Wings By William Russell Hartill

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Wings A Kid Grows Up and Finds His Wings

A Journal of Times People Places and Thoughts For Family and Friends. I

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William R. Hartill

WINGS Let us be like a bird for a moment perched On a frail branch while he sings; Though he feels it bend, yet he sings his song, Knowing that he has wings. Victor Hugo

WINGS My early enthusiasm as a young lad was for things mechanical. This centered at first on locomotives. I built them out of scraps of wood and used paint can lids as wheels. In the pre-teen years of maturing and learning of the marvels of libraries, I became fascinated with bridges and in particular steel truss cantilevers. I found a book that described in great detail the Firth of Forth bridge in Scotland. This magnificent structure completed in 1890 was the longest bridge in the world and the greatest monument to engineering and industrial skills of its era. Each member of the cantilever truss was positioned in deliberate, singular fashion to create a soaring, unambiguous reach. A beautiful example of the harnessing of the analytical to the physical. Now in the teens I found few outlets for bridge building, so I started building model airplanes. And behold, they flew! I discovered that flight was not magic but subject to analytic regimen. You learn it, you apply it, it works, you have it, flight, wings. In 1939 I got my first model airplane engine, a Brown Model D, and I designed and built a model for it. I thought it was pretty neat. Pod and boom fuselage, vee tail, gull wing and double elliptic plan form with full D box cantilever structure. In 1941 I was invited to come to Maine and live at Aunt Annie's in Bunganuc. I would complete high school in the 41/42 year term at Brunswick and help out on the farm while cousin Charlie went to California to enroll in a aircraft metal working school that winter. The summer of 1941 was an idyllic time. A whole passel of kids in Bunganuc, mostly relatives, formed a gang ", but that's another story. The gang is still in business today II

Charlie, being 5 years older than me, was sort of chaperone and intermediary to adults. In the summer of 1941 Charlie started taking flying lessons at Augusta Airport in the CPTP program (Civilian Pilot Training Program). The government had decided that because of the war and threats to our involvement we needed more pilots. Basic flight training was offered free to volunteers (I was too young). What a deal!

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On Saturdays Charlie would pack a bunch of us kids in the '35 Standard Chevy two door sedan and chug up to Augusta, the broken front fenders flapping in the breeze and binding on the tires in the turns. We would hang around on the ground while

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Charlie was up with instructor Roland Norcross in the Cub Super Cruiser. Charlie would later describe his experiences very graphically making us very envious. His training as I recall, compared to the present day practice, emphasized more basic skills of aircraft control. Spins were given lots of practice as were other advanced maneuvers and precision flight. Little to no instruction was given in radio usage (no radios) and government regulations ( not many as today). That summer we all went to a big airshow at Augusta. It made a colossal impression on this kid, and I had my first airplane ride, in a Waco Cabin biplane. We saw everything. Autogiro, Widgeon amphibian, sailplanes, Monocoupe aerobatics, military AT6, Curtiss Pusher, Ercoupe, Luscombe, and lots more, and a Taylorcraft Now that one looked right. That's what an airplane should look like I said,1 want to fly one some day. I graduated from Brunswick High in '42 and went back to Toms River. I inquired about volunteering for the Aviation Cadet Program but was told to wait until drafted and then apply for it. Naively I acquiesced (dumb!). I got a job driving a Pepsi Cola truck at $15 a week, bought a '32 Ford V8 for $20 and discovered girls. But that's another story.

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Before I knew it, it was March 1943 and I was in the Army Air Corps with basic training in Miami Beach (the Sea Isle Hotel). I took the Aviation Cadet tests and passed the written but flunked the physical--- high blood pressure. So on to A viation Mechanic school in Gulfport Mississippi and from there to Baer Field Fort Wayne Indiana in a replacement pool for the Troop Carrier Command. After several attempts at both Gulfport and Ft. Wayne, I passed the Cadet physical and was sent to a Cadet processing unit at Biloxi Mississippi in Feb. '44. Hooray, I was going to get wings! I was there for about a month when we were summarily told that the Cadet Program had been dosed and we would be returned to our previous Command. They had enough pilots! That was not one of my better days! I was sent to Bowman Field, Louisville Kentucky to mark time for an agonizing period, and then to Bergstrom Field, Austin Texas for Flight Engineer training. At Bergstrom I won my silver wings in the fall of 1944 in C-46 Combat Crew training. My pilot, Glenn Peck, gave me a lot of stick time. He had been an instructor pilot before volunteering for combat, so he still liked to instruct. Overseas in the China Burma India theater I accumulated some 460 combat flying hours as C-46 Flight Engineer before coming home, but as they say that's another story.

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A civilian in Toms River by January '46 it took awhile to get adjusted and figure out what I was going to do. In this period I did take a couple of lessons in a J3 Cub. I started college at Rutgers on the GI Bill in 1949, which began a long career in 2

Aeronautical Engineering ,but no flying until 1969 when I got an hours instruction in a Schweizer 2-33 sailplane. At the same time son Russell, 14 years old, soloed a 233 after completing an instruction course. What a thrill to see him up there! It seemed that raising a family and immersion in an exciting engineering career left

little time for me to get my wings. What time I did find I used in free flight aeromodel competition. That was/ is an enjoyable sport. It has brought me some great travel experiences and many fine friends from around the world. In 1985 I made the decision to retire at age 61. By this time I felt very comfortable in my career. I was now a Program Manager and doing very interesting work on new aeropropulsion concepts. However I could see younger men than me passing away on the job and the thought came, there are a lot of things I want to do and I had better get busy and do them. It was also in 1985 that I discovered the Confederate Air force. The Southern California Wing, based in Camarillo, had a C-46 F ! I joined up and soon became the C-46 Crew Chief. I had now reverted to my status in WW 2 in Burma and China but was now doing it for no pay but people weren't shooting at me and I was now a Colonel not a Sergeant.

There are a number of things that make a mark in an individuals life. WW2 was a big mark. To be rejoined with a major accomplice (the C-46) after 40 years was I is a dramatic experience for me. The demonstration of these WW2 airplanes is a history lesson to the public that safety, peace and freedom doesn't come easily and can't be taken for granted.

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About this time I tracked down my WW2 pilot, Glenn Peck. Found him living in Lomita ( Los Angeles) and we had a great reunion. He flew in the Berlin Airlift, left the service and then worked as an electrician before retiring a few years ago . He hasn't flown since leaving the service. Things got busy for me in the CAF and the C46 flying to airshows all over the western states. I managed to get some more stick time too. I finally decided that now was the time to get serious about getting my pilots license. Since I was spending a lot of time at Camarillo it was handy to enroll at CIA "Channel Islands Aviation" and start training. A nice young fellow by the name of Clay Osbon was my instructor. I guess I didn't scare him too much because on 3/ 1/88 I soloed after 13 hours of dual instruction. The airplane was a Cessna 152 ( 47M ). What a thrill that was. I knew it would be but it turned out to be even more than I expected! For 13 hours the instructor was always there in the right seat ready with corrections, advice and confidence that he could keep me out of trouble.

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And now he says, lido you think you're ready?" YES "0K let me out here, take off, stay in the pattern, make two touch and go landings and one full stop. I'll be waiting on the taxi strip and will listen to your radio on my hand held transceiver ". WOW this is it! I taxied up to the runup ramp and went through the "before takeoff" check list. 1. brakes --set 2. cabin doors-- shut and latched 3. flight controls-- free and correct 4. flight instruments-- set 5. fuel valves-- set and on 6. mixture-- rich 7. elevator trim-- takeoff 8. throttle 1700 rpm-- check mags -- check carbo heat -- check ammeter -- check suction gage 9. radios-set 10. strobe-- on 11. throttle lock--adjust 12. brakes-- release _

I then do a 360 on the ramp looking for traffic and also announce on the radio, Camarillo traffic, Cessna four seven Mike taking off runway two six Camarillo. I taxi out on the runway, line up on the centerline and smoothly shove the throttle forward. We're rolling. I use a touch of rudder to keep her straight and let her fly off the runway. The gages are scanned by peripheral vision. Nothing abnormal so my concentration is on flying the airplane. In the air I keep her lined up with the extended centerline and start a gradual climb. At 500 ft. I start a left turn to the crosswind leg, and at this point the full impact of what I am doing catches up to me ---I am flying -----the houses are getting smaller! Up to now I was reacting by rote--the lessons that had been hammered into me by Clay, operating mainly in a automation mode. It was only then that the feeling of height above the ground was apparent. That was the only time, either before or after that first solo that this sensation was apparent. I was up here and it was going to be up to me to get down

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Well I turned to the downwind leg at 900 ft. Camarillo traffic Cessna four seven Mike turning left downwind for two six Camarillo. Speed stabilized at 90 knots, power 2100 rpm. At abeam of runway two six threshold, carbo heat on, power 1500 rpm., flaps 10 deg., hold altitude till 70 knots. At an imaginary line 45 deg. past the threshold flaps 20 deg., power 1500 rpm., 65 knots, Camarillo traffic, Cessna four seven Mike turning left base for two six Camarillo. All these turns are 90 deg. and all legs are straight. 4

Camarillo traffic, Cessna four seven Mike turning final for two six Camarillo. Flaps 30 deg., speed 60 knots, power adjusted to maintain glide slope to the runway. Keep it lined up with the centerline. There is no crosswind today so everything is looking OK Start the flare and keep eyes on the far end of the runway ( gives better height and depth perception ). The main gear touches and I pull off the power and hold the nose wheel off ( don't let it " wheelbarrow"). We get slowed down and then I raise the flaps, carbo heat cold, shove the throttle forward and into the air again-- I made it! The next two journeys around the pattern went about the same except now that first time sensation had cooled just a little. WOWEE. Back at the flight school office Clay congratulated me and proceeded to cut off my shirt tail. I congratulated him for having been able to teach this old curmudgeon. Actually my training had only just begun as I was to accumulate a total of 74 hours, some solo, some dual, before taking the flight test for the private pilot license. As the old timers say, the license is only the beginning of learning. I was probably a slow learner but maybe it sticks with you longer that way. A number of these training flights remain in my memory. Clay and I made a night flight to Santa Barbara. On the return at about 3 miles from Camarillo, Clay turned off all the instrument lights and said, "you have a simulated total electrical failure, no radio, no instruments, no landing light, no flaps, now go ahead and land at Camarillo". It was dark, but there were some lights on the ground so that I could get oriented to where the runway was supposed to be. I flew a close in pattern and landed mainly by feel, sound and limited sight. Another requirement was a three leg cross country solo with at least one leg more than 100 miles. They say this is always a nail biter for instructors waiting back home for their wandering students. I chose to fly Camarillo, Porterville, Paso Robles, Camarillo. Navigation was by VOR backed up by pilotage and I had the flight plans all prepared. I had no trouble but never did actually see the Porterville VOR obelisk, but I did find the airport. To Paso Robles the terrain did not offer much in the way of check points but the VOR led me right in. Well now this was a great adventure out on my own. This was the beginning of my love for cross country pilotage. From Paso Robles to Camarillo I generally followed highway 101 so had lots of check points ( and lots of alternate landing fields ).

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One day Clay took me up for some slow flight and stalls. He gave a speech about how spins were not a part of the FAA requirement and were not included in the instruction regimen. Then he said do you want to do one? Yeah! I said definitely. So we did spins. The first one I did was all wrong. My first reaction was to level the wings with the ailerons in spite of what he warned me about. The wing is stalled, especially the inside wing and dropping its aileron just increases the stall and drag on that side. Forget the ailerons, pull off the power, and kick in lots of opposite

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rudder. This works. We did a bunch more and it was fun. Remember the rudder, stupid. Finally it was time to take my test with the examiner. I flew 47 Mike over to Santa Paula to meet Examiner Jean Belivuew. He first gave me an oral test and then had me make a flight plan example to Joshua Tree. I was supposed to complete it in 30 minutes but I was slow. But I did find the catch he was looking for. The Cessna 152 with full tanks and two on board could not take off of the 2500 ft. runway at Joshua today with the temp. at 95deg. and field elevation of 2500 ft. First he had me shoot some short field landings at Santa Paula then we went east to do some airwork. He asked me to track the Lake Hughes VOR and my nervousness almost did me in. was trying to tune in the VOR on the Comm radio instead of the Nav. but I discovered the mistake in time. Next he put a visor over my eyes and proceeded to throw the airplane all over the sky. Lifting the visor enough for me to see the instruments, (all in disarray) but not enough to glimpse the horizon, he said it's your airplane, pull it ouf'. We did this several times and he asked "are you OK, not sick?' I said I'm OK , lets do some more, so we did. Back on the ground I learned I had passed and was now a genuine Private Pilot. WOW again! II

That summer of 1989 I did some more flying renting a Cessna but what I really wanted to do was get a Taylorcraft of my own. I kept checking the ads in "Trade A Plane". There were several interesting leads so I went to Rosamond and got some instruction in a J 3 Cub, ( a bit over 3 hours) so I would be ready for a tail dragger. Well now thafs a whole new ball game as I was soon to find out. The cross winds at Rosamond and my inexperience with the Cub ( my inexperience in general ) led to some interesting times, but I didn't bend anything. In February 1990 I found an ad for an F-19 Taylorcraft located in Fairfield Maine. It

sounded like just what I was looking for. I also thought this could also be combined with a trip back to visit my roots in Maine. So I arrived in Fairfield ( near Waterville) with about a foot of snow on the ground. The F-19 was sitting in a large shed on a farmer's field. The bad news was that the F-19 had already been sold to someone from Massachusetts who intended that he would come get it when the snow melted. The good news was that there was another F-19 in that same shed, owned by a friend of the first F-19 owner. Also this second owner, named Jim Mahiew said that he had been thinking about selling his T craft because his family was getting bigger and he was thinking about getting a four place Cessna. Well now! Jim took me up for a test flight on the skis and it felt great, just what I wanted. We agreed on a price ( $ 13,000 ) and I gave him a deposit and said I would be back when the snow melted, put the wheels back on and fly it home.

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I got back home to California when 10 and behold two weeks later I got a letter from Jim saying he was very sorry and embarrassed but he has decided not to sell the airplane and he returned my deposit. He said it wasn't the price, but he liked the airplane and couldn't bear to lose it. Oh well----. It wasn't until July 1990 that I found an ad for another good F-19 prospect. It was in

Myrtle Beach South Carolina and owned by David Von Brock, a Lt. in the Air National Guard flying A-lOs. I had already committed to a trip to Ireland in August so told David that I would be in Myrtle Beach on 26 August, take a look at the airplane and buy it if I liked it and fly it home to California. He agreed to hold it until then. Inza and I took off from LAX and landed at Heathrow on July 24. We picked up our old VW van from friend Ray Monks in Birmingham and had a great time touring Wales, Ireland and southwest England. I had better save that for another story so I can get back to 'Wings'

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On August 24 we arrived back at JFK . Inza continued on to Los Angeles and I got a flight to Richmond Virginia. I rented a car and drove to Myrtle Beach the following day after visiting the Virginia Aviation Museum at Richmond airport. They have some interesting airplanes there. A 1916 Spad VII original in flying condition, a Vultee VIA ( the only example remaining in the world) flown by Dick Merrill and Harry Richman in the double crossing of the Atlantic in 1936, a Fairchild FC-2W2 "Stars and Stripes", the first airplane to fly over Antarctica, and a Taylor E-2 Cub from the early 30s. That Cub is the ancestor of the airplane I was after. They have 17 airplanes all together and all are very interesting. At Myrtle Beach I went to the Air Force Base and found the Base Aero Club and was soon ogling N 3673T. Pete Peterson , the maintenance officer, showed me what was to become my wings. Unfortunately Lt. David Von Brock wasn't there. He was in Saudi Arabia flying his A-IO in Desert Shield. I ran up the engine and checked over the airplane and the log books. It all looked good. The price was $13,000 but a problem, who and how do I pay? That was resolved when with the help of Pete and the girlfriend of Dave, I found that I could deposit the money in Dave's Credit Union at the Base. This was soon accomplished electronically and now I was the proud owner of an airplane, a Taylorcraft, an F-19, Serial 081,---my WINGS. Not simply a toy, but a way of life, perhaps life itself. The only puzzlement remaining though is, if God wanted us to fly he would have given us more money.

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I found an Instructor, John Gregory, who had some experience with this Taylorcraft and he agreed to give me a check ride in my airplane. We taxied out and soon found I had a problem. On engine runup the right brake wouldn't hold 7

and we kept going round and round. This was somewhat embarrassing as we were holding up a flight of A-lOs that were waiting to take off. We decided to retire and do this some other day, and not hold up the war effort. Back at the Aero Club Pete and I took the wheels off and looked at the brakes . The linings and the operating cams were OK but the backing plates were worn. So Pete said he would order some parts and fix things while I went to up to Maine for a few days. The next day I had an invitation to come up to the Grand Strand airport in North Myrtle Beach for a barbecue. Just before I got there a wild thunderstorm had gone through the area. A number of planes both tied down and in hangers at Grand Strand had been smashed. We had the barbecue anyway as it cleared up quickly. I was worried though about my airplane so I hurried back to MBAFB. I hadn't gotten insurance yet! There was no damage however but I called my insurance company, now! The next day I left for Maine after changing rental cars in Richmond. It seems that they were having a special promotion and I got a Cadillac for a few dollars more. This should really awe the peasants in Maine, a Cadillac and an airplane ! (only kidding ). Getting back to Maine is always enjoyable. Although the world is constantly changing and "you can't go back again", Maine continues to resist that change and does succeed to some extent. Bunganuc has changed little physically, although the road is paved now, and little farming is carried on. The fields, once sweet with hay, are now invaded with brush . The frog pond, a host for kids, with mud in the summer and ice in the winter, is choked with debris. The Puggy Muggy landing is off limits due to one family going weird. Neighborly relations still mean a lot here but they are not as close and easy going as they once were.

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But the ghosts of the past still persist and can't be denied. A walk along the hauling up road, over ledges, by the Puggy Muggy and through the birches. The moss, like green sponge underfoot, it all stokes the memory. The good memory. I have to write some more about this some day. Heading back to Myrtle Beach I stop to take a look at Rhinebeck New York. Now here's a place where you can go back in time, to see aviation as it was in 1910-1930. The runway is grass and the old airplanes are real. Flying demonstrations are given on weekends which I happened to miss. I wandered around the old hangers and saw some marvelous stuff.

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Continuing on I also visited Toms River. Now here there have been a lot of changes. It is very crowded and the old town center has been bypassed with expanding suburban centers. The streets, roads and highways are now choked with congestion. Looking at Colfax street where I lived in my early years (1929--1941) 8

there wasn't much to see. The house is gone. Some trees remain along with remnants of the garden and landscaping that Pop worked so hard on ( with our draft labor) . The tall Hickory tree is still there. From its top you can see the dirigible hanger at Lakehurst, 7 miles away. I walked along the old trails west of the town that lead to the creek where we used to swim. They are now all overgrown and it was obvious that the kids of today were missing the fun of exploring this fascinating area. A kids world to poke around in and learn by living in it. You learn to leave hornets nests alone, give snakes plenty of room and take care of yourself . I drove to Seaside Heights and wandered along the boardwalk. Had one of those great Italian sausage sandwiches with all those fried onions and sweet peppers drooling out of the soft bun. And the fresh lemonade - just great! The place looked the same, here's where I delivered truck loads of Pepsi at night, soaking up the spirit and excitement of the boardwalk, and the special feeling of a young kid newly independent with his first responsible job .

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The merry go round still fascinates me and I love to ride them. The music is just great. All that hammering, blowing, whistling and tinkling, all done mechanically, is music, literally, to this unapologetic engineer. And the horses on the carousel lurching up and forward and then down as the giant machine trembles and whirls around. My steed's nostrils are flared wide, his eyes glistening and tail plumed away. Thafs the way it was and still is. But no, now with the new age you can no longer catch the brass ring and get a free ride. Someone might get hurt and sue. So now if you want a brass ring you have to buy it. Thafs the new world. I drove south down the coast to Barnegat Light. It is still standing and efforts to protect it from the encroaching sea are still going on. I soaked my feet in the warm sand and the cool, bubbly surf. A good feeling. From there I drove over the Delaware Memorial sunspension bridge. Well yes they are graceful but I still like the cantilever with all that steel truss and rivets. I guess I am still back in time with the industrial revolution. I must be in a time warp as I take a turn to the west and tour a bit of the Skyline Drive in the Blue Ridge Mountains of Virginia. It is a sentimental journey as I remember the first time I was here, back in the 30's. I was a Tenderfoot Boyscout and the Scoutmaster, a coworker of my father,took four of us kids on a camp-out on Skyline Drive. I took my tests there for Second Class. Had to start a fire with no more than three matches. The first match was pretty weak but the kindling I had smouldered away and soon brightened with flame.

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No, I am not a pyromaniac, but I did make Second Class. It was a special time and I will always remember it. 9

Traveling along, I got to Virginia Beach in time for the HPA (Hump Pilots Association) annual reunion. The only other one that I attended was a disappointment as I didn't meet anyone I knew. This time though I did meet a few old friends from the 4th Combat Cargo Group. Ben Filer was there, he was a crew chief who came over to the CBI with the original group (I was in a replacement crew that came over later ). It was good to meet and talk with friends who confirmed your memory, that this and that happened and what it was like. Well now, enough of this wandering about, it's time to get some wings. I had decided to have Brian fly out from Los Angeles and meet me in Charlotte South Carolina so he could fly back with me in the Taylorcraft. Brian had a few hours instruction already and is a good mechanic and would be good company for me. I turned in the Cadillac at Richmond and flew USAir to Charlotte, meeting Brian there. We both then flew to Myrtle Beach, got a car, and a motel. Next day we went out to the Aero Club and checked over the airplane. Pete explained that the brake parts needed were very expensive so he had not ordered them. He thought that we ought to be able to adjust and modify the parts we had. Brian and I took a look at the parts and figured that we could put shims between the backing plates and the cams. We worked on this on a very hot humid day and it looked like it was going to work. For lunch break Pete told us about a place he knew that had great hot wings (WINGS !) and suds, so we took him along with us . It was real good. Speaking of food, the Maryland Crab House next to the Motel, serves a great crab cake.

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On Sept. 22 I finally got to fly my Taylorcraft, my wings, and this was with John Gregory along as the CFI check pilot. This time the brakes worked fine. Brian was up in the control tower (hiding?) watching as I did several landings. Hey, it was great! It got a little busy there at Myrtle Beach, what with A-lOs and airliners in the pattern so we decided to go on up and terrorize Grand Strand Airport instead. After some airwork, slow flight, stalls, precision turns etc. I did some more landings at Grand Strand. Remarkably everything went smoothly and I didn't embarrass myself. I suspect it was a lot of luck. That afternoon we celebrated by bowling at the MBAFB. I think Brian won and we had a good time. Later we packed up all of our excess baggage and shipped it home on USAir courtesy of friend Jeff Livotto who works for them at LAX. We loaded up 73 Tango and planned our first stage to home, leaving the next day.

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Sept. 23 we turned the car in and got transport from the Base Motor Pool. I had to file the flight plan at Base Ops.. At 11:38 we were off the ground and flying down the coastline to Georgetown. The weather was good and everything was working fine. Our check points after Georgetown were Lake Moultrie, St. George and Ehrhardt. Our first landing was at Allendale. A bit bouncy, not as good as my

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check ride. It was now only 13:30 but we decided to camp here to get plenty of rest. It was a nice spot, a small field with very little traffic. The FBO was staffed by a pretty young lady who told us we could borrow the courtesy car to go into town. The big old Ford LTD wouldn't start so the girl said we could take her Datsun. We took it into the local Dairy Queen for burgers and shakes. On the way back Brian found a teeny weeny bikini on the back seat. He asked the young lady if it was hers. She said she wears it when she washes airplanes. Brian was kind of disappointed when I thought the airplane was clean enough. That night after we set up our little tent Brian got out the hand held transceiver and proceeded to turn the runway lights on and off and up and down by blipping the push to talk button. The great wings adventure had begun. The next day we were off to Burke County Georgia, l'The Hound Dog Capitol Of The World ". It was a short hop of only 40 minutes since Allendale was out of fuel. I set up the approach on the small strip that appeared to be used for agricultural sprayer aircraft. No control tower. Everything looked OK but we hit hard. I mean really hard which bounced us up into the air and to the left of the runway. I noticed then that there was a ditch running parallel to the runway along with some chemical tanks lying about there. _

It seemed like the prudent thing to do was to get the hell out of there so I gave her full throttle and flew the airplane. She responded well and we went around to try it again. I yelled to Brian, what the hell is all that noise in my earphones? He answers, " Its the ELT, it went off when we bounced!" ( the ELT is the Emergency Locator Transmitter ). We got it turned off and then tuned in flight watch to tell them we had inadvertently " turned it on and that we were OK. They had heard it. II

The next landing attempt turned out OK and we taxied up to some gas pumps. There was noone around so I guess there were no witnesses or they were still hiding. Finally a man came out of the house trailer on the hill and came down to gas us up. I noticed him looking at my B-2 jacket with the CBI patch on it and finally he says "you in the CBI?" One question led to another and we found out that he had been a pilot in Burma in another group. In fact he came home on the same troop ship I did, the General Squire. He invited us up to his trailer for coffee and we were there for an hour, swapping stories. We finally got away and he wouldn't take any money for the fuel.

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From Burke it was 270 miles to Thomaston Ga. where we stopped for fuel and lunch. We borrowed someone's black pickup truck and drove out on the highway and found a Chinese restaurant. Moving right along it was another 225 miles to Sylacauga Ala. arriving there at 18:15. The airport was pretty quiet and we didn't see any place to camp so we called a Best Western. A fellow showed up in a pickup truck with a lawnmower in the back He was the motel manager. He stopped at a market for us and Brian got a six pack. Had a good dinner at a place near the motel. 11

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The weather was still very good and the next day we took off at 10:22 for the 229 miles to Greenwood Miss. A few miles west of Tuscaloosa Ala. we were tracking outbound on the 290 deg. radial along the outer edge of the Meridian I East MOA (Military Operating Area). Brian noticed a reflection off of something ahead at our level. It got big real fast as it went by us on our left. It was an F-4, one of the meanest looking jet fighters ever built. He roared by and I guess he waved but it was too quick to tell. He was probably tracking us on his radar and practicing an intercept. We tightened up our scan as we motored on to Greenwood but were not attacked again. At Greenwood we got a courtesy car, an old gray 4 dr. aids. behemoth and went 9 miles for fried chicken. Next hop was 198 miles to Monticello Ark. About 30 miles north of Greenville Miss. we crossed the Mississippi. It looked pretty muddy and didn't seem very wide and it was just full of tight twists and turns, as far as you could see. I read somewhere that the Mississippi and many other rivers follow a sinusoidal path that can be compared to a string of discrete loosely linked objects of mass whose motion has been restrained at the end it is moving to. An example is that of a train wreck in which the cars are all zigzagged alternately across the roadbed. Well now, there is just no end to the knowledge and advanced thinking that you can pick up reading this stuff!

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Here's some more. When flying over such great territories as we were, it makes you wond er how nature strikes such a balance of wet and dry. There is just enough rain to keep the oceans, lakes and rivers at their nominal level. When looking at the world in big chunks as we were it seems that floods and droughts ought to be more common. I guess we're just lucky. The strip at Monticello is a picturesque spot, and the grounds well cared for. We elected to set up the tent under the wing on a nice grassy area. The airport manager. Jim Burnet, packed his family, Brian and me into his police car ( he is also a Sheriff) and took us into town for McDonalds. That night we got a good view of the stars and moon. This was one trip the two of us were going to remember for a long time. I was thinking how we grow up so fast. Seems like only yesterday that Brian was a Cub Scout, here he is 30 years old. Why couldn't I have spent more time with the kids when they were young? It seems like you work so hard at being an adult that you don't remember what it's like being a kid and now you wish you could have done more to help and teach. You look back now and think, well I could have done this or that, and now it's too late.

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I know, as I think about my father, he must have had the same thoughts. He in tum had his training to be a father, from his father, and that was a tough life. My father had plenty of problems, but he did manage. His love of us was not on display 12

very often. His struggle to overcome adversity was for our benefit too and that was his priority. That was his version of love. Being with one of mine on this adventure, but perhaps a bit late, is giving us a good feeling. Depending on each other brings us close. I know that Brian is enjoying it and learning a lot, as I am too. Wish we had done this years ago. As I write this (April '96 ) the news is all about a 7 year old girl who was flying cross country to set a record. And who is now dead along with her father and flight instructor. What nonsense and waste. The media should be ashamed for taking the event seriously and legitimizing this hoax. And what loony bin did these parents escape from? Better tighten security there. It is one thing to encourage young people to get involved in aviation. But it must be done in stages so that tasks are matched properly to the students realistic capabilities. The biggest problem in aviation is the exercise of judgment and that has nothing to do with motor skills, reaction time, or eyesight. Judgment comes with experience and attitude development. A seven year old might play a fine violin, a monkey can be trained to ride a bicycle, but they cannot be pilots. Unfortunately there are even some adult seasoned pilots who have failed to develop or retain judgmental skills and have come to grief. ''There are old pilots and there are bold pilots but there are no old bold pilots" Do we really want 7 year olds to have these adult judgmental skills? What happened to childhood, innocence, carefree times basking in the love of family? Why push them into adulthood, as if that was supposed to be better. Why the rush. You adults now want to find your second childhood, so why try to shorten the first one? Now it is Sept. 26 as we takeoff at 09:18 from Monticello Ark. Weather still great. Our fuel stop is Springhill Louisiana. It's a small strip with a row of tall trees along one side of the runway. The breeze is a little gusty as I set her down and we bounced some but no problem. Betty came out of the house trailer to gas us up and we borrowed her pickup truck to go into town for lunch. Brian does all the driving of these courtesy cars. As we get into town and diagonal park on main street in front of the cafe ,people wave at us so we wave back.

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From Springhill we planned a leg to Terrell Texas which is about 20 miles east of Dallas. On the way we flew over the Lone Star steel mill near Dangerfield. Back in 1956 I made a number of trips there for Curtiss Wright (Woodridge N.J.) in testing the engine we were developing for the Republic F-103 Mach 3 interceptor. The engine was a turboramjet. We were testing it at the steel mill because the altitude engine test facility was built there so as to utilize the giant air compressors and air storage tanks used by the blast furnaces. The engine ducts had doors forward and aft of the Olympus turbojet that could be turned to bypass the inlet air around the turbojet and into the afterburner/ramjet. We got it to work OK after installing vortex generators and

13

turning vanes that I had developed in wind tunnel tests. It was a huge engine and the ground trembled for miles when it ran. Over Terrell we were informed that the runway was blocked due to construction and that we could land on the taxi way, however it too looked partially blocked so we decided to go on to our alternate, Ennis, another 39 miles to the southwest. We found Ennis OK with a runway 3,994 ft. by 50 ft. of asphalt with a lake at the south end. Our touchdown was in the right place and reasonably soft. I tried slowing down with the brakes even though it wasn't necessary. I was probably spooked by that lake at the end of the runway, even though there was plenty of runway left. My left heel slipped off the left heel brake and 73 Tango veered off the runway into the grass, now facing from whence we came. We didn't hit anything and she stayed on her feet, so I figured what the hey, I just continued the tum and 360'd back on to the runway. Brian was as surprised as I was. They say that there are only two kinds of tail dragger pilots; those that have ground looped, and those that are gonna. Once it begins there isn't much you can do, but sit there helpless and embarrassed.

_

This reminded me of a landing of the C-46 China Doll at Point Mugu Naval Air Station, back around 1988. Jack Hartswick was in the left seat and we were arriving there for an airshow. There was a big crowd at Base Ops. including the Blue Angels and a lot of the other airs how performers, watching us land. Just as we touched down the tower asked if we could make the first turnoff (to the left). Jack said OK about the same time he started hitting the brakes and he must have gotten out of phase because off she went into the grass to the right. Jack responded about the same way I did at Ennis . He powered it around in a 360 back on to the runway and then on to Base Ops. We took a lot of ribbing that night at the 0 Club. Could you believe that no one thought that it was our standard airs how routine? When I checked the C-46 there was no damage but there were grass stains on the left outboard tire sidewall. Now Jack is no amateur. In WW II he flew P-40s in the CBI. After the war he flew for the airlines until retiring recently with a zillion hours experience We now discovered that the FBO here at Ennis was folding up and had no gas to sell. While I was on the phone to FSS planning the next hop to Clebourne Texas, Brian was outside watching some kind of marital dispute going on at a large motor home parked about 50 yards away. This woman had driven up in a Cadillac, got out ,and proceeded to use a big hammer to knock out all the windows of the motor home, accompanying this with a stream of profanity.

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Clebourne was just 46 miles away and about the same distance south of Fort Worth. The plan was that we would land at Clebourne and then rent a car, go to Fort Worth to visit friends Shirley and Ed Turner. The landing at Clebourne was a beautiful 3 pointer. I was paying attention now. 14

At Turner's we had a nice visit, washed our clothes, got some rest and the next day we were back at Clebourne and then headed for Big Spring Texas. For some reason or other we got off course and realized we weren't picking up the expected check points. We spotted a large airfield and figured by the shape of it that it must be Brownwood, a bit off our planned course. We then picked a radial on the Tuscola VOR (15 miles south of Abilene) which brought us back up to our planned course. It was then 100 miles to Big Spring which we found with no further trouble. Big Spring is a big airport. It was a four engine bomber training base in W.W.II. Today there wasn't much going on, just a bright yellow J-3 Cub shooting landings. The nearby town wasn't very big. Most of the activity was from a number of truck stops for the interstate which passed through the edge of town. After we landed on one of the huge runways we met Joe, the J-3 Cub pilot. He said," sure, he would give us a lift to the Motel 6". But first he showed us a big hanger where we could park our 73 Tango for the night. Everything in Big Spring is big. Joe dumped his wife out of the car to make room and took us to the Motel. We had a good dinner that night at Rips Truck Stop next door and next morning Joe picked us up after breakfast and got us back to the airport. _

At 10:52 we got off the ground and headed for Wink Texas ( 130 miles ). On the way we passed over millionaire Joe Mabe's ranch. He is a big gun in the Confederate Air Force and has his own air strip and collection of WW II airplanes. We thought about dropping in on him but decided not to since we hadn't been invited. Wink turned out to be another large, but principally unused airport, another WW II bomber training base. On checking the weather we found that it was questionable to the west in the vicinity of Guadalupe and not recommended for VFR. The airport manager offered us an unused hanger for 73 Tango and also called a motel in Kermit to come and pick us up. It was about a six mile ride to the motel and we found it was the motel manager and owner who was driving us. He had locked up his office to come and get us. Wasn't very expensive either. The next morning the manager drove us back to the airport. He had an interesting accent that I couldn't quite nail down. He said he was born in India and grew up in Victoria, South Africa. The FSS said there were clouds to the west and advised going south through Pecos and Van Horn to avoid thunderstorms. Brian got 73 Tango out of the hanger and preflighted while I re - did the flight plan.

_

Perhaps at this point it might be informative to describe what goes into flight planning. The first step on this trip was to choose a general route from Myrtle Beach

15

to Los Angeles. This was done on a flight planning chart that covers the entire U.S. Large city airports with high density traffic were avoided. Navigation aids including VOR beacons, highways and geographic features were noted and used to pick the route. Eight Sectional Aeronautical Charts were then purchased ( Charlotte, Atlanta, Memphis, Dallas, San Antonio, El Paso, Phoenix, and Los Angeles ). These charts are to a greater scale than the planning chart and have a lot of important detail. The AOPA Aviation USA" was also used as reference for detailed information of all airports in the USA. Figure shows the data for Myrtle Beach. 1/

A high-lighter felt pen is used to mark the route on the sectionals, choosing landing spots for refueling at roughly two hour intervals. Each evening, or sometimes in the morning, a flight plan form is filled out for each hop of the day. The sectionals and the flight plan both have supporting data for navigation, Samples of these are shown in Figures and for the leg ,Wink to Van Horn Texas ( a portion of the next leg to Las Cruces is shown on the sectional ) . For interpretation of the many symbols and notations on the sectionals, see Figure Note that the first plan was to fly from Wink to Las Cruces by the way of Guadalupe. This was changed to Van Horn as some thunderstorms were reported in the vicinity of Guadalupe Pass.

_

The primary radio navigation facility, VOR, is indicated by the large ( 3 inch dia. ) compass rose on the sectional. The range of the signals are limited to roughly 80 miles at an altitude of 3,000 ft. and can be blocked by mountains. The range is greater at higher altitudes. Think of the VOR signals as spokes radiating out of a hub. Each spoke a successive compass radial. The airplane reciever tells you which radial you are on and also whether you are going to the station or away from it. If you are flying along a radial, the instrument needle will stay constant on the vector angle and you will intersect the "hub" or VOR obelisk (antenna) if you have a "too" the station reading. If you see the needle moving through a series of vector angles you are not going to fly over the "hub". Is all that clear? The flight plan form serves two functions. It summarizes the information that you must report to Air Traffic Control. Normal procedure is to "file" the plan with a FSS about an hour before the flight and usually at the same time you request a weather briefing by calling 1-800-WX BRIEF. The second function is to have important information in the cockpit to aid navigation, radio communication and weather information

_

The flight plan is "opened" (activated) after takeoff by calling FSS on the radio, or on the ground immediately before takeoff, by telephone or radio. At completion of the flight the flight plan must be "closed", either in the air by radio when you have the landing field in sight, or on the ground by telephone. If you forget to close it, the wheels are set into motion to try to find and rescue you. That is why you file your flight plan- there will be a record on tape of where you might be to help your rescuers. 16

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f\

0" why you file your flight plan- there will be a record on tape of where you might be to help your rescuers. All your communications with FSS, ATC and Weather, both radio and telephone are recorded on tape, including of course, your tail number (N-3673T ). Forget to close and as you can imagine, the Feds don't like it. Neglect to file and/ or open, get in trouble and you won't like it. No one will come and look for you. Now with reference to fig. ,I always draw a sketch of what the destination airport runways look like at the top of the flight plan. Helps remind me of what to look for. The first check point is TOC (Top Of Climb) as the takeoff is at 2818 ft. field elevation to the cruise altitude of 8500 ft. The "course" is at 218 deg. lito" the Pecos VOR. Note that this VOR "course" has the magnetic variation built in. The true course measured on the sectional referenced to true north is 228 deg.. The WCA ( Wind Correction Angle) is -7 deg. as calculated from the TAS (True AirSpeed) and wind predicted as 10 mph at 140 deg .. This makes the TH ( True Heading) 221 deg. But since we are following a magnetic compass we must correct for magnetic variation which in this part of Texas is 10 deg. E(-) making the MH (Magnetic Heading) 211 deg. There is also a compass deviation caused by magnetic anomolies in the airplane. These are uncertain because the compass hasn't been swung recently on this, my "new" airplane, so the CH (Corrected Heading) is taken for now as the MH.

_

The Pecos VOR is tuned in at the frequency of 111.8 and is identified (important step) by listening for the identifier Morse code of the three letters, PEQ. The distance to each check point is measured directly off the sectional chart using a ruler made for that purpose. The GS, estimated Ground Speed, is then used with the Distance to calculate ETE (Estimated Time Enroute) . ETA (Estimated Time Arrival) is calculated from Time Off and ETE. ATA (Actual Time Arrival ) is then used to calculate the ATE (Actual Time Enroute ). Got it ? Fuel consumption (GPH) is actually around 5.5 but 6.0 makes it easier to calculate ( 14 minutes of flight equals 1.4 gallons, for example) and this gives a coservative pad for headwinds of about 8 mph. The reverse side of the flight plan form is shown in Fig. . The weather data is more complete in the briefing than what is copied down on the form. The go/no go is based on that briefing, and only a few items are noted for reference. From the Pecos VOR, where the lito" window in the instrument flops over to "from" indicating passing over the VOR antenna, we continue on the same Course and Magnetic Heading to the next check point, the intersection of I 10 and I 20. That was easy to spot from the air and now we follow I 10 and a MH of 253 deg. We arrive at VanHorn a little beyond our estimate and it appears the wind component against us was stronger than expected.

17

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All this navigation stuff is fun and we enjoy doing it. It takes longer to describe it than to calculate it once you get used to doing it. Of course airline navigation follows the same principles but is heavily automated with preplanned routes following designated flight corridors. At Van Horn we had to telephone someone to come out from town to gas us up. Brian had him bring us some hamburgers. On takeoff we got a good luck at the semi's on I 10, as it was a hot day and we were near gross weight. The wind was coming from the south west off the mountain ridge along the Mexican border, and it seemed to be all down air. We made it through Sierra Blanca Pass at about 5,000 ft. and from there along the Rio Grande it was easier going. We followed I 10 all the way to EI Paso where we jogged around to the north to stay out of the ARSA (Airport Radar Service Area ). This took us over Fort Bliss an Armored Corps training base where such notables as David Hartill and Elvis Presley once trained. Down below flows the Rio Grande. On the south side the packed slums of Juarez. On the north, the tall buildings, freeways and Tony Lama Boot shops.

_

Turning north it's another 45 miles to Las Cruces New Mexico and we land at 16:43. It is another large airport but not busy except for alot of student flying for a school based there. There was a courtesy car available so we went into town and got a cheap motel. It had a pool so we got a swim and later some Chinese food. Later that night we heard a lot of thunder. The next morning it was raining. Calls to the FSS gave bad news. We weren't flying for a while. We checked out of that motel and found another that was a dollar cheaper. That was on Sunday. On Monday the weather looked better so we took off and flew west to about 10 miles short of Deming. There was a solid overcast over Deming and we weren't sure how far west it extended so we turned around and landed back at Las Cruces. That day we found an even cheaper motel so we moved again. We also took a drive down to Santa Theresa to visit the McGuire Aircraft Museum. A remarkable collection and they all fly. A bunch of P-51's, a C-47, P-40, Fieseler Storch, P-38 ,etc. Finally on Wednesday, Oct. 3, we took off from Las Cruces with the weather much better. After four days stuck at Las Cruces where we had been calling FSS pretty regularly for weather, we had gotten to know Margaret at the Deming FSS. She flew Taylorcrafts in Alaska while in the Air Force. Now we were talking with her again as we flew over Deming heading west. South of Deming a few miles is a hazard to navigation . It is a tethered balloon at 14,000 ft. that carries a radar antenna designed to detect smugglers coming from Mexico. It wasn't easy to see but we finally spotted it. Air traffic controllers are supposed to warn you if you get too close to it . 18

Past Deming, past Lordsburg and on to Cochise where we laned for gas, the weather remained good. The next leg put us through the Tuscon ARSA and we were under the direction of controllers. A Mexicana DC-9 was fouling things up in general with improper position reports. We got a visual on him and managed to stay clear. Bypassing Phoenix, we flew on to Gila Bend where we refueled again. From there it was westward across the Colorado River at Yuma, then to El Centro and then Imperial. There isn't much left of the Colorado by the time it gets to Mexico. Canals divert a lot of this water to agriculture in Arizona and California. We see a lot of green here. At Imperial we are in the proper landing pattern, according to the wind sock and the Unicorn advisory and we announced on the crAF (Common Traffic Advisory Frequency) which allows you to announce your position and intentions and also listen for other traffic (at airports without control towers). However on downwind we observed an Agcat taking off downwind, starting a left tum into our downwind. We extended our downwind a ways to avoid him. That and a couple other excuses I could think of, a drive-in theatre screen, poles and wires at the approach end of the runway, must have disconcerted me because it was a bouncy landing. _

We checked in at the FBO and found a pleasant fellow who said he could give us a ride into town to a motel. Then he said he had been watching the landing and proceeded to give me lots of advice on what I was doing wrong. I was a little unappreciative at this point and felt a bit tired. He asked us if we wanted to see some of his airplanes. OK, sure, so we go into the hanger, and there is a beutiful Stearman, a Grumman Widgeon, and a F4U Corsair. He said that the Corsair (2200 hp) lands just like my Taylorcraft. Well maybe in principle, but he didn't offer to let me fly his Corsair. His name is Larry Rose and he is the owner of the local Agcat business based here. We piled into his pickup for the ride to town. The next morning we called the airport Cafe to find out if they were open for breakfast. A sleepy female voice answered and she seemed a little confused but finally she said "sure, come on over, I'll fix you something". When we got to the airport Cafe we found it had been closed for a year. Never did find out who we had called. Friendly people here at Imperial!

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So now we were on our last leg to Camarillo. I called there and said we would arrive at noon (10/4/90). We took off at 09:40, flying along the west shore of the Salton Sea, a freak of nature. The local topography has been hammered and formed by earthquakes over the millenia. At one time this inland sea was denied linkage with the Sea of Cortez and the Pacific. It's surface is below the Pacific and It's salt content is much greater than the ocean mostly due to leaching out of salts from runoff over mineral fields. 19

We pass over Thermal, at the north end of Salton Sea, holder of all the heat records of California, and on to Indio, the Date capitol of the world, and thence to Bermuda Dunes. Bermuda Dunes, now that was an interesting place. Back a few years ago our Confederate Air Force Wing got a contract to fly our C-46 as a camera platform for filming of a James Bond Movie, The Living Daylights. We used Bermuda Dunes Airport as the base of operations for our C-46 and for a C-123 from a private operator. We were well paid, well fed and had a great time for a couple of weeks. Several homes were rented on the airport as operations for rigging the airplanes and cameras. Great food was available there at all times. Previous takes were shown to see if we got the shots we wanted.

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20

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The Firth of Forth railway bridge, Edinburgh Scotland

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My first CAR, 1932 Ford V8

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David Burke, my helper, on my Pepsi truck,1942

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Waco biplane at Augusta My first airplane ride, 41' 35' Chevy Maine st. Brunswick

Charlie (left) with instructor Roland Norcross (right). Augusta 1941. Super Cub

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Charlie and Bill at Bunganuc 1937

Augusta Air Show 1941 Susan.. Joan, Mary, Edwin, Charlie, Jean, David, ? , shadow-Bill

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Pop to the right with his coworker, the Scout Master.

RIO Bill McGann, Copilot Ted, Navigator-?, Pilot Glenn Peck, Engineer Bill,C-46 477864 on arrival in Burma, March 45'

Bill with Ben Filer at the 16 th Combat Cargo reunion at Virginia Beach 1990

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Bill in 477864 "Whats Your Story

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Myitkinya Burma 1945

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EL PASO

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LEGEND

Airports having Control Towers (Airport Traftic Areas) or. shown in !!!. all othen in Magenta. COMuh Airport/facility 'Directory (A/fO) for details involving airport lighting, navigation aid., and .. rvices. For additional symbol information r.f., to the (hort Uwr', Guide.

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AIRPORTS

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Other than hord,surtoced runways

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AIRPORT DATA Seaplane Base

Hord·surfoced runways 1500 ft. to 8000 ft.

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Indicates Flight ServICe

F5S""'- Station on field . Ba, indicate, Sp."al_\ NAME CT - 118.3 G TrofflC Area (See FAR 93) A TIS 123.8 285 L 72 122.95 UNICOM VFR Advsy 125.0 Airport ot entry

length

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Ha,d ",,faced "nway, 9,.at., than 8000 ft.

All recognlzoble hord·wdoced

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and frequency is other than primary (T frequency .

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- lighting available on request. part·time lighti!)g, or pilot· controlled lighting.

72 - length ot longest runway in hundteds of feet; usable length may be less. When tocility or information is locking, tt1e respedi .... choracter IS replaced by a dash. AU lighting codes refer to runway lights. Lighted runway may not be the k>ngest or lighted full length.

SerVICes - fuel available and field tended during normal working hours depicted by use of ticks around basic airport symbol. Consult A/FD for ~ervice availability at airparh with hard·surfaced runways greater than 8000 ft.

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Automatic Terminal Information Service

285 - Elevation in feet l - lighting in operation Sunset to Sunrise

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123.8 -

UNI COM - Aeronautical advisory ,tation YfR Advsy - VFR Advisory Service snown where ATIS not available

Ultralight Flight Pork Selected

Abandoned - paved having landmark value.

Control Tower (CT).- prlmory frequency See tower frequencies tabulation for hours of operahctn. IndlCate~ Common Traffic Advisory Frequencies (CTAF)

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Military 'Othe~ !han hord.$Urfoc~. All military airports are identified by abbreViatIons AFB, NAS, AAF, etc. For complete airport information consult 000 fliP.

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118.3 -

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ADDITIONAL AIRPORT INFORMATION

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NFCT -

Rotating light in operatlOn Sun~et to Sunrise.

Non Federal Control Tower

RADIO AIDS TO NAVIGATION AND COMMUNICATION BOXES VHF OMNI RANGE (VOR)

122.1R 122.6 123.6

VOR-DME

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Station (FSS). Freqs 121.5, 122.2, 2"'3.0

302. _ _

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Other facilities, i.e., Commercial Broadcast Stations, FSS Outlets· RCO, etc.

Only the controlled and reserved airspace effective below 18:000 h MSL are shown on th!~ chart. All times are local. CZ- Control Zone CI - htend~ upwards - - - - - - from the surface CZ Within which

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fi,ed-wing 'pecial

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TA- Transition Area. The limih of controlled air$pace are shown by tint bandj, (Vignette) and are color-coded in blue and magenta

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Roods

ARSA . Airport Radar

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NotIonal Security Area

Road Markers

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Parachute Jumping Area See Airport/Focillty Directory

low Altitude federal Alrwoy~ are indicated by center line.

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Elhatlon of the top above mean sea level

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above g.round Under construction or reporlt'd. PO$IIIOn and elevation unven/.ed

NOTICE: Guy wires may extend outword from structures. .".:

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MISCELLANEOUS

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Coast Guard Station

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Tnnk-water, oil or Vas

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Airspace

Mode C (See F.A.R 91.24/AIM)

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TOPOGRAPHIC INFORMATION

Group Obstruction

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frequenCIes above thin line box ore remoted to NAVAIO site. Other freqs at controlling FSS may .be oyailoble . determined by olhtud. and terrain. Consult Alfport/Fadlity Directory 'I)r complete information.

below 1000 ft AGl

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AIRPORT TRAFFIC SERVICE AND AIRSPACE INFORMATION

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