for its long wings that produce a great amount of lift. Therefore, the Taylorcraft was in no real hurry to get back to its cow pasture hanger where my father farmed. For every mile you are high you have about seven miles of gliding distance. So take 14,000 feet less the surface ground elevation of about 1,000 feet makes 13,000 feet. Then, divide the 13,000 feet by 5,280 feet in a mile and you get about 2.46 miles or about 2.5 miles high. My gliding distance therefore was seven times 2.5 miles high or a good 17 miles. As the crow flies, that would take me to either the Oelwein Municipal Airport or the Independence Municipal Airport even without an engine. However, I needed to keep my engine warm, as it is not good for them to get too cool on a long descent. So you see getting back down required a bit of time to do also. Coming down was even more fun as the speed was much greater and the view out the windshield was absolutely spectacular to me. Very gradually, I began to warm up again and felt very good about the whole mission.

I also did not use nearly as much fuel on the glide back down to the pasture landing field full of Holstein milk cows. They were so used to my flying over them that they were in no hurry to move down the field and out of the way. What could I do but enjoy more flying time before once again touching down on a 40 rod strip of good runway with another not as good 40 rods of overrun. As I flew by the tall cottonwood tree at the North end of the runway on final I thought once again, “You just cannot beat fun!”

2006-05-10T13:57:00.000-07:00

SCOUT OATH OR PROMISE

On my honor I will do my best
To do my duty to God and my country
And to obey the Scout Law;
To help other people at all times;
To keep myself physically strong,
mentally awake, and morally straight.

SCOUT MOTTO
Be prepared

SCOUT SLOGAN
Do a good turn daily

2006-05-10T13:55:00.000-07:00

SCOUT LAW

A SCOUT IS:

TRUSTWORTHY. A Scout tells the truth. He keeps his promises. Honesty is part of his code of conduct. People can depend on him.

LOYAL. A Scout is true to his family; Scout leaders, friends, school, and nation.

HELPFUL. A Scout is concerned about other people. He does things willingly for others without pay or reward.

FRIENDLY. A Scout is a friend to all. He is a brother to other Scouts. He seeks to understand others. He respects those with ideas and customs other than his own.

COURTEOUS. A Scout is polite to everyone regardless of age or position. He knows good manners make it easier for people to get along together.

KIND. A scout understands there is strength in being gentle. He treats others as he wants be treated. He does not hurt or kill harmless things without reason.

OBEDIENT. A Scout follows the rules of his family, school, and troop. He obeys the laws of his community and country. If he thinks these rules and laws are unfair, he tries to have them changed in an orderly6 manner rather than disobey them.

CHEERFUL. A Scout looks for the bright side of things. He cheerfully does tasks that come his way. He tries to make others happy.

THRIFTY. A Scout works to pay his way and to help others. He saves for unforeseen needs. He protects and conserves natural resources. He carefully uses time and property.

BRAVE. A Scout can face danger even if he is afraid. He has the courage to stand for what he thinks is right even if others laugh at or threaten him.

CLEAN. A Scout keeps his body and mind fit and clean. He goes around with those who believe in living by these same ideals. He helps keep his home and community clean.
REVERENT. A Scout is reverent toward God. He is faithful in his religious duties. He respects the beliefs of others.

2006-05-10T13:54:00.000-07:00

NATIVE AMERICAN
10 Commandments

The Earth is our Mother,
Care for her

Honor all your relations

Open your heart and soul to the
Great Spirit

All life is sacred; treat all
Beings with respect

Take from the Earth what is
Needed and nothing more

Do what needs to be Done for
The good of all

Give constant thanks to the
Great Spirit for each new Day

Speak the truth; but only of
The good in others

Follow the rhythms of nature;
Rise and retire with the sun

Enjoy life’s journey, butLeave no tracks

2006-05-10T13:50:00.000-07:00

THE DAY I PURCHASED N39911

By: Owner/Pilot
Independence Municipal Airport (IIB)

It was three days before my 22nd birthday. Taylorcraft, N39911, was to be delivered to the home farm of my father by my instructor, Johnny Fitzpatrick, on June 6, 1960. I was seven years older than the Taylorcraft when it was manufactured on November 26, 1945, in Alliance, Ohio. I guess that makes my birthday on June 9, 1938. The farm was located on the Buchanan/Delaware County Line in Delaware County three miles northeast of Lamont and just north of what was then highway 187 leading to the Backbone State Park where I worked during the summers.

Johnny’s arrival was awaited with a great deal of enthusiasm as he approached from the Oelwein Municipal Airport (OLZ) where the Taylorcraft was based. Johnny had purchased it from a flying club in Des Moines, Iowa. The aircraft had about ten owners scattered throughout the mid-west prior to finding its permanent home. Johnny knew how much I loved flying and flying another black and white Taylorcraft that was based on the field. So he purchased N39911 just to tease me. It certainly worked as I purchased it with $1,050 cold hard cash before my 22nd birthday by three days. Johnny said that he made $50 on the deal.

I had two fine grandmothers at the time. The one on my mother’s side gave me $50 toward the purchase. Needless to say, she received more than one airplane ride. My grandmother on my father’s side said, “If God had intended for you to fly, he would have given you wings.” Well, she did not get a ride, and so everyone ended up being pretty happy.

I started taking flying lessons after my 21st birthday while attending Upper Iowa University, Fayette, Iowa. I had my majority then, and figured no one was going to discourage me from flying. I just took a lesson one day, and went home and told my parents what I had done. My dad was always quite enthusiastic about flying, and wished that he could fly. My dad was my first passenger.

Back to the skies, Johnny was just a speck above the farm, but we all knew it was he. And, the Taylorcraft engine has a very distinctive sound. It was time for the grand arrival. He put on quite a show as he did stalls, loops, wingovers, chandelles, and many spins down from altitude. I wished that I had counted the number of spins before he pulled it out at pattern landing altitude. He made a beautiful short three-point landing in the unfamiliar cow pasture.

Johnny was a fun instructor to fly with. It was on my second lesson that I asked him if the Taylorcraft could fly upside down. No words were spoken, but we were suddenly diving and rapidly building up speed. Johnny hauled back on the yoke and straight up we went pulling G’s in the first half of a loop with the airspeed bleeding off rapidly. Inverted at the top he held us straight and level for a bit, and things began to happen fast. The seat belt started cutting into my waist, and I was grabbing for anything to hang on to. The fuel from the cowl tank located directly in front of the windshield was running “up” the windshield. Before the engine could quit from a gravity fed fuel system, Johnny pulled back on the yoke again, and we finished the final straight down half of the loop with old mother earth growing larger by the second. As the saying goes, “The cows are getting bigger.” I was happy, question answered, and I could hardly wait for my third lesson.

The field I intended to keep the Taylorcraft in was nothing but a cow pasture, with cow paths running right down the middle. It was eighty rods long and that was certainly enough. It did slant downward slightly to the left side toward the east, but that did not seem to matter a great deal. A thing of greater concern was a tile outlet and a spring with large boulders that was located right at the halfway point down the runway. The south one-half of the runway was much more narrow with bogs and a ditch on the right or west and huge rocks close to the fence line on the left or east. There was a fifty-foot high Cottonwood tree located at the north end of the runway just to the right or west of center. This was usually more helpful than not as it was very easy to judge how high you were on the final approach from the north. Several tall trees stood like sentinels guarding the south approach to the runway. There was a gap in the trees to the left that you could fly through nicely. My high school principal, a tall well-built man, went for a flight, and we took off to the south. The trees were getting bigger fast due to the extra weigh so I deftly side slipped the T-craft to the left, and headed for the gap. We did climb above the trees, and he was able to watch the leaves go by on his right. I often wondered if he thought everything was routine or if I was trying to give him a thrill for all the grief he had given me in freshman algebra class. I did enjoy geometry my sophomore year, and he enjoyed flying, and did go again. At the time of the flight, I was working for him as a business teacher in the Lamont High School.

Sometimes cows were on the runway right where I wanted to land. So I would have to wait for them to move. Often times if things did not seem to be just right, I would apply full power and go around for another try at the landing. I always felt that the field was a great training exercise.
I constructed a “cheap” hanger from discarded steel roofing left over from the tornado that wiped out the farm buildings in 1953. The hanger was closed on all sides except the front that faced the east. It kept the sun and any hail from the plane, and that was very important. It did leak some.

When the plane needed washing, I would land it in the cornfield next to the farm buildings so I did not have to carry the water so far. The corn was still short and I could straddle the rows with the main landing gear. I do not think I hurt any more corn than the tractor did turning on the end rows. I only landed in the cornfield when the ground was firm and packed prior to tiling.

It was great fun to go for a local flight after the chores were finished, and check up on the neighbors. I would fly by and wave at them as they were about their farm activities or working in the fields. I never seemed to bother them, and I think they actually enjoyed seeing the plane around. I always received a friendly wave back.

2006-04-16T15:04:00.000-07:00

TAYLORCRAFT HELD FOUR WORLD RECORDS

FIRST – HIGHER – WORLD’S ALTITUDE RECORD FOR LIGHT PLANES, 24,311 FEET SET BY GRACE HUNTINGTON AT LOS ANGELES, CALIFORNIA, THE INTERNATIONAL RECORD FOR AIRPLANES OF SECOND CATEGORY

SECOND – FURTHER – 1,700 MILES IN 16 ½ HOURS, FLIGHT MADE BY MRS. EVELYN BURLESON FROM VANCOUVER, BRITISH COLUMBIA TO TIA JUANA, MEXICO

THIRD – FASTER – SPEED RECORD FOR LIGHT PLANES, WINNER OF THE “FIRESTONE TROPHY” AT THE RACES HELD IN MIAMI, FLORIDA IN FEBRUARY 1946

FOURTH – LONGER – 14 DAYS ALOFT IN A TAYLORCRAFT, BY HUNTER & HUMPHREY MOODY, TOOK OFF ON JULY 23, 1939, AND LANDED TWO WEEKS LATER

2006-04-16T14:53:00.000-07:00

WINGS OVER THE OLD SPANISH TRAIL

By John Sedey, Trail Boss

Submitted By Lee C. Bowden, Owner/Pilot, Independence Municipal Airport (IIB)

The eight Iowa participants were: Rick and Sharon Hannen, Center Point, Cessna 182, N9361G; Chuck and Carol Wehage, Cedar Rapids, Bonanza, N8556R; Lee and Linda Bowden, Independence, Taylorcraft BC12D, N39911; and Lee and Mike Dudley, Raymond and Gilbertville, Cessna 172, N733FA .

Seventeen small airplanes and six automobiles carrying 47 members of the Historic Trail Flyers met in Santa Fe, New Mexico on September 23, 2005, for a reunion and to travel the Old Spanish Trail.

Our group had its beginnings in 1993, when we flew the Oregon Trail. For that flyover we had 42 aircraft and 90 persons starting in Independence, Missouri, and terminating in Independence, Oregon. The Old Spanish Trail flyover was our sixteenth trail air tour. Our members come from throughout the United States, with two of our members living in Canada. Generally, our aircraft have only one engine and from two to six seats. Our speeds range from 90 to 200 mph.

Saturday morning started with a chartered school bus to Abiquiu, New Mexico with the Old Spanish Trail Association’s, OSTA’s, Pat Kuhlhoff as our guide. After a one-hour drive, we stopped at Bode’s General Store in Abiquiu for rest and to place orders for lunch. This store is miles from the next one, and if they do not have it, chances are that you do not need it. Back in the bus we went to two spots selected by Pat where we put our feet to the trail. It was an awesome feeling to realize that more than a century ago mules, burros, and people walked on the spot where we were standing. They were making history and did not know it.

After lunch and more trail investigation, we returned to Santa Fe, New Mexico for rest and our first rendezvous dinner. This meeting is especially important because it is where the new members and “old timers” meet and find out about each other. At this meeting, Pat gave us a more in-depth vision of what lay ahead. Also, we were introduced to Sarah Schlanger of the Bureau of Land Management, BLM, who gave a slide presentation. After the meeting we retired for a good night’s sleep before hitting the trail for our next destination – Farmington, New Mexico near the four corners. As we deplaned here our feet actually hit the red carpet.

The weather the following morning was perfect – clear and cool with light winds. We flew past Los Alamos with its one-way runway next to the foot of the mountains. We departed to the north, flying over Abiquiu and the spot where we stood the previous day. Although we were flying at 10,000 feet MSL, we were not that high above the local terrain. (All flying altitudes are measured in feet from sea level and hence called “Mean Sea Level” or MSL.) The town and Georgia O’Keefe’s art center where we visited was plainly visible, as was Rio Chama Canyon with its imaginary pack train plodding along under the warm spring sun so many years ago.

At Farmington, New Mexico we bused to the Aztec Ruins. The village was not built by the Aztec, but was given its name long ago in error, and the name stuck. We now know it was the Anasazi, the local natives, who built it. After dinner we were honored with more presentations by OSTA’s Doug Knudson, and James Copeland of the BLM, with information unique to the area.

The next morning the weather continued to be fair; in fact, the weather all the way to Los Angeles was picture perfect. Our next stop was Page, Arizona, and the “Crossing of the Fathers.” We knew the crossing would not be visible, since construction of the Glen Canyon Dam had flooded the area. However, we were scheduled for a cruise on Lake Powell that got us close to the actual crossing area. The cruise up Antelope Canyon was a great diversion and enjoyed by all of us. Continuing the flight we went trough Monument Valley among the towering 1,000-foot monoliths and passed Goulding’s Resort where we motor-toured a few years back. What a different perspective from the air! That evening after dinner we were treated to another guest appearance by OSTA’s Paul Ostapuk, followed by another good night’s sleep to prepare for the next day’s departure to Las Vegas, Nevada.

The view of the Glen Canyon Dam, Lake Powell behind, and the beginning of Marble Canyon and the Grand Canyon to the south was inspiring. Flight over the Grand Canyon requires special permission and flight at unusually high altitudes, so we stayed to the north of the park boundaries using GPS navigation to insure that we did not violate sacred air space. The regulation protects the solitude of those enjoying the depths of the canyon. Flying into Las Vegas, Nevada also has specific requirements necessitating special charts, radio, and radar contact with the controlling authorities.

The day in Las Vegas was a free day, planned so those who have never experienced the “Strip” would have a chance to try their luck. Early the next morning we were joined by OSTA’s Hal Steiner, and boarded a charter bus to view the Old Mormon Fort, Red Rock Canyon, and Blue Diamond, all the way to a point where the original trail abruptly ended because of extensive off-road vehicle operation. Hal did a great job of showing and explaining the trail sites west of Las Vegas, Nevada. There was a large demand for his book about the trail. We really enjoyed him.

Edwards Air Force Base lived up to all expectations. It is located on the Rogers Dry Lake bed in the great Mohave Desert of Southern California. We enjoyed both the outdoor and indoor displays of the modern jet aircraft and the famous retired aircraft of yesteryear. Some of the aircraft included: the space shuttle transport, B-1 Bomber, X-18, the flying bullet piloted by Chuck Yeager, the flying body, the critical wing, the fly-by-wire aircraft, and the lunar landing module.

Friday morning we flew to Lancaster, California. We boarded the Metro Link to downtown Los Angeles, California where the Union Station terminal is only an easy one-block walk to El Pueblo de Los Angeles that marks the official end of the Old Spanish Trail. I am hopeful that those who could not make the train trip will be able to do so in the future.

Our last evening was our traditional “Last Supper” where we discussed the fun we had in the past week, and planned for our next event. It was agreed that the next Historic Trail Flyers Air Tour would be the Chisholm Trail, the cattle drive trail, used in the mid-1800s from central Texas to the railhead at Abilene, Kansas. The time frame will be late September when the summer heat is on the wane and the air is smoother.

The Old Spanish Trail Air Tour was a wonderful event with a great group of people. We could not have done it without the quidance and help of OSTA. We offer our sincere gratitude to all we had contact with. We will certainly support your efforts whenever we can.

The End

2006-02-04T16:10:00.000-08:00

THE DAY I PURCHASED N39911

By: Owner/Pilot
Independence Municipal Airport (IIB)

It was three days before my 22nd birthday. Taylorcraft, N39911, was to be delivered to the home farm of my father by my instructor, Johnny Fitzpatrick on June 6, 1960. I was 22 years older than the Taylorcraft that was manufactured on November 26, 1945, in Alliance, Ohio. I guess that makes my birthday on June 9, 1938. The farm was located on the Buchanan/Delaware County Line in Delaware County three miles northeast of Lamont and just north of what was then highway 187 leading to the Backbone State Park where I worked during the summer.

Johnny’s arrival was awaited with a great deal of enthusiasm as he approached from the Oelwein Municipal Airport (OLZ) where the Taylorcraft was based. Johnny had purchased it from a flying club in Des Moines, Iowa. The aircraft had about ten owners scattered throughout the mid-west prior to finding its permanent home. Johnny knew how much I loved flying and flying another black and white Taylorcraft that was based on the field. So he purchased N39911 just to tease me with. It certainly worked as I purchased it with $1,050 cold hard cash before my 22nd birthday by three days. Johnny said that he made $50 on the deal.

I had two fine grandmothers at the time. The one on my mother’s side gave me $50 toward the purchase. Needless to say, she received more than one airplane ride. My grandmother on my father’s side said, “If God had intended for you to fly, he would have given you wings.” Well, she did not get a ride, and so everyone ended up being pretty happy.

I started taking flying lessons after my 21st birthday while attending Upper Iowa University. I had my majority then, and figured no one was going to discourage me from flying. I just took a lesson one day and went home and told my parents what I had done. My dad was always quite enthusiastic about flying and wished that he could fly. My dad was my first official passenger.

Back to the skies, Johnny was just a speck above the farm but we all knew it was he. It was time for the grand arrival. He put on quite a show as he did stalls, wingovers, chandelles, and many spins down from altitude. I wished that I had counted the number of spins before he pulled it out at pattern landing altitude. He made a beautiful short three-point landing in the unfamiliar field.

Johnny was a fun instructor to fly with. It was on my second lesson that I asked him if the Taylorcraft could fly upside down. No words were spoken, but we were suddenly diving and rapidly building up speed. Johnny hauled back on the yoke and straight up we went pulling G’s in the first half of a loop. Inverted at the top he held us straight and level for a bit, and things began to happen fast. The seat belt started cutting into my waist, and I was grabbing for anything to hang on to. The fuel from the cowl tank located directly in front of the windshield was running “up” the windshield. Before the engine could quit from a gravity fed fuel system, Johnny pulled back on the yoke again and we finished the final straight down half of the loop with old mother earth growing larger by the second. I was happy, question answered, and I could hardly wait for my third lesson.

The field I intended to keep the Taylorcraft in was nothing but a cow pasture, with cow paths running right down the middle. It was eighty rods long and that was certainly enough. It did slant downward slightly to the east, but that did not seem to matter a great deal. A thing of greater concern was a tile outlet and spring that was located right at the halfway point down the runway. The south one half of the runway was much more narrow with bogs and a ditch on the west and huge rocks close to the fence on the east. There was a fifty-foot high Cottonwood tree located at the north end of the runway just to the west of center. This was usually more helpful than not as it was very easy to judge how high you were on the final approach from the north. Several tall trees stood like sentinels guarding the south approach to the runway. There was a gap in the trees to the left that you could fly through nicely. My high school principal, a tall well-built man, went for a flight, and we took off to the south. The trees were growing fast so I deftly side slipped the T-craft to the left and headed for the gap. We did climb above the trees and he was able to watch the leaves go by on his right. I often wondered if he thought everything was routine or if I was trying to give him a thrill for all the grief he had given me in freshman algebra class. I did enjoy geometry my sophomore year, and he enjoyed flying and did go again. At the time of the flight, I was working for him as a business teacher in high school.

Sometimes cows were on the runway right where I wanted to land. So I would have to wait for them to move. Often times if things did not seem to be just right, I would apply full power and go around for another try at the landing. I always felt that the field was a great training exercise.

I constructed a hanger from discarded steel roofing left over from the tornado that wiped out the farm buildings in 1953. The hanger was closed on all sides except the front that faced the east. It kept the sun and any hail from the plane, and that was very important. It did leak some.

When the plane needed washing, I would land it in the cornfield next to the farm buildings so I did not have to carry the water so far. The corn was still short and I could straddle the rows with the main landing gear. I do not think I hurt any more corn than the tractor did turning on the end rows. I only landed in the cornfield when the ground was firm and packed prior to tiling.
It was great fun to go for a local flight after the chores were finished and check up on the neighbors. I would fly by and wave at them as they were about their farm activities or working in the fields. I never seemed to bother them, and I think they actually enjoyed seeing the plane around. I always received a friendly wave back.

2006-02-02T17:34:00.000-08:00

CASEY WILL TEACH YOU TO FLY

Enter the “Third Dimension,” and
Join the “Realm of Flight”

By: Lee C Bowden, Taylorcraft Owner / Pilot
Independence Municipal Airport (IIB)

Casey enjoys people and is at home instructing. He is a great instructor with his quiet, easy going, and laid back manner that makes it easy to learn and remember what has been taught so your are ready and eager for the next lesson. Casey has the experience with well over one thousand hours to his credit in a variety of aircraft. He has experienced flying by the seat of his pants with stick and rudder to the modern multiple glass cockpits with the latest instrumentation, GPS, Auto Pilot, and Radio Navigation Systems. Four pilots have successfully completed their training program and one more will be finished very soon.

Casey was influenced by the many quality Independence Air Shows as a youth.

Casey has advanced quickly through about one dozen ratings/licenses including: student, Private, Instrument, Commercial, Instructor (CFI), Instrument Instructor (CFII), Multi-Engine, Tail Wheel Endorsement, Type Ratings, Complex (Retractable and a Constant Speed Propeller), High Performance (200 Plus Horsepower), Basic Ground School Instructor. His future goals of Advanced Ground Instructor, with an additional five students for a total of ten students will earn Casey the “Gold Seal Award.” Casey jokes that he has earned a rating for every two years of his age of 21. That is indeed a remarkable accomplishment.

Casey’s instructors are Jim Connell of Independence, Mike Connell (Jim’s son) at Decorah, Rick Hannen of Center Point, and Tommy Tomkins the FAA Examiner at Burlington.

Aircraft Flown by Casey include approximately 20 different aircraft of a half-dozen different brand names including the Cessna’s 120, 150, 170, Skyhawk II 172-N, 182, 182 RG; Piper’s Colt, Archer, Arrow, Cherokee 140, Cherokee 180, Cherokee 235, Tri-Pacer, Senaca II (Twin), Senaca V (Twin), Navaho (Twin); Beechcraft Duchess (Twin) and King Air 200; Mooney J 201; Tail Draggers: Taylorcraft, Aeronca Champ, Jodel, and Piper Cub.

His favorite aircraft to fly are the Mooney 201 because it is fast at 175 knots or 201 miles per hour, very well designed and engineered. It has a great history backing it up. Casey also enjoys the Taylorcraft for just the plain “fun of flying.”

Probably one of my best trips was into South Bend, Indiana with the Cessna 172. The scenery was very neat around Chicago, and it was neat talking with Chicago Air Traffic Control (since I had only had my license for a few months). I find all flying to be interesting; unless, I am just babysitting an airplane on autopilot. I do not enjoy that for the most part. I guess I just like being in complete control!

Casey’s travels currently include flights throughout the United States on a regular basis. One of his longer flights was taking vendors to Wal-mart headquarters at Bentonville, Arkansas and another flight to the state of Alabama. He regularly flies in and out of Iowa’s commercial and regional airports with passengers and students.

Casey responds to: “Why Choose Flying?” This is a hard question to answer in general because it is different for so many people. I would guess one of the best reasons to choose flying is simply because one likes it, and has a passion for it. I have not yet met a pilot who did not simply breathe aviation one hundred percent. Aviation provides personal challenges as well as awesome experiences to make for a very rewarding career/hobby, and I am not sure many careers/hobbies can offer all of the various experiences that aviation can. I love aviation because there is nothing like being in the air and being free to go wherever you want, as fast as you can (or as slow!) and simply enjoy the view.

Probably the most rewarding experiences I have had come after the completion of students successful check rides. It is a lot of work to get them ready and to help them get finished with what is usually a very personal experience/challenge, and the grin on their faces after successful check rides, and realize they are licensed pilots is something that cannot be beat.

The Manchester Air Shows in 2003 and 2004 were planned by Casey with the help of The Manchester Airport Committee, Jim & Karen Connell, Aerobatic performers were: Joe & Cheryl (announcer) Dooley, with their Pitts and Piper Cub and Daryl Massman with his Panzl.

He attended “AirVenture” Oshkosh, WI international air show with his family in 1999.

Casey is currently serving on the Manchester Airport Committee, and he is a Member of the Aircraft Owner’s and Pilots Association (AOPA) that is a national organization. During high school Casey was a member of the National Honor Society, and very active in the music program. He was heavily involved in band, choir, show choir, and almost all the other music activities.

His education includes ratings/licenses at the Independence Municipal Airport, Upper Iowa University, with a major in public administration and a minor in business.

When asked about future goals he states that he enjoys instructing, flying charter flights, and would like to manage an airport in the future. In the very near future Casey would like to move up to flying a Beechcraft King Air (twin) and up to the jets perhaps a Cessna Citation Jet.

His fiancée, Amber Ling, age 22, graduated from the West Delaware School District, Manchester, then attended Simpson College, Indianola, Iowa, majoring in vocal music and also instrumental music. She is currently employed by the Vinton-Shellsburg Community School District teaching elementary and middle school vocal music. There are plans to be married June 9, 2007; after Casey graduates from Upper Iowa University. Amber’s grandparents live just east of Colesburg, at the east end of a pleasant valley that Casey flies over on occasion.

Casey’s father, Mark Hansen, is taking lessons and can now land well. His parents are teachers at the Ed-Co Community School District, Mark teaches vocal music (7 – 12) and the knowledge of computers; his mother, Arlys, is a librarian at Ed-Co. Brother, Kyle, is planning to attend Iowa State University and pursuing a double major in computer science and engineering. Casey attends the Catholic Church in Manchester with his family.

He provides numerous airport tours for various groups, aviation ground schools, and seminars. Casey provides the opportunity for annual airplane rides at the Manchester Municipal Airport during the summer months.

Casey helps with operations at the Independence Municipal Airport. Jobs include: fueling planes, moving aircraft in and out of hangers, mowing and rolling grass, plowing runways, and etc.

Casey collects metal airplanes and utilizes the computer a great deal in connection with his work

You may find Casey at his E-mail address: casey@aviationgeek.com,
his Aviation Geek, Web Site at: http://www.aviationgeek.com/, at the Independence Airport: 319-334-4000; or his Cell phone: 563-920-8490. The best deal is to pay him a personal visit at the: Independence Municipal Airport, (IIB) and go for an introductory flight.
Casey is also available for speaking engagements at local schools, businesses, and social organizations.

2006-01-16T19:15:00.000-08:00

WHAT WOULD YOU LIKE ME TO WRITE ABOUT NEXT?

Some of my favorite topics are:

Two Shetland Pony’s and a dog named Spot
Boy Scouts of America (BSA), scoutmaster 17 years
Camping with a 73 degree chill factor
Growing up on the farm
Farm hit by a tornado, my sophomore year
Backbone State Park near Lamont, Iowa
Did I mention flying and the Taylorcraft
Oshkosh, WI “AirVenture” International Air Show
You may have an idea of your own
Working summers and paying for college

2006-01-16T17:44:00.000-08:00

GRANDKIDS PROFILES
The Four Bowden Boys

As of 2006

CJB, Friday, 06-28-1991, First Grandson born
10:26 P.M., 7 lbs., 11.6 oz., 20”, Redish Brown Hair, Dark Eyes, Four Generations, Age 15, 2006

1. Cedar Falls High School Swim Team, 50 Meters Free Style & 100 Meters Free Style
2. Member of the Mixed Swing Choir, 30 – 40 Members
3. Boy’s Choir, 7th, 8th, & 9th Grades
4. Ninth Grade Choir
5. Member of the Ninth Grade Percussion Band
6. Individual Percussion Trap Set Lessons
7. Individual Piano Lessons
8. Junior High School Play
9. Cedar Falls Golf Team
10. Holmes School Variety Shows, Master of Ceremony, in the Past
11. Football Team, in the Past
12. Soccer Team, in the Past
13. Cedar Falls Community Shows, in the Past
14. Lutheran Church Choir
15. Lutheran Church Confirmation Class
16. Boy Scouts of America, “First Class Scout”, Almost a “Star Scout”
17. Student Driver
18. Goal: Architect

RFB, Thursday, 03-11-1993, Second Grandson born
10:40 P.M., 6 lbs., 13.5 oz. 22”, Dark Hair, Four Generations, Age 13, 2006

1. Junior High Band, Trumpet, Seventh Grade
2. Individual Piano Lessons
3. Alpha Group of Highly Able Learners, After School, Problem Solving Group
4. Lego League, Competition at Ames, Iowa
5. Lutheran Church, Confirmation Class, Seventh Grade
6. Boy Scouts of America, First Class Scout
7. Camera Man and Tapes the City of Cedar Falls, Iowa, Cable System
8. Golf Lessons in the Summer
9. Soccer Team, in the Past

MLB, Wednesday, 10-26-1994, Third Grandson born
6:03 P.M., 8 lbs., 7.6 oz. 20 ½”, Red Hair, Good Lungs, Four Generations, Age 12, 2006

1. Football Team, Offense Left End and Defense Nose Guard
2. Basketball Team, Wingman, (Forward)
3. Band, Tuba, Fifth Grade
4. Individual Piano Lessons
5. Boy Scouts of America (BSA), Webelos, Graudates in February
6. Swims in Grandpa Maughan’s Pool

BKB, 06-26-1998, Fourth Grandson born
5:03 A.M., 6 lbs. 14 oz., 20 ½’, Dark Hair, Kicker, Four Generations, Age 8, 2006

1. Second Grade
2. Boy Scouts of America (BSA), Wolf Scout
3. Legos
4. Swimming
5. Drawing
6. Play Station Two
7. Ninetendo Game Two

2006-01-16T17:40:00.000-08:00

RESPONSIBLE HUNTING

TEN COMMANDMENTS OF SAFE GUN HANDLING

1. Always point the muzzle in a safe direction.

2. Treat every firearm as though it were loaded.

3. Unload firearms and open action except when ready to shoot.

4. Keep barrel clear and choose proper ammunition for firearm.

5. Be sure of your target before you pull the trigger.

6. Never point a firearm at anything you don’t want to shoot.

7. Never climb or jump with a loaded firearm.

8. Never shoot at a flat hard surface or water.

9. Store firearms and ammunition safely.

10. Avoid alcohol and drugs before and during shooting.

2006-01-15T13:17:00.000-08:00

INDEPENDENCE, IOWA – WE HAVE A LOT TO OFFER!

“PROUD PEOPLE PROMOTING PROGRESS”

“FAME IS IN OUR NAME”

Independence is located in Buchanan County on the Wapsipinicon River. It has a population of 6,000 with North / South highway # 150 passing through town and easy access to the East / West four-lane highway # 20. Three highway bridges and one Illinois Central bridge aid in the transportation flow. Independence is the County Seat and has a beautiful Court House. Politically the city is divided into five wards with a city park in each. The city government consists of a Mayor, city council, and a City Manager. Independence is within easy driving distance from: Waterloo, 26 miles; Cedar Rapids, 41 miles; Iowa City, 68 miles; and Dubuque, 68 miles.

Independence is also located in the heart of the “Tall Corn Country.” Most of the surrounding rural community and town are dependent upon the agricultural activities as is most of Iowa. The annual Whitetail Deer hunting season and Duck hunting on the Independence Impoundment of the Wapsipinicon River are favorite sports.

The very progressive full service Independence Municipal Airport (IIB) is located three miles southwest of town. The airport is one of the finest and most progressive in northeast Iowa serving the United States including flights originating to Canada. Activities include: instruction in a fully instrument rated four-place Cessna 172 with “Casey” as your very qualified instructor, a facility which is able to handle a variety of jets for business and industry such as “Net Jets” and Fractional Ownership Jets, a base for corporate and many private aircraft, a point of origin for flights to all parts of the United States, a full service facility by ”Jim” & “John” with complete engine overhauls, agricultural spraying operations, national guard training, service for life guard and news helicopters, ultralights, and radio controlled aircraft. A real plus is round the clock service that is available for refueling, computer weather service, and a lounge for necessary creature comforts. Please see the Blog, “Welcome to the Independence, Iowa Municipal Airport (IIB).”

It boast approximately 16 restaurants, four financial institutions, three automobile dealerships, two golf courses, two funeral homes, many specialty shops, and a great deal of general retail services.

Independence has numerous historical sites. Among them are the Frank Lloyd Wright House southeast of town on the east bank of the river, the Fuhrman House, Gateway to the Past Museum, The Illinois Central Depot, a favorite spot at Christmas time, the Lee Mansion, the Munson Building, the Purdy House, the Shellito House, and the Wapsipinicon Mill, a five-story stone structure on the west bank down town.

Independence is well known for its Buchanan County Fair and 4-H Exhibits. A special seasonal Friday night attraction is the Stock Car Races on a dirt track at the Fair Grounds on the north edge of town. Usually the Carnival comes to town as well.

A thriving Amish Community is located to the north of town with many residing on Amish Boulevard between Independence and Oelwein. The Amish welcome customers to their many stores. The stores include candy, baskets, cabinet and furniture, harness, clock repair, pillows, and much more.

2006-01-15T13:14:00.000-08:00

INDEPENDENCE DAY CELEBRATION -- IOWA JULY 3RD & 4TH

The annual Independence 145th Annual 4th of July Parade was officially started with a huge aerial bomb blast immediately followed by a five “Vee” Taylorcraft Formation Flight Group originating from the west and passing overhead to the east down main street. The formation then circled to the right and proceeded north over Second Avenue to the Buchanan County Fairgrounds. The Grand Marshall and the award winning Independence High School Marching Band lead the parade. The parade is excellent, and one of the very best in northeast Iowa. The parade itself continues for over two hours generally running from 9:00 to 11:00 a.m.

The participants include: corporate, small business, and private individuals. The displays include a variety of very huge vehicles representing the industry, farming, organization floats, equestrians, automobiles, politicians, and walking groups.

Following the Parade be sure to take in the superb Independence Day Celebration music, entertainment for adults and kids, great food and refreshments, and the most exceptional fireworks display you will experience anywhere in Iowa. Fireworks over the Wapsipinicon River River is a great way to round out your Fourth of July celebration in Independence.

Now, back to the formation group which has a membership of eight owner / pilots with like aircraft. The group joins up at the Independence Municipal Airport (IIB) from individual bases at Cedar Rapids, Marion, Monona, Lansing, Roscoe, IL; Akron, OH; and Cuba City, WI. The group has been flying formation together since 2002 with some members logging well over 100 hours of formation flying time.

Several of the Vintage Aircraft are Oshkosh, Wisconsin, “AirVenture” award winners. Two have received the Charles Lindbergh Bronze “Lindy” Trophy. These 1945 to 1946 Vintage Aircraft are in the two-place category, with 65 to 85 horsepower engines, flying at 90 to 105 miles per hour, with a range of 350 to 450 miles.

For a close up look at the aircraft, dine out at the Pizza Ranch and choose a table near the north wall. You may also view many of these aircraft by their “N” numbers on the internet. Just go to Captain Jon’s Taylorcraft Hanger and choose Photo Album 1976 –2004, then search by their individual “N” numbers: Lee, N39911; Jim, NC94953; Elmer, N96841; Joe, N39223; and Mike, N22606.

N39911 is also displayed on the west wall of Bills Pizza and Smoke House diagonally across from the historic Old Mill located on the west bank of the Wapsipinicon River.

2006-01-15T12:58:00.000-08:00

WELCOME TO THE INDEPENDENCE, IOWA
MUNICIPAL AIRPORT (IIB)

Located approximately three miles southwest of Independence, Iowa 50644. The telephone number is 319-334-4000.

The address of the Fixed Base Operator is: Connell Aviation II Inc., Municipal Airport, “FOR ALL YOUR FLYING AND MAINTENANCE NEEDS” 1684 – 230th Street, PO Box 506, Independence, Iowa 50644, Phone: 319-334-4000, Fax: 319-334-2498.

The Flight Instructor is: Casey Hansen, “Quality Aviation Education” Airplane – Instrument (CFII), Phone: 563-920-8490, E-mail: casey@aviationgeek.com Website at: http://www.aviationgeek.com/

The airport is one of the finest and most progressive in northeast Iowa serving the United States including flights originating to Canada. Activities include: instruction in a fully instrument rated four-place Cessna 172 with “Casey” as your very qualified instructor, a facility which is able to handle a variety of jets for business and industry such as “Net Jets” and Fractional Ownership Jets, a base for corporate and many private aircraft, a point of origin for flights to all parts of the United States, a full service facility by ”Jim” & “John” with complete engine overhauls, agricultural spraying operations, national guard training, service for life guard and news helicopters, ultralights, and radio controlled aircraft. A real plus is round the clock service that is available for refueling, computer weather service, and a lounge for necessary creature comforts. “Karen” will give you a friendly welcome to Independence on the local Independence Traffic Unicom radio frequency of 122.8 on your initial call up. Local weather is available on AWOS 118.275 or 319-334-3879. Instruments approaches include: Remote controlled lighting for bad weather conditions and low intensity lighting throughout the night-time hours, GPS, Radio Navigation, and a None Directional Beacon at 206 to run way 17.

A new hard service road to the airport along with a new hard-service auto parking area has been completed in 2005. New state of the art “Erect-A-Tube” aircraft hangars have been built during 2004 and 2005 bringing the total to thirteen complete with taxiways and aircraft tie-down areas. The new hangers were filled as fast as they were completed.

Future plans include a new runway that will be 5,500 feet in length by 100 feet wide in order to accommodate and attract additional jet service.

The hours of operation are from seven a.m. to sunset, and 24 hours upon request. The elevation is 978’ and the pattern altitude is 1,800’ MSL. The 17-35 4,000’ X 75’ runway is concrete. The field is lighted during the nighttime hours. A courtesy car is provided for your convenience. In addition, rental cars are available at Pinicon Ford 319-334-6033. Restaurants in the area include: Bill’s Pizza & Smokehouse 319-334-2455; Chuong Garden 319-334-9018; First Street Deli 319-334-4932 Pizza Hut 319-334-2515; Pizza Ranch 319-334-9000; and Subway 319-334-6658 all within four miles. The following motels are available: Country Inns and Suites (under development), Rush Park Motel 319-334-2577, and the Super 8 Motel 319-334-7041 all within three miles. A few of the local attractions are the Amish Community with many stores about six miles to the north; Frank Lloyd Wright, Cedar Rock House about eight miles to the southeast; and the historic Wapsipinicon Mill in the heart of downtown Independence.

2006-01-13T18:57:00.000-08:00

TAYLORCRAFT, BC12D, 1945, N39911, OPERATING CHECK LIST and OWNER’S MANUAL

TAYLORCRAFT, BC12D, AIRPLANE SINGLE ENGINE LAND, D.O.M. 11-26-1945, Serial Number: 6564

Taylorcraft Aviation Corporation, 14600 Commerce Avenue, N.E., Alliance, Ohio 44601

Owner and Pilot, Lee C. Bowden, Revised: April 16, 2003

CONTENTS

Operating Check List . . . . . . . . . . . . . . . . . 4

Emergency Landing . . . . . . . . . . . . . . . . . 10

Specifications . . . . . . . . . . . . . . . . . . . . . . . 13

Weight and Balance . . . . . . . . . . . . . . . . . 17

Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Flight Suggestions . . . . . . . . . . . . . . . . . . 18

Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

Taylorcraft – N39911, Operating Check List

Before Entering the Aircraft:

(1) Tie downs—Remove
(2) Aileron Linkage Openings—Remove plastic plugs, (bird nests?)
(3) Exhaust—Remove absorbent
(4) Chocks—Remove
(5) Pitot Tube—Check opening
(6) Windshield—Clean
(7) Oil—Check, three to four quarts, (leaks?)
(8) Fuel Shut Off—On position, (leaks?)
(9) Fuel—Drain, check for color (blue tint), contamination, and water
(10) Fuel Tanks—Check for capacity, cowl 12 gallons and right wing 6 gallons (Note: Transfer fuel after 90 minutes of flight)
(11) Controls—Remove seat belt lock
(12) Ignition—Check off position (Note: Remove keys when not in use)
(13) Control surfaces—Check for freedom of movement and security, (bird nests?)
(14) Tires—Check for proper inflation, 20 – 30 pounds of pressure
(15) Propeller—Check for nicks and security
(16) Aircraft—Free of frost, ice, and snow
(17) Cowling—Secure
(18) Baggage—Secure, baggage capacity 50 pounds (Note: Baggage allowed only if within total weight limitations)

After Entering Aircraft:

(1) Doors—Close and secure
(2) Windows—Close and secure
(3) Seat Belts—Fasten
(4) Required Documents—In order:
a. Airworthiness Certificate
b. Limitations
c. Registration, Federal
d. Registration, State of Iowa
(5) Altimeter—Set at field elevation or AWOS
(6) Tachometer Time—Record
(7) Wrist Watch Time—Record or set
(8) Timer Count Up Time—Begin
(9) Density Altitude—Compute
(10) Fuel--Compute
(11) Weight and Balance—Compute
a. Fuel in cowl tank—72 pounds
b. Fuel in right wing tank—36 pounds
c. Oil capacity—One gallon, 7.5 pounds
d. Useful Load—447 pounds
e. Total Fuel and Oil—115.5 pounds
f. Remaining Useful Load—331.5 pounds
g. Less Pilot—190 pounds
h. Passenger—141.5 pounds
i. Baggage—50 pounds, NOTE: Baggage allowed only if within total weight limitations
(12) Radio, NAV / COM, Sporty’s JD-200—On
(13) Inter-comm, Sigtronics Transcom II—On
(14) GPS, Garmin 195 Map—On
(15) Headsets, David Clark—On

Starting the Engine:

(1) Wheels—Chocked if solo
(2) Switch—Off position
(3) Brakes—Applied
(4) Control Wheel—Full back
(5) Throttle—Closed position or cracked 1/8 inch (Note: Closed is rearward position)
(6) Carburetor Heat Control—Cold or forward
(7) Fuel—On
(8) Reserve—Off
(9) Prime—Two times if engine is cold
(10) Prop—Switch off, pull six blades
(11) Contact—Ignition on both magnetos
(12) Prop—Pull and step away fast
(13) Oil Pressure—Up within 30 seconds at 30 pounds of pressure (range 10 – 40)
(14) If engine fails to start, the above procedure varies

Taxing:

(1) Speed—Maximum of 800 r.p.m.
(2) Visibility—Make “S” turns for maximum forward visibility
(3) Braking—Minimum required
(4) Elevator—Control wheel full back, neutral position if there is a tail wind
(5) Ailerons—Position for quartering winds

Take Off:

(1) Oil Temperature--Warm, 120 degrees Fahrenheit
(2) Carburetor Heat--Cold
(3) Power--Full throttle
(4) Trim--Nose down slightly
(5) Elevator--Control wheel forward
(6) Lift Off--55 mph

Cross Wind Take Off:

(1) Keep windward main gear securely on the runway with ailerons until a positive lift off speed has been attained
(2) Maintain alignment with the runway with the rudder
(3) After liftoff crab into the wind to maintain runway alignment and / or directional control

Short Field Take Off:

(1) Use all available runway
(2) Raise tail as soon as possible
(3) Climb at 65 m.p.h. until clear of obstacle

Soft Field Take Off:

(1) Raise the tail just off of surface
(2) Maintain a climb attitude
(3) Remain in ground effect after lift off before climb out
(4) Airspeed—65-70 m.p.h. (66 or 67 ideal)

Climb:

(1) Airspeed—65 – 70 m.p.h. (66 or 67 ideal)
(2) Power—Full throttle
(3) Carburetor Heat—Cold

Cruising:

(1) Power—2,150 r.p.m.
(2) Trim—Adjust
(3) Airspeed—92 – 105 m.p.h.

Let Down:

(1) Power—As desired, in cold weather maintain 1,500 r.p.m.
(2) Carburetor Heat—Full on
(3) Airspeed—65 – 70 m.p.h. or as desired
(4) Rate of Decent—300 – 500 f.p.m.

Before Landing:

(1) Carburetor Heat—Full on, always apply full heat before closing the throttle
(2) Fuel--Check
(3) Trim—Nose up two turns
(4) Airspeed—Approach 60 m.p.h., gusting winds approach airspeed 70 m.p.h.

Balked Landing:

(1) Power—Full
(2) Carburetor Heat—Cold
(3) Trim—Nose down two turns
(4) Airspeed—65-70 m.p.h.

Normal Landing:

(1) Touchdown—Tail wheel first
(2) Airspeed at Touchdown—45 m.p.h.
(3) Landing Roll—Control wheel full back
(4) Braking—Minimum required

Cross Wind Landing:

(1) To maintain alignment with the runway you may use: (a) the slip, (b) the crab, or (c) a combination of both
(2) Keep the windward wing down and into the wind with lots of aileron control during the flare
(3) Prior to touch down maintain alignment with the runway with necessary rudder control Keep windward wing sharply down and into the wind with the ailerons
(4) Keep the windward main gear only securely on the runway with the ailerons
(5) In severe wind conditions a wheel landing may be an option
(6) Limit cross-wind landings to a 10 m.p.h. 90 degree cross wind
(7) Continue to be vigilant until the aircraft has stopped

Emergency Landing:

(1) Check fuel, reserve tank on
(2) Check for carburetor icing, apply full carburetor heat
(3) Immediately establish best glide angle
(4) Use trim, two turns of nose up
(5) Maintain an air speed of 65 – 70 m.p.h.
(6) Select a field into the wind
(7) If row crops, land with the rows
(8) Remain close to the field by circling if you have sufficient altitude
(9) Aim for the far side of the field to give yourself a margin for error
(10) Turn ignition off
(11) Turn fuel off
(12) Tighten your seat belts

Short Field Landing:

(1) Trim for slower than normal approach speed
(2) Use a full stall, three-point landing
(3) Braking, as necessary
(4) May wish to turn upon roll out

Soft Field Landing:

(1) Trim for slower than normal approach speed
(2) Use a full stall, three-point landing
(3) Use a power-on approach and touch down of about 1,500 r.p.m.

Wheel Landing:

(1) Do not use trim
(2) Set power at 1,500 r.p.m.
(3) Assume a slight nose down attitude
(4) When wheels contact the surface immediately apply forward control wheel pressure
(5) Maintain forward control wheel pressure until the tail wheel drops on its own
(6) Then, maintain back control wheel pressure as in a normal three-point landing

After Landing:

(1) Control Wheel—Full back
(2) Carburetor Heat—Cold
(3) Trim—Nose down two turns
(4) Wing tank—Off position
(5) Radio—Off
(6) Inter-comm—Off
(7) GPS Garmin 195 Map—Off

Securing Aircraft:

(1) Ignition—Off
(2) Key—Remove from ignition
(3) Fuel Shut Off—Off
(4) Controls—Secured back with left-hand side seat belt or bungee cord around throttle base
(5) Wheels—Chocked
(6) Tie downs—Secure, tie to the strut and ring
(7) Aileron Linkage Openings—Plugged with plastic
(8) Exhaust—Plugged with absorbent
(9) Tachometer Time—Recorded
(10) Flight Time—Recorded
(11) Stop Watch Timer—Recorded
(12) Air Vents—Closed
(13) Fuel Caps—Install rain proof fuel caps
(14) Flight Plan—Closed

Taylorcraft N39911 Specifications

Aircraft:

(1) Gross Weight—1,200 pounds
(2) Take Off Run—640 feet, actual
(3) Take Off Distance Over a 50 Foot Obstacle—1,280
(4) Best Rate of Climb Speed—66-67 m.p.h.
(5) Best Angle of Climb Speed—65 est.
(6) Rate of Climb—500 feet per minute for the first three minutes at full power and gross weight
(7) Service Ceiling—14,000 feet plus, actual test.
(8) Absolute Ceiling—15,100 feet
(9) Top Speed—130 m.p.h.
(10) Cruising Speed—92 – 105 m.p.h.
(11) Cruising Speed Optimum Altitude—3,000 feet?
(12) Instructional Power Cruise Speed—85 m.p.h.
(13) Fuel Consumption—4.2 – 4.25 g.p.h.
(14) Cruising Range—389.62 miles, no reserve
Note: When fuel gauge indicator (wire) rests on the fuel cap, 2.4 gallons (legal reserve) remains in the cowl (main) tank
(15) Stalling Speed—45 m.p.h.
(16) Landing Roll—640 feet, actual
(17) Empty Weight—750 pounds
(18) Useful Load—447 pounds
(19) Payload—156.5, full fuel
(20) Landing Roll Over 50 Foot Obstacle—1,280 feet?

Power Plant:

(1) Engine—Continental A 65-8, A.T.C. 205
(2) Rated Horsepower and Speed—65 h.p. at 2,300 r.p.m.
(3) Bore—3 7/8 inches
(4) Stroke—3 5/8 inches
(5) Displacement—171 cubic inches
(6) Compression Ratio—6.3 – 1
(7) Dry Weight—742.5 Pounds?
(8) Oil Capacity—Four Quarts, 7.5 pounds
(9) Propeller—Fixed pitch, diameter, 7443, reconditioned at 72 inches, with round tips, power prop, ACE balanced

Fuel and Oil:

(1) Fuel Capacity (U.S. gallons) standard—12 at –9
(2) Fuel Capacity (U.S. gallons) reserve—6 at +24
(3) Oil Capacity (quarts)—4 at –21
(4) Fuel, Aviation Grade (minimum octane)—recommended 73, permissible 80 / 87, available 100 / 130 LL, auto fuel ok in an emergency
(5) Fuel Rate—4.25 g.p.h.
(6) Fuel Rate—Current best at 3.9 g.p.h.

Baggage:

(1) Maximum Baggage—50 pounds at +40
(2) Baggage—Cubic feet, xxxxx
Seating:

(1) Two Seats—at +23

Dimensions:

(1) Wing Span—36 feet
(2) Wing Area—Square feet, 183?
(3) Wing Loading—Pounds per square foot, 6.557?
(4) Length—21 feet, 9 inches
(5) Height—78 inches
(6) Power Loading—Pounds per horsepower—18.4615
(7) Wing Chord—63 inches
(8) Dihedral—One degree

Landing Gear:

(1) Wheel Base—6 Feet, 2 inches
(2) Wheel Tread—Feet, xxxxx
(3) Tire Pressure—Main 29, tail wheel none
(4) Tires—6.00 x 6, 2 ply
(5) Tail Wheel—6 x 200

Magnetos—75 r.p.m. drop at 1,800 r.p.m.

Carburetor—At 2,150, drop not less than 75 r.p.m., drop not more than 200 r.p.m., 100 r.p.m. drop at full throttle, 2,200 static r.p.m.

Tachometer:

(1) Red Line—2,300 r.p.m.
(2) Cruising—2,150 r.p.m.
(3) Maintain Altitude—1,500 r.p.m.
(4) Idle—550-600 r.p.m. with carburetor heat off

Oil:

(1) Oil Change—Every 20 – 25 hours
(2) Oil Temperature—120 - 175 degrees
(3) Oil Pressure—Range 10 – 35 pounds, 30 is normal
(4) Oil Temperature—Red line, 220 degrees Fahrenheit
(5) Oil Temperature—Green Arc, 120 – 220 degrees Fahrenheit
(6) Oil Temperature—Yellow Arc, 40 – 120 degrees Fahrenheit
(7) Oil Brand and Weight—Phillips 66, X / C Aviation Multiviscosity Oil SAE 20W-50, Blue Container, One U.S. Quart

Air Speeds:

(1) Red Line—130 m.p.h.
(2) Cruise—92 – 105 m.p.h.
(3) Climb—66 – 67 m.p.h.
(4) Glide—65 – 70 m.p.h.
(5) Approach—60 m.p.h., gusting wind 70 m.p.h.
(6) Stall—45 m.p.h.
(7) Lift Off—50 – 55 m.p.h.
(8) Maneuvering—90 m.p.h. or 1.7 X 45 = 76.5

Weight and Balance:

Empty Weight—753 pounds
Gross Weight—1,200 pounds
Useful Load—447 pounds
Baggage—50 pounds at +40
Fuel Tank Standard—12 gallons, 72 pounds, at –9
Fuel Tank Reserve—6 gallons, 36 pounds, at +24
Total Fuel—18 gallons at 108 pounds
Oil—One gallon, 7.5 pounds, at –21
Pilot—One, 180 pounds, at +23
Passenger—One, 144 pounds, at +23
Datum—Leading edge of wing
Center of Gravity Range--+14.5 to +19.7 OR +14.8 to +17.9

Range:

Gross weight, 1,200 pounds; zero wind, NO RESERVE

GAL.
TAS PER ENDR.
RPM MPH HOUR HOURS RANGE GALLONS

2,150 92 4.25 4.235 389.62 18

2,150 92 4.25 2.823 259.71 12

2,150 92 4.25 1.411 129.81 6

2,150 95 4.25 4.235 402.32 18

Flight Suggestions:

(1) Bring your camera
(2) Fly over your home
(3) Fly over your business
(4) Fly over your church
(5) Fly over your school
(6) Fly over your town
(7) Fly over your friends home
(8) Television towers, 2,000 feet
(9) Fly over Backbone State Park
(10) Fly over Mississippi River
(11) Find the White Tail Deer
(12) Find Turkeys
(13) Experience hands on controls
(14) High speed runway pass
(15) Power off glide
(16) High speed dive, 120 m.p.h.
(17) Steep turns, 60 degrees, experience “Two G” force
(18) Stalls, power on
(19) Stalls, power off
(20) Chandelles
(21) Cut Paper
(22) Break balloons
(23) Experience weightlessness
(24) Airport Visit
(25) $100 Hamburger
(26) Climb to altitude, one mile high
(27) Arlington radar installation
(28) Bombing run
(29) Amish Community
(30) Fontana Park

Notes:

Competition Sport Bombing Run:

(1) Altitude—Maintain 200 feet AGL
(2) Speed—80 m.p.h.
(3) R.P.M.—Adjust
(4) Head Wind—Adjust
(5) Wind Drift—Adjust
(6) Lead Time—Ground reference
(7) Release—Coordinate
(8) Reference Points—Plan ahead

Competition Spot Landing:

(1) Power—Idle, 600 r.p.m.
(2) Judged By—Main wheels contact point
(3) Technique—Short field
(4) Approach Speed—Less than normal

En Route Monitor:

(1) Traffic
(2) Radio
(3) GPS
(4) Weather
(5) MEA
(6) MOA
(7) Temperatures
(8) Winds
(9) Fuel
(10) Visibility

Compass Card:

For Steer
000 N 004
045 NE 040
090 E 093
135 SE 140
180 S 180
225 SW 225
315 NW 315
June 9, 2001

The End

2006-01-13T15:49:00.000-08:00

I WISH YOU ENOUGH

I wish you enough sun to keep your attitude bright.

I wish you enough rain to appreciate the sun more.

I wish you enough happiness to keep your spirit alive.

I wish you enough pain

so that the smallest joys in life appear much bigger.

I wish you enough gain to satisfy your wanting.

I wish you enough loss to appreciate all that you possess.

I wish enough “Hello’s” to get you through the final “Goode-bye.”

--------------------O--------------------

“It takes a minute to find a special person,

an hour to appreciate them,

a day to love them,

but then an entire life to forget them.”

2006-01-13T15:48:00.001-08:00

THE CROSS IN MY POCKET

I carry a cross in my pocket
A simple reminder to me
Of the fact that I am a Christian
No matter where I may be.

This little cross is not magic
Nor is it a good luck charm
It isn’t meant to protect me
From every physical harm.

It’s not for identification
For all the world to see
It’s simply an understanding
Between my Savior and me.

When I put my hand in my pocket
To bring out a coin or key
The cross is there to remind me
Of the price He paid for me.

It reminds me, too, to be thankful
For my blessings day by day
And to strive to serve Him better
In all that I do and say.

It’s also a daily reminder
Of the peace and comfort I share
With all who know my Master
And give themselves to His care.

So, I carry a cross in my pocket
Reminding no one but me
That Jesus Christ is Lord of my life
If only I’ll let Him be.

2006-01-13T15:46:00.000-08:00

“If”

by Rudyard Kipling

If you can keep your head when all about you
Are losing theirs and blaming it on you,
If you can trust yourself when all men doubt you
But make allowance for their doubting too,

If you can wait and not be tired by waiting,
Or being lied about, don’t deal in lies,
Or being hated, don’t give way to hating,
And yet don’t look too good, nor talk too wise:

If you can dream—and not make dreams your master,
If you can think—and not make thoughts your aim;
If you can meet with Triumph and Disaster
And treat those two impostors just the same;

If you can hear to hear the truth you’ve spoken
Twisted by knaves to make a trap for fools,
Or watch the things you gave your life to, broken,
And stoop and buildem up with worn-out tools:

If you can make one heap of all your winnings
And risk it all on one turn of pitch-and-toss,
And lose, and start again at your beginnings
And never breath a word about your loss;

If you can force your heart and nerve and sinew
To serve your turn long after they are gone,
And so hold on when there is nothing in you
Except the Will which says to them: “Hold on!”

If you can talk with crowds and keep your virtue,
Or walk with kings—nor lose the common touch,
If neither foes nor loving friends can hurt you;
If all men count with you, but none too much,

If you can fill the unforgiving minute
With sixty seconds’ worth of distance run,
Yours is the Earth and everything that’s in it,
And—which is more—you’ll be a Man, my son!

2006-01-13T15:40:00.000-08:00

“If” for Girls

If you can trust yourself
Though others doubt you
And conquer fears
That limit what you dare
So you can freely give
To those about you
The skills and talents
That are yours to share;

If you can live,
Not for your pleasure only,
But gladly lend
Your gentleness and grace
To warm the hearts
Of those whose lives are lonely
And help to make their world
A better place;

If you can balance dreams
With practicality
And deal in facts,
But never lose ideals,
If you can face
The harshness of reality
And find the truths
That prejudice conceals…

If you can be courageous when defeated
And humble in the face of victory,
Or give your best until a task’s completed,
However difficult that task may be;

If you can temper facts with understanding
And seek to gently guide, not to control,
And neither be too lax nor too demanding.
But keep in mind the worth of every soul;

If you can strive, not caring who gets credit,
And work at building bridges and not walls,
Or hearing idle slander, just forget it
And never fail to help someone who falls;

If you can give your help without begrudging
The patience, time and effort you impart,
Or look at others’ weakness without judging
And see, not with your eyes, but with your heart;

If you can take resources that surround you
And use them in the way you feel you should,
You’ll be a woman…and all those around you
Will be the richer for your womanhood!

BARBARA BURROW

2006-01-13T14:40:00.000-08:00

AIR SHOW BULLETIN BOARD

IOWA AND OSHKOSH 2007

ALSO A FEW OTHERS

FEBRUARY

JUNE

See: www.quadcityairshow.com.

JULY

July 24, Tuesday - July 30, 2007, Monday -- Oshkosh, WI. EAA "AirVenture" Oshkosh, Wittman Regional Airport (OSH), 920-426-4800. www.airventure.org

SEPTEMBER

Reno Air Races, Reno Stead Airport, Reno, NV. See: www.airrace.org

OCTOBER

Copperstate Regional Fly-in, Casa Grande Municipal Airport, Casa Grande, AZ. See: www.copperstate.org

Continue to watch this calendar for future additions.

New additions may include: Cedar Rapids, Manchester, Waterloo, and Others.

2006-01-12T14:30:00.000-08:00

FLIGHT BREAKFASTS AND FLY-INS

IOWA, WISCONSIN, AND A FEW OTHERS

Beginning of the 2007 calendar year

MAY

Iowa City, Iowa, (IOW), Fly-in, info@JetAirInc.com www.JetAirInc.com www.bigkidstoyshow.com

Sunday, February 11, 2007, Chili Feed, 11:00 a.m. until it's gone, Platteville, Wisconsin (PVB), Elevation 1,024, unicom 122.7, Fly-in / Drive-in, Free! But donations appreciated.

JUNE

Audubon, Iowa (ADU). COM/CTAF122.8.

www.auduboniowa.orgaudchmber@iowatelecom.net

Reedsburg, Wisconsin (C35), 122.8,donhull@mwt.net

JULY

Tuesday, July 24 -- Monday, July 30, 2007, Oshkosh, Wisconsin, EAA "AirVenture" Air Show, Oshkosh, (OSH), Wittman Regional Airport (OSH) . 920-426-4800 http://www.airventure.orgconvention@eaa.org

AUGUST

Guttenberg, Iowa, www.abelisland.com FlyinEyeDr@aol.com

WATCH HERE AS NEW FLY-INS ARE ANNOUNCED

2006-01-12T14:14:00.000-08:00

TAYLORCRAFTS IN FORMATION TO NEW YORK CITY
By: Jim Zangger, Taylorcraft Formation Lead Pilot

A flight by two Mid-west Taylorcraft Pilots throughout the North-eastern United States

What are the old sayings? “Getting there is half the fun” – “It’s not the destination, it’s all about the trip” – “Memories last a lifetime”. If there is any truth in these, then there are four very happy Taylorcraft owners in the Midwest!
It all began at various Iowa flight breakfasts. An excuse to fly our recently restored aircraft turned the conversation to the possibility of flying four Taylorcraft “in formation” to Sun-N-Fun at Lakeland, Florida (LAL). Joe Weber from Cuba City, Wisconsin
, Elmer Marting from Monona, Iowa, Lee Bowden from Independence, Iowa and Jim Zangger from Cedar Rapids, Iowa started working through the details. The plan was set, now we just needed to practice our formation techniques and hope the weather would cooperate. We were somewhat hesitant about a “formation” flight as none of us had any real experience other than an occasional two-ship flight.
The internet was searched and formation books and videos were obtained and studied by all. Quite a few practice sessions preceded the trip, and we felt confident this could be accomplished safely. Although we do fly “close formation (less than a wingspan apart) our definition of enroute formation is an arrangement of aircraft acting as a unit close enough to maintain color definition, but not so close as to create a collision hazard.
As stated in the opening paragraph, the destination is a goal, but the trip is what creates the memories. The airports, the people met along the way, the camaraderie and shared experiences, such as sleeping in Fixed Base Operator (FBO) lobbies, weather delays, and memorable dining experiences. We completed our first formation to Sun-N-Fun 2002 with many fond memories.
After this first “formation” experience, our group tries to make many local events together, such as “AirVenture” Oshkosh (OSH), Wisconsin, Blakesburg, Iowa, Brodhead (C37), Wisconsin, and have flown other trips as a group. The following year our trip was to Hot Springs (HSR), South Dakota to visit the Black Hills, Crazy Horse, and Mount Rushmore. Along the way we started keeping track of the states we had landed in and it soon became a goal to land in all of the lower 48 states in future trips.
In the spring of 2004, Lee and Jim flew to LaGrange (3T5), Texas for the first Taylorcraft factory open house and fly-in. Quite a few other Taylorcrafts were in attendance including an acquaintance from Monterey, Mexico. Mike Jones flew down from Harvard (0C0), Illinois (Dacey Airport) and we returned home as a three ship formation to Ottumwa (OTM), Iowa before continuing to our base airports.
It’s in our blood now and the conversation turned to the possibility of adding some new states. Mike and Joe had to work and Elmer’s plane was due for an annual, so it was up to Lee and Me. New England provides quite a few states within close proximity. The Taylorcraft reunion at Alliance (2D1), Ohio is scheduled for the first weekend following the Fourth of July and we thought we thought we could continue east form there and pick up an additional fourteen new states. It was a bit impromptu, but we did have a loose plan that would avoid the congested airspace and land at uncontrolled airports. Ideally, we wanted to land at Kill Devil Hills (FFA), Kitty Hawk, North Carolina. We had planned a stop there in 2003 but weather precluded its completion. As luck would have it, we were flying between tropical depressions Cindy and Dennis and thought it best to avoid the southern route this time as well.
Other than a little haze the weather was excellent for our trip. The join up was at Clinton (CWI), Iowa but we were too early for the FBO so continued on to Joliet (JOT), Illinois for the first fuel stop. The Red Barron Squadron was there preparing to leave for their next performance and we had a nice conversation with them. We then continued on for a brief stop in Sturgis (IRS), Michigan on our way to Put-In-Bay (3W2), Ohio, located in Lake Erie. There have been other articles that attracted our attention to this island and we were not disappointed. After our visit, we now call it the “Ten Dollar Island”! Parking was $10, golf cart rental was $10, and our meal was $10! We had a very good “Maryland” Crab Cake at the Boardwalk restaurant. Very interesting location that we would recommend to anyone interested.
Next stop was to visit a friend at his private strip in Valley City (78OH), Ohio where he keeps his 40 hp J-2 Cub and a beautiful Fairchild 24 with a Ranger engine. Our first overnight stop was at Akron (AKR), Ohio where our host was a fellow Taylorcraft owner and has also flown formation with us. A personally guided tour of the Goodyear Airship Operations was given while “The Spirit of Goodyear” was briefly at base. We were fortunate to see it before leaving for its next engagement. A bit of trivia was learned while at the Akron Fulton International airport. This airport was the site of the first international flight in the United States and I believe it was from Canada.
A short twenty-minute trip to Alliance (2D1), Ohio put us at our first destination to spend a couple of days immersed with other Taylorcraft enthusiasts. A group flyby over the Taylorcraft “Old Timers” breakfast then circling the original Taylorcraft factory provided enjoyment to those on the ground as well as the ones fortunate enough to fly their own Taylorcraft in the flight. Quite a few Taylorcrafts were in attendance at the fly-in as well as many other types.
Continuing east has us landing in Lock Haven (LHV), Pennsylvania, White Lake, New York or Monticello (MSV) Sullivan County International, Bennington (DDH), Vermont, Concord (CON), New Hampshire, and our next destination of Hampton (7B3), New Hampshire. We’re starting to collect the states now! Our accommodations were provided by yet another Taylorcraft enthusiast who bases his plane at a private strip with a grass runway 18/33. Now, if you’ve done the math you realized that the numbers don’t add up. Imagine a thirty-degree dogleg surrounded by trees!
The next day’s itinerary took us to Littlebrook, Maine. Position reports were given upon our arrival, circling over the field before entering downwind. A couple of vehicles were at the end of the runway but had cleared prior to our landing. Over the approach end of the runway I spotted something along the side and briefly considered landing beside what now was obviously a person riding a scooter on the edge. He hadn’t heard or seen us until I added power to go around. You should have seen the look on his face when he realized there were actually airplanes using the airport!
On to Fitchburg, Massachusetts, and Woonsocket, Rhode Island to add two more states. While talking with the Flight Service Station (FSS) and describing our activities, the briefer asked if we had considered flying down the Hudson River through the VFR corridor in New York City. Now there’s an idea we hadn’t given serious thought to! We bought a couple of New York Terminal Area charts and reviewed the procedure. We weren’t committed to it but gave it some serious thought. We continued on to Ellington, Connecticut and Old Rhinebeck, New York. While at Old Rhinebeck we discussed our thoughts with the folks still working on their planes for the next weekend’s show. One gentleman gave us the number for the New York City Police air operations to get confirmation from them that the airspace would be available. The only restriction would be to stay out of Class B airspace and that there were no professional games scheduled for that day. We were in luck . . . no games and the weather was good. It’s a go for our tour through New York City!
Self announced position reports are recommended on 123.05 for traffic separation. Surprisingly, only two northbound helicopters were seen. The helicopter traffic generally stays around 500 feet so we were well above them. Now, many of you may think that a Taylorcraft is slow, but in this case it was too fast to take in all the sites! It was over before we knew it. The opportunity to do this after 9/11 along with the great views of the city, and the Statue of Liberty made this experience the most memorable or our trip. Then, on to Old Bridge, New Jersey, the first airport outside the New York Class B airspace and home to the National Hot Rod Association Drag Racing Nationals. No prior arrangements were made and we thought we might wind up sleeping in our tents on the ramp, but fortunately, EAA Chapter 315 was having their monthly meeting at the airport. They showed their hospitality and generosity by inviting us as guests to their meeting and provided transportation for our evening meal. Sleeping accommodations were also provided making this stay another memorable stop.
After Old Bridge, we touched down at Summit, Delaware, then stopped for lunch at Frederic, Maryland. We visited Aircraft Owner’s and Pilots Association (AOPA) headquarters and told the receptionist that we were there to have lunch with Phil, the president. We added that he didn’t know we were coming, but if he was available we would be glad to buy his lunch. Unfortunately, he was committed to another activity and then had to leave for a Town Meeting. We did get an excellent tour of the facility along with a gift bag and a follow up letter from Phil expressing his disappointment for not being able to have lunch with us! Thank you Phil! We did have a good lunch in the airport restaurant and then continued on to Winchester, Virginia and Parkersburg (PKB), West Virginia. This last leg was the only one where deviations were necessary for weather. Ceilings were reasonably high in the remnants of Dennis, but this was in the area of the highest mountains and we elected to climb to 8,500 feet and deviated northwest until clear of the hills. Once back down to our normal cruise altitude we were able to fly direct to Parkersburg where Lee believed we could stay with relatives. Unfortunately, it wasn’t prearranged and they had just left town on vacation so this was the only night we stayed in a motel.
Our last day only required one fuel stop in Winamac, Indiana. We stayed in formation until crossing the Mississippi River and then continued on to our home airports.
Trip statistics are a distance flown of 2,711 statute miles in 34:33 flight time and 36.3 tachometer time. 145 gallons were consumed at an average price of $3.05, burning 4 gph, and 78 mph average groundspeed.
We are fortunate to live in this great country where we can exercise our freedom to fly. This was a trip to remember, and what better airplane to do it in?

Sidebar:

Lee is a recently retired high school teacher after a forty-one year career. Lee has owned N39911 since 1960 and flew it to attend college classes at the University of Northern Iowa (UNI) on many days. This is the second restoration since his ownership; the first one was needed for airworthiness, and the second to meet Lee’s exacting requirements. N39911 has won a “Bronze Lindy” at “AirVenture” Oshkosh (OSH), Wisconsin as well as “Best Taylorcraft.” At Alliance (2D1), Ohio Lee won two awards, one for “Longest Ownership” and the other for “Furthest Distance” to the fly-in. Lee has landed in 35 of the 48 states and after his fall trip to California his total will be 39.
Jim has landed in 40 of the 48 states now and is looking forward to the last 8. NC94953 was purchased in late 1994 from a gentleman that had owned it since 1968. Amazingly, this is the first restoration as it still had original factory fabric and the engine had never been majored. NC94953 has won “Best Taylorcraft” at OSH, Wisconsin and “Bronze Lindy’s” as well. Jim grew up in an aviation family have his first ride in a Taylorcraft at five weeks of age, and has flown professionally the last thirty five years. Please direct any question’s to: Lee C. Bowden, phone 319-334-6273 or e-mail at bowden@sbtek.net

2005-12-31T11:17:00.000-08:00

TAYLORCRAFT LANDING IN A SPRAY OF SNOW

By: Bowden, Taylorcraft Owner / Pilot
Independence Municipal Airport (IIB)

Joe lands his 1946, BC12-D Taylorcraft in a spray of snow as he sets down to the left side of runway 17 at (IIB) Independence Municipal Airport. He taxied rapidly and directly past the airport lounge window full of friends and on lookers. Joe taxied onto the apron, shut down the 75-horse power Continental Engine, and faced the tail of his aircraft into the cold wind so as to conserve as much engine heat as he could.

Joe is an accomplished pilot with a great deal of experience. His friends always enjoy seeing him come in high to land; and, then at the last minute slipping the plane to land on the threshold end of the runway. However, this was not the day to slip in, as the white snow and sky together make it quite difficult to judge the distance one is above the landing field. When Joe takes off at home, he leaves tracks in the snow that enables him to better judge his distance above the ground. Needless to say, the landing was great and many photos were taken. You just cannot beat fun!

This was by no means Joe’s first flight to IIB as this is a central meeting place for the eight-member group of “The Taylorcraft Formation Group” of flyers. The group meets often at “Pizza Ranch” to discuss their next venture, whether it be going to a flight breakfast, air show, antique fly-in, or a major fun trip like to: “AirVenture” at Oshkosh, Wisconsin, “Sun-‘N-Fun,” at Lakeland, Florida, or another visit to the new “Taylorcraft Factory” at LaGrange, now Brownsvill, Texas in May of 2005. Joe flew on the left-hand wing in formation all the way to Florida and back in April and to Larchwood, Iowa in May of 2002. The group may just fly out to eat where you just have to walk across the road like: The Colony Inn at Amana, the Sandbar at Cassville, WI, The Black Angus at Prairie du Chien, WI or Longley’s at Reedsburg, WI just to name a few.

Joe may not get to go to Texas with his flying friends, as this is the prime time for grain trucking. He trucks grain on day runs so he can be home at night. He reports that they often truck the same grain as many as three or even more times getting it to the ultimate destination. First, the grain is trucked from the field to the elevator, then from the dryer to storage, and finally from storage to the river.

When Joe is not flying, he and his wife Denise often take trips on their beautiful Honda “Goldwing” motorcycle. They have even been know to cycle to a flight breakfast from their home. Joe’s family members have also made many different radio-controlled aircraft that are highly aerobatic doing loops, rolls, and spins with ease. And, yes, wouldn’t you know, there is a fine east / west runway which runs right by the house and hanger. Joe’s brother manufactures hover craft boats for ice fisherman to use on the Great River. Of course, Joe’s runway is a great test area as the boats travel just as easily on land, ice, and water. Joe, however, prefers to go ice fishing with his Taylorcraft on skies just about anywhere on the Mississippi. Joe is also able to “drop in” on friends and neighbors with quiet swiftness on snow skies with the Taylorcraft.

The Taylorcraft Group always enjoys flying into Joe’s Strip as there is always something going on. Joe recently displayed his new pride and joy. He built a KR-2S experimental aircraft, which is very popular. It is a small high-powered, low wing, with side-by-side seating, which flies 135 mph. This is a bit faster than a Taylorcraft at 95 mph. Joe now has his 40 hours of flight time in the KR-2S required by the (FAA) Federal Aviation Administration and is able to fly it on long trips away from his home base. This aircraft is made of Styrofoam and fiberglass construction and therefore very streamlined. It has a 75 horsepower Volkswagen Engine. It burns only 5.5 gallons per hour and has a range of 700 miles. The KR-2S was completed and test flown this past year after six and one half years of construction in Joe and Denise’s home. Joe did an excellent job and can be very proud of it. His KR-2S is based at Platteville (PVB), Wisconsin along with his nephew’s Cessna 150 that Joe needs to fly regularly while his nephew is in the service. As you can see Joe is a busy man.

Before Joe could fly to IIB he wanted to put on his snow skies and take full advantage of our 8 to 12 inches of new snow. He also had to remove ice from the tops of his wings. He removed the ice by placing blankets on top of the wings and a heater beneath. The system works well, but takes a bit of time. However, Joe had the time as the weather was marginal for VFR flying most of the morning. The trend was for better weather throughout the day and Joe enjoyed a beautiful flight home across the Mighty Mississippi.

But, before the leg back home, Joe and his flight leader had to perform a mission. They had to fly over the Pizza Ranch in “Taylorcraft Formation Flight” for the benefit of the staff. Michelle, Manager of Pizza Ranch, received a ride from Joe. While dining there one day, Joe casually asked Michelle if she would like to go for a ride. Naturally, Michelle said, “Yes.” The rest is history, and that is why the Taylorcraft Formation Group has their photos on the Pizza Ranch wall.

Joe Weber’s Taylorcraft photographs submitted by: John Nickel

2005-12-31T11:12:00.000-08:00

"FLYING THE SANTA FE TRAIL"

(IIB, Independence, Iowa Municipal Airport)
By: Lee C. Bowden with his 1945 Vintage Taylorcraft BC12D, N39911, with 65 horsepower, cruising speed 95 mph, date of manufacture November 26, 1945, restored December 24, 1999, and purchased June 6, 1960.

What a high, like 10,500 feet high and above the mountains. What a blast, like landing at Las Vegas with 27 mph winds and 32 mph wind gusts. Lee put 23 hours plus on the Taylorcraft during the flight. The Garmin GPS 195 reported 1,924 miles. Great tailwinds at 9,500 feet all the way home made the one day return flight possible even with the late start at 10:10 Central Daylight Savings Time. At times the tail winds were between 30 & 40 mph.

Our Santa Fe Trail Flyers group consisted of: seven aircraft, three automobiles, and 23 flyers representing the states of: CA, FL, IA, KS, NM, MT, OR, and TX. The aircraft consisted of four-place Cessnas, Pipers, Bonanza, Grumman, and two vintage aircraft a Cessna 195 and the only two-place 1945 Taylorcraft. Most members of the group were retired or semi-retired.

Waypoints along our route included our group starting point at Larned, KS, elevation 2,011 feet, three days; Liberal, KS at 2,883 feet, two days; La Junta, CO at 4,238 feet; Las Vegas, NM, two days at 6,877 feet; and Santa Fe, NM at 6,348 feet our ultimate destination. The flight to Larned included a stop at Brenner, NE for fuel and a relaxing packed lunch at the airport.

The flying, new friends, the food, the vacation, the sites, and the times were all great. It was a very interesting group. Everyone along the "Trail” treated the flyers group very well. At Larned KS the Chamber of Commerce came out to greet the flyers and the group was featured in the local newspaper, “The Tiller & Toiler” several times. Some of the points of interest included: Lost Spring, Durham Ruts (which were very evident from the air even at 4,500 feet), of course, the ground was higher there. At one point the ruts could be easily followed for 150 miles, Other sites included: Ralph's Ruts, Plum Buttes, The Great Bend Airport, Pawnee Rock (both from the air and on the ground). There was much to do at Larned that was the Santa Fe Trail Association's headquarters this year. It moves to a different location along the Trail each year. The group followed the "Wet” or northern route and the "Dry" or southern route. The routes split at the town of Ford a bit southeast of Dodge City, KS. The lower crossing was called the "Cimarron Cutoff."

In the town of Larned a coyote was observed in broad daylight. They come to town to steal the dog food and eat out of the garbage cans. The coyote fencing can be a real status symbol with many types and designs made from the shaggy bark of the juniper trees.

At Pawnee Rock, KS, an outcropping of rock in the middle of the vast flat prairie represents the mid-point on the Santa Fe Trail. Here young Kit Carson, standing guard one night in 1826, is said to have shot his own mule, mistaking it for a Pawnee. Perhaps it was his unkind companions who named Pawnee Rock to commemorate the young man’s blunder.

At Liberal, KS the flyers visited The Mid-America Air Museum, with 101 aircraft, making it the fifth largest air museum in the nation. Yes, the museum did have a military version of the Taylorcraft suspended overhead as if on a mission. Pizza Hut catered our meal here and while we were eating we got lots of wind and rain. Fortunately, I had put my Taylorcraft in the hanger.

While flying west from Liberal, KS to La Junta, CO an hour was gained crossing from Central to Mountain Time.

My favorite place was "Bent's Old Fort" at La Junta, CO. This was the center of trade and culture (if any) in the early West. It was a blend of: Whites, Indians, Spanish, and Mexicans. We had an excellent guide of the National Park Service, which made the fort really come alive.

At Las Animas the flyers visited the Kit Carson Museum and Boggsville the last home of Kit Carson in Bent County, CO. This is also the home of “Festus” U. S. Deputy Marshal in “Gunsmoke.”

After crossing the barren plains of CO, it was good to see the Perry Stokes airfield at 5,762 feet elevation and the town of Trinidad on the Purgatoire River with a few scattered ranches below. Fisher's Peak in Southern CO was a neat site to fly by with its peak at 9,627 feet extending into the cloud base. Raton Pass on the CO / NM border was not a problem with room to turn around in it as The Sangre De Cristo Mountain range passed by on the west The Taylorcraft passed through the pass at 9,000 feet with the cloud ceiling a bit higher. The pass elevation is 7,834. It was a bit gusty here as the flight progressed over the airfields at Raton, elevation 6,352 feet and Springer at 5,891 feet.

It was enjoyable flying over some neat green flat top mesas with tops at 7,625 feet. The air was whooshing down on the lee side as I approached and I was losing altitude a bit as I approached; but, gained it back again as I passed over the up wind side. Some of the mesa tops looked like they would be great landing fields, but I did not check them out.

Several photos of "Wagon Mound" were taken which was rather special. It looks like a wagon (duh) with a double team of mules pulling it across the prairie. Wagon Mound is located east of the Historic Fort Union National Monument ruins. Many more wagon ruts are located in the Mora river valley and east of the Turkey Mountains.

The Fort Union National Monument Ruins were circled for photos and again one could see ruts from the wagons very well. Next, came Las Vegas and the Plaza Hotel where many movies have been made since the time of "Tom Mix" (who's that?) The hotel is visited by a ghost, which is partial to women. Rick Hannen, trail leader, was assigned to room # 310, which is often visited by the ghost. Rick reported seeing a red spot. However, this turned out to be a spot of rust in the bathtub.

The flyers school bussed into "Santa Fe", the oldest state capitol city in the U.S., and toured the Art Capital of the Southwest on Canyon Street. A fine dinner was enjoyed at the La Fonda Hotel on Santa Fe Street and the group saw the oldest church in the USA, the San Miguel Church. This old mission was built by the Spanish about 1636. It was rebuilt in 1710 and has been in use since that time. Rick Hannen, flight leader for the trip, and Lee Bowden visited the State Capital Building, which is round and looks like the emblem on the New Mexico State Flag or the Sun. New Mexico was admitted to the union in 1912, as the 47th state. The Spaniard Cabeza de Vaca was the first white man to visit the area. He crossed the present state from Texas to reach the Spanish settlements in Mexico in 1536. The end of the trail destination was reached in downtown Santa Fe that was founded in 1610. The trail, which was traveled from 1822 – 1879 passed through the states of: MO, KS, OK, CO, and NM. The flyers were fortunate to have Phyllis Morgan from Albuquerque, NM, a researcher along to narrate many interesting stories about the Santa Fe area. One of my favorite stories was the Civil War battle won by Union forces at La Glorieta Pass, referred to as the Gettysburg of the West. Phyllis has walked the entire length of the “Santa Fe Trail” over a period of years. “The Old Santa Fe Trail: by Colonel Henry Inman, © 1897, is an excellent read.

Do you know why they use pivot irrigation systems in the Great South West? Think! Think! It is so the farmers and ranchers can better rotate their crops.

The hay bales are wrapped in plastic and also stored in sheds. The reason is because the sun's ultra violet rays eat up the plastic wrap in the clear air. It seems that most of the cattle are being raised in huge stockyards throughout the west. A huge yard was observed west of Liberal, KS and others in the area of Texline, TX. Water continues to be a major problem in the southwest. The annual rainfall in New Mexico is 7.5 inches per year. In Santa Fe many signs were observed reminding people to conserve water. In some restaurants you were not served water unless it was requested. In Santa Fe it is possible to walk the Santa Fe riverbed and not get your shoes wet. The Ranchers have attempted to hold water by the use of dams on their ranches.

I have this problem for you to solve. I am flying along looking into the distance and see this giant power station with three huge tall smoke stacks each 606 feet tall. I am flying at 4,500 feet. The tops of the stacks appear to be about one half of their height above the horizon. Now I am confused. I recheck my map. I recheck my altimeter. I recheck my thinking. However, as I grow much more near the station the stacks appear to shrink in size and the tops are now even with the horizon, and as I get even closer or at about five to ten miles the top of the stacks appear to be much below the horizon where they are supposed to be. Please explain this to me. Have fun!

On the return flight from Las Vegas, NM, I picked out Mt. Dora, elevation at 6.290,on the horizon in the distance as a landmark to navigate to. The skies are crystal clear and you are able to see forever. It was over an hour or 100 miles plus before I reached this landmark as I had a very good tailwind. Capulin Volcano National Monument passed by in the distance on the left. Upon leaving NM and flying into TX I lost an hour going from Mountain to Central Time. It is certainly easy to navigate with all the excellent references such as mountain peaks. The rivers, when evident, like the Arkansas, Canadian, and the Cimarron show up so very well.

Two stops were made to refuel on the way home from Las Vegas, NM with wheels off at 10:10 A.M. Central Time. The first stop was at Dodge City, KS for 46 minutes and the second was at Shenandoah, IA for only 11 minutes. I circled the house in Independence to let Linda know I was home and landed shortly after seven o’clock, 7:08 P.M. wheels on, just before darkness set in at about eight hours actual flight time.

I was able to fly over eight States on my flight: IA, MO, NE, KS, CO, NM, TX, and OK. I did pick up two new States, CO and NM. This brings my total to 22 States I have landed in with the Taylorcraft. The highest airport that I have landed at is Las Vegas, NM at 6,877 feet. The lowest airport I have landed at is Crystal River, FL at 9 feet. The highest airport in the U.S. is at Leadville, CO at 9,930 feet. I have flown the Taylorcraft to 14,000 feet plus many years ago. The Taylorcraft would go higher, but the air was getting thin. The lowest airport is in Death Valley, Furnace Creek, CA in Death Valley National Park at -210 feet. My greatest ground speed to date was 151 mph while descending from 9,500 feet to Independence, IA at the end of the Santa Fe Trail trip. I am very thankful that we have the “freedom” to fly as individuals in our personal aircraft to so many beautiful places in this vast country. New Mexico is certainly aptly named the “Land of Enchantment.”

Keep your speed up and your wings level. Wishing you CAVU or ceiling and visibility unlimited

2005-12-31T11:07:00.000-08:00

"BECAUSE I FLY"

Because I Fly
I Laugh More Than Other Men.
I Look Up.
And See More Than They.

I Know How Clouds Feel.
What It’s Like to Have Blue In My Lap.
To Look Down On Birds
To Feel Freedom In A Thing Called The Stick

Who But I
Can Slice Between GOD’S Billow-Legs
And Feel Them Laugh and Crash With His Step?

Who Else Has Seen The Unclimbed Peaks?
The Real Reason Birds Sing?
Because I FlyI Envy No Man On Earth.

(Certainly applies to Taylorcraft Pilots)

2005-12-31T10:58:00.000-08:00

"LORD, GUARD AND GUIDE THE MEN WHO FLY"

#1 Lord, guard and guide the men who fly
through the great spaces of the sky.
Be with them traversing the air in
darkening storms or sunshine fair.

#2 You who sport with grandeur might
the balanced birds in all their
flight, lord of the temperate winds,
be near, that, have you, they
know no fear.

#3 Control their minds with instinct
fit when – e’er, adventuring,
they quit the firm security of land;
grant steadfast, and skillful hand.

#4 Aloft in solitudes of space,
upholding them with your
saving grace. Oh God, protect the
men who fly through lonely ways
beneath the sky.

Amen.

Air Force Academy, Colorado Springs
Hymnal, page #192, Colorado Tripp – 1976

2005-12-31T10:53:00.000-08:00

"THE CHRISTMAS PATROL" BY HELEN BRENNAN, TAYLORCRAFT PILOT AND MEMBER OF THE TAYLORCRAFT FORMATION FLYING GROUP

‘Twas the night before Christmas
The planes quiet and still.
Their hangar was cozy
With no space to fill.

They dreamed as they slept
Of warm breezes, blue skies.
These five little Taylorcraft
So gentle and wise.

Then suddenly the door
To the hangar swung wide.
And in strode Santa Claus
Nine reindeer at his side.

“I’m in trouble, little planes.
I’m not finished with my work!
A satellite TV dish
Tore the sleigh with a jerk!”

“My reindeer are tired
And the sleigh needs repaired.
If I’m late getting home,
Mrs. Claus will be scared!”

So Red called a huddle.
He’s the leader all right.
With the other four planes,
Green, Brown, Blue and White.

We’ll help you, Santa!
Fix your sleigh here inside!
We’ll load up your presents
And finish your ride!”

The reindeer picked a corner
Of the hangar to sleep
While the packages were transferred.
There’s a schedule to keep!

One by one Santa propped them,
The five brave little planes.
“Watch out for those TFRs!
They’ve been giving me pains!”

“60 indicated should do it.
V-formation would be best.
Pretend it’s a test-run
For a pumpkin-drop contest!”

So with Red in the lead
They took off into the night.
And soon they formed up,
Green, Brown, Blue and White.

They flew well, and flew safe
With a gentle bank, turn and roll.
Delivering presents with love
It was the Christmas Patrol!

Soon their mission was done
Just reserves in their tanks.
Red called “Let’s go home!”
And White whispered “Thanks!”

They peeled off single file
For their landings in the grass
Seeing Santa on the ramp
As they each filed past.

“You’ve done a great job
And I’m ready to go!
If anyone should ask,
I’ll sure let them know.”

“How five little planes
One cold Christmas Eve
Gave up their warm berth
So Santa could leave.”

A fond tap on the spinner
As he wished each plane goodnight
Except for the White one
“Remember . . . keep it tight!”

Then Santa was gone
With a whoosh and a scurry.
His flight plan was filed
He was in a big hurry.

“Merry Christmas little Taylorcraft!”
Echoed back through the night.
“Merry Christmas, Santa Claus,
And have a safe flight!”

2005-12-31T10:49:00.000-08:00

“NEVER FEEL SORRY FOR A MAN THAT OWNS AN AIRPLANE”

QUOTE: FROM THE MOTION PICTURE, “THE EDGE” WITH: ANTHONY HOPKINS, ALEC BALDWIN, AND ELLE MAC PHERSON, 1997, TWENTIETH CENTURY FOX, 120 MINUTES.

2005-12-31T10:46:00.000-08:00

A PILOT’S CREED

I BELIEVE in flying, man’s noble inheritance from the Supreme Being that enables me to view the wonders of the Universe from a high vantage point, exceeded only by infinity. Through this experience I learn humility in the knowledge that I am but one of insignificance among many who are truly great.

I KNOW that the upper trade winds, as they blow, may slow my progress through the sky while they enhance the ground speed of another on the opposite heading, but that I may benefit on the return flight.

I BELIEVE, that man was destined to fly and I have wings. May these wings chart the course toward an unclouded horizon and the betterment of generations yet to come.

2005-12-31T10:45:00.000-08:00

"High Flight"

By Pilot-Officer John Giliespie Magee, Jr.

Oh, I have slipped the surly bonds of earth
And danced the skies on laughter-silvered wings;
Sunward I’ve climbed and joined the tumbling
mirth

Of sun-split clouds – and done a hundred things
You have not dreamed of – wheeled and soared
and swung

High in the sunlit silence. Hov’ring there
I’ve chased the shouting wind along and flung
My eager craft through footless halls of air.
Up, up the long, delirious burning blue
I’ve topped the windswept heights with easy
Grace

Where never lark, or eagle flew.
And, while with silent, lifting mind I’ve trod
The high untrespassed sanctity of space
Put out my hand, and touched the face of God.

2005-12-31T10:39:00.000-08:00

UP TO A COOL 14,000 FEET IN THE TAYLORCRAFT IN 1960

Years ago when I was young and bullet proof, I decided one fine day to fly my relatively new to me Taylorcraft, N39911, aloft to my personal limits. This would have been in the early 1960’s as I purchased my Taylorcraft on June 6, 1960. I remember circling and climbing over my hometown, the Lamont area, for a good twenty minutes. I was alone, and I am sure that I had only one tank with fuel in it so we were climbing lightweight. The Taylorcraft climbed steadily marching upward at 500 feet per minute for the first several minutes. However, as we gained altitude this rate of climb steadily diminished.

Also, it continued to get much colder as we made our way toward the heavens. For each 1,000 feet of gain in altitude you loose about three degrees in temperature. As I was going about 13,000 feet above the surface, I would loose about 39 degrees Fahrenheit. (13 X 3 = 39) It was a great view as the sky was dry and clear with the visibility unlimited. It was one of those days you could see forever. It was in the early morning when I decided upon this adventure and you could easily see the entire eastern border of the State of Iowa from North to South as a layer of fog and haze still remained over the Great Mississippi River Valley.

I knew that a person could pass out due to lack of oxygen and that is why I discontinued the assent even though my craft would have eagerly climbed higher though at a much reduced climb rate. The Taylorcraft has been known to climb as high as 17,000 feet. At the final stages of my climb we were probably only climbing at the rate of 200 feet-per-minute or less. I could no longer see the town of Lamont beneath me even when I banked the Taylorcraft steeply in the turns. I did check my fingernails by pressing on the ends of them to see if they turned blue. However, if I was going to pass out, I am sure this would not have given me a clue in time.

Well, I felt I had climbed as far as I dared. I was getting cold with just a light “Tee” shirt. The mission was accomplished, and it would take a while to descend so I started back down. Now a Taylorcraft is noted for its long wings that produce a great amount of lift. Therefore, the Taylorcraft was in no real hurry to get back to its cow pasture hanger where my father farmed. For every mile you are high you have about seven miles of gliding distance. So take 14,000 feet less the surface ground elevation of about 1,000 feet makes 13,000 feet. Then, divide the 13,000 feet by 5,280 feet in a mile and you get about 2.46 miles or about 2.5 miles high. My gliding distance therefore was seven times 2.5 miles high or a good 17 miles. As the crow flies, that would take me to either the Oelwein Municipal Airport or the Independence Municipal Airport even without an engine. However, I needed to keep my engine warm, as it is not good for them to get too cool on a long descent. So you see getting back down required a bit of time to do also. Coming down was even more fun as the speed was much greater and the view out the windshield was absolutely spectacular to me. Very gradually, I began to warm up again and felt very good about the whole mission.
I also did not use nearly as much fuel on the glide back down to the pasture landing field full of Holstein milk cows. They were so used to my flying over them that they were in no hurry to move down the field and out of the way. What could I do but enjoy more flying time before once again touching down on a 40 rod strip of good runway with another not as good 40 rods of overrun. As I flew by the tall cottonwood tree at the North end of the runway on final I thought once again, “You just cannot beat fun!”

2005-12-30T15:52:00.000-08:00

MOTHER WILL BE 90 YEARS OLD ON AUGUST 28, 2006

At least once per week and usually toward the end of the week, I try to pay my mother a visit. She has been a resident at the Care Center for nearly six years now. She is doing quite well and is able to get around on her own with the aide of a walker. She has many friends who call, and write which is a blessing. Her younger sister and her six children are very good to call, visit, have her out to dinner, and provide transportation. She keeps up with her medical appointments on a regular basis. She enjoys the music programs, playing bingo, and attending the church services at the Care Center. We often take her to activities at our church. My younger brother and his wife are very good to help mother with shopping and dining out. They are especially good at Christmas. The family Christmas is held in their home complete with: songs, programs of the Christmas Story, Santa Claus visits, gift exchanges, and of course, an abundant cornucopia of food and goodies.

2005-12-30T15:32:00.000-08:00

COFFEE OUT PROVIDES FOR A BREAK IN A BUSY RETIREMENT SCHEDULE

Quite often on Friday the retired and semi-retired "movers and shakers" show up at the local coffee cafe for some "R & R." When most are in attendance, there are about 14 of us. There is usually a lively discussion on topics ranging from: World, State, and Local issues with many problems being solved. Both the coffee and camaraderie is great. The cafe staff is a great deal of fun as well. Who pays for coffee is a ritual determined by quessing two digits chosen by someone, like myself, within the serial numbers on a two dollar bill. The guesses get narrowed down fast by the high and low numbers called out. It is a good idea to decide how many rounds will be played before the contest begins. A few of the fellows even tolerate conversations regarding aviation. One is a part owner of a Cessna 182. One has owned aircraft projects. One took lessons years ago, but never completed the process for a private ticket. Several have flown with me in the Taylorcraft. And, I do believe that a few more may going flying in the Taylorcraft some fine day. I appreciate all who help with my mission to introduce people to the wonderful "Realm of Flight."

2005-12-29T17:11:00.000-08:00

SNOWSHOEING IN THE GREAT WHITE IS LOTS OF FUN AND GOOD EXERCISE.

Before all the quality snow melts, I wanted to try out my new Alaskan Outfitter Snowshoes. This afternoon I took a 1:30 hike on the 2.6 mile Liberty Nature Trail. I am glad that I purchased the 10" X 36" size rated at 200 pounds plus as gliding on the snow was easy. Things were going so well that I decided to cut through the wooded area along the stream. After a bit of practice avoiding brush was not difficult to do. The grips on the bottom of the boot bindings provided great traction and support. I was able to observe a great deal of Whitetail Deer sign including: tracks, scat, beds, rubs, and scrapes. The snow had a hard crust and I was making lots of noise so I failed to come upon any deer unawares. The temperature was 33 degrees and the sky was overcast. I was lightly dressed which was a good thing. Snowshoeing seems to add half again the time to your normal walking speed. However, I believe that with practice and conditioning that time could be reduced.

2005-12-29T11:51:00.000-08:00

LHS 50TH CLASS REUNION IN 2006

Recently, several fellow high school classmates and I have been making plans for our 50th Lamont High School (LHS) class reunion to be held during Lamont Day's this year. There were 32 in our graduating class with 22 boys and 10 girls. Not a bad ratio for the girls. All of our classmates reside in Iowa with the exception of six in the following states: WI (2), CA, MS, MI, & CO. Eleven are still living in the area surrounding Lamont. Eight or so are still engaged in Farming. Four have passed away.

2005-12-29T11:00:00.001-08:00

TAYLORCRAFT FLYING ON CHRISTMAS DAY

Over the Christmas season I have been flying on four occasions: Twice as an observer with instrument pilots renewing their currency instrument flight requirements in a Cessna Skyhawk II, Once with a commercial pilot and flight instructor in his Cessna 182. He took me on a tour of the Cessna Citation II he is currently flying, and on Christmas Day my oldest son flew the Taylorcraft again so he is current with ten beautiful landings to his credit.

2005-12-29T10:48:00.000-08:00

TAKING TIME TO READ SOME EXCELLENT BOOKS

I have been reading some excellent books: "Turbulence" and "Fire Flight" by John J. Nance, "Eastwood" by Robert Tanitch, "I Remember Papa Bear" by Dick Lattimer. I have also been reading novels and history about the "Chisholm Trail" we will be flying with many friends in September of 2006. Of course, over the holidays I enjoy reading "Cabela's" and "Sporty's Pilot" catalogs. These are my two favorite wish books. Then there is always time to read a Louis L'Amour Western. I have all but ten of the 124 Louis L'Amour Westerns in my collection.

2005-12-29T10:00:00.000-08:00

Hello, world! Initiated Thursday, 12-29-2005 by Bowden and Hansen.