It is Labor Day week 2011. For the 40th consecutive year Galesburg Illinois, a sleepy Midwest town surrounded by cornfields is waking up to the deep rumbling sounds of round engines in the sky. It is anticipated that by midweek the grass surrounding the airport as well as the tarmac will be dotted with close to 200 Stearman biplanes. This annual weeklong event, The National Stearman Fly-In is the single largest gathering of this type of vintage airplanes in the world.

For Stearman owners, pilots, restorers and enthusiasts this week, aptly named Stearman week, is filled with a variety of activities including learning opportunities such as seminars, lunchtime fly outs, dawn patrols, flying contests, evening picnics and various other events. Best of all, participants will have a weeklong opportunity to fly, reconnect and relax with friends.

On the side of town opposite the airport there is a special group of children and adults that anticipate this week from a different point of view. These are the students, parents and staff of Nielson School. If you were to drive by this school you would notice a bright blue bulletin board inside the front windows. On this board is the unmistakable shape of the Stearman airplane emitting puffs of smoke. On those puffs are the words, “The Sky’s the Limit”. These are the words that drive the students of Nielson to reach for their dreams.

You might ask what the connection is between the Stearman and this school of children on the other side of town.
It began almost 20 years ago when one of the Nielson teachers was lamenting the fact that the children at her school rarely got to see and hear the airplanes because Nielson is so far from the airport. This teacher’s husband who is also a pilot but not a Stearman owner began making inquiries in the Stearman office to see if there was anyone who would like to fly over a school so the kids could see the airplanes. As was his nature, pilot Tom Forys, stepped up and said “Of course! Who’s going to navigate?” These words of acceptance began a relationship that has become the central focus of over 2000 young children to date.

Tom Forys was a man with the wind beneath his wings. Flying was his passion and a never-ending dream. His attention to detail was unending whether it had to do with formation flying or friendship. So, he gathered other pilot friends, including a woman pilot and flew formation passes over the school on a bright and sunny morning during Stearman week. This however was only the beginning of an extraordinary day for Nielson children. Tom did not think it was enough to just fly over the school. He felt that it would be just as important for pilots to go into the school and personally visit with the children. He wanted the students to know that pilots were just ordinary people who happened to have a dream. The idea was that if you work hard at your dream you can make it come true. The flying group and their spouses made their way on land across town to the school. At this point they unassumingly reached out to over 400 Kindergarten through fifth graders who were still reeling from what they had just seen in the skies over their playground. Now they were filled with wonder as the pilots described what it was like to actually fly up in the sky.

There were questions of every kind and sort and as each pilot left the classroom, you heard moans and sighs of sadness that their special time together was so short. As Tom left each classroom he was heard to say, “You know, the sky’s the limit and you can do anything you want if you only try”. Each year Tom’s commitment grew. The next year he took the principal up as the team flew over and had another school visit. In the following years the whole school was invited to the airport. One of the pilots from the team took a mascot with him on all of his trips and sent postcards back to the school, which were tracked on a central map for all students and visitors to see. These pilots have become mentors to a whole generation of children.

The impact of this relationship lasts all year long for the students. What you see and hear daily at Nielson School is a direct result of these Stearman pilot’s passion and commitment. The school logo is a Stearman with a circle around it and the words coined by Tom, “The Sky’s the Limit”. Friday folders, magnets, school stationary, T-shirts, sweatshirts and school bags use the same logo. The children are called Nielson Navigators and they live up to high expectations. This can do spirit that has become the theme of Nielson School and cements the teachers, students and families together as a community.

This is a wonderful, true story that hopefully will never end. However things do change over time and sadly in 2001 Tom Forys, in aviation terms “flew west” due to a medical issue. Some of those students first touched by Tom’s passion are now 25-30 years old. One young man attends the fly-in each year and makes a point to meet with Joanne; Tom’s wife just so they can speak of those memories and the impact it has had on his life. The impact will continue.

Wingman and best friend Wally Falardeau taxied into position to carry on Tom’s legacy. For the past 10 years, Wally and his team have continued to reach out to those children on the other side of town that depend on them. They are all heroes in the eyes of the children as a new school year begins. Wally arranges for classes to visit the airport in a very special way. Each classroom of students has the undivided attention of one pilot and his airplane. The questions fly at the pilot and he or she patiently answers them all. The functions of the plane are explained and the students get to see such things as how the stick makes different parts of the plane move. Excitement is thick in the air. Usually other planes are taking off or landing at some point during the airport visit and the kids scream with delight or stand with their mouths dropped. Something very special is happening here. These experiences do not come from a lesson plan put together by a teacher. They originate from the pilots and their enthusiasm for flying.

These efforts and their impact on so many folks both young and old have come simply from a person’s passion for flying. As a pilot, or an enthusiast you may not realize it but you have a lasting impact on many.

This year you have the opportunity to be a part of this grass roots effort. If you would like to join us, we are looking for pilots willing to share their flying experience with the children of Galesburg. We are looking for individuals or groups of pilots that would like to go into the elementary schools on Wednesday morning during Stearman week. About 2 1/2 hours is all that it will take and we’ll supply you with the materials to talk to the kids. The goal is to educate and motivate students and parents to share in the joy of flying by coming to the airport during the fly-in. You won’t believe how good you’ll make the children feel talking Stearmans–or how you’ll feel afterwards. The memories will last forever. To sign up now, contact Stearman pilots, Wally Falardeau at flyer472@frontier.net or Ed McKeown, gemck99@att.net.

My first Stearman , which I call the Greek Stearman, always operates at about 60º C oil temperature. A bit more on the hot days.

My other Stearman, 77744, operates at about 72º C under the same conditions.

Although the operating oil temperature is not really a problem, this discrepancy has driven me to unusual lengths to try and find out what the cause could possibly be.

I did a very thorough calibration of  the oil temperature bulbs and meters on both planes only to find that the indicated temperatures were right on the money.

At Galesburg 2003, Don Sanders of  Sanders Airmotive, gave a seminar on Stearman engines. During his seminar he pointed out that in interesting  bit of trivia was that a W-670 with a small hole in the plug on the rear of the crankshaft would run 10 to 12 degrees C HOTTER, that an identical engine without the hole.  Needless to say, I about fell off my chair. 77744 has the hole and the Greek Stearman does not.

Don went on to say that he has never been able to find documentation for the hole in any of the drawings, but all of the floating weight 7th order harmonic crankshafts have the hole, and it seems also to be in the later serial numbers of the solid crankshafts.  However, they have seen enough examples of the difference in oil temperatures, that he is sure of the cause and effect. Relationship.

The hole in the plug is the size of a #60 drill. Yes, that small.

One might ask how such a small hole could possibly make a 10 to 12 degree difference in the operating oil temperature. The answer is so obvious that I won’t bother the readers and take up article space to go over it!!

If anyone  has  had any direct experience with this phenomena, or has run across a reasonable explanation, (other than the obvious one) we would certainly be glad to hear about it.

One of the people that I asked about this in years past said that it reminded him of a similar concern with oil temperature on seven Peitenpols with Model A Ford engines. Of these seven, only one had a worrisome oil temperature problem. The others had not seen any indications of this condition..

They analyzed every possible explanation for the differences, including  engine baffling, rpm in climb and cruise, type of oil, amount of oil carried, and could find nothing of substance, that would account for the difference.

The matter was pretty much put to bed by an outside observer who pointed out that the owner with the oil temperature problem was the only one that had a plane equipped with an oil temperature gauge.

I’m sure that most of the members are aware that the official public opening of the Smithsonian National Air and Space Museum Steven F. Udvar-Hazy Center at Dulles International Airport in Washington, D.C. occurred on Monday, December 15, 2003. However, prior to its official public opening, there were several special events conducted at the new museum which allowed some people an early peek into “America’s Hangar.” One such event was a salute to Military Aviation Veterans which was held on Tuesday, December 9, 2003.

Cal Tax (SRA 3362) of Marietta, Georgia contacted me and said that he and George Pascal (SRA 3027) of Campbellsburg, Kentucky each had acquired four tickets to this event and Cal invited me to meet them at Dulles. So early Tuesday morning I flew on a pass on United Airlines to Dulles and met George and his fellow UPS pilot friend, Robert Holmes, both of whom had flown in from Louisville very, very early that morning. Shortly thereafter Cal arrived via Delta Airlines from Atlanta and we proceeded to the museum. To round out our group, Cal’s life-long family friend, Bob Edelson, flew his turbo Piper Twin Commanche to Dulles from Islip, New York and brought along his buddy, George Griffen. With our group all assembled, it was into the new facility to view the airplanes.

This special event’s ceremonies featured a presentation of the Colors by an Armed Forces Color Guard and the National Anthem performed by the USAF Band “Airmen of Note.” Following that were some welcoming remarks by General John R. Daily, USMC (Ret.), who is the Director of the NASM and also some comments by General Richard B. Myers, USAF, the Chairman of the Joint Chiefs of Staff. A delicious catered lunch was then made available to everyone present and seating was available at tables in several areas scattered around the museum among the displays. But most importantly, we had 5½ hours to roam the gigantic hangar shaped building and absorb the aura of so many great historic airplanes. The museum staff also provided complimentary tickets to the Imax Theater and at the end of the day everyone received a very nice 72 page color book describing the museum and its exhibits. All in all, it was a very impressive presentation and a day long to be remembered.

As you enter the museum the entry hallway leads you up to a mid-level area overlooking the main hangar floor. On each side there are stairways leading down to the main floor. If you take the one to the left the very first airplane you will see directly ahead as you step onto the main floor is a yellow Stearman N2S-5. What a wonderful way to begin the tour.

The Stearman on display is not a pristine award winning caliber restoration, but rather a Stearman preserved as it was when it was surplused from active military service. Regardless, it is a very nice looking airplane in original configuration. Stearman N2S-5s normally left the factory in an all silver color scheme. Often they were re-painted yellow sometime later during their naval service. The information panel displayed with the airplane provided general information about the Boeing-Stearman in military use and that this airplane was used as a trainer by the U.S. Navy at NAS Ottumwa, Iowa from 1943 through 1946. No other specific information about this particular Stearman was presented.

However, former SRA Historian, Kenneth D. Wilson of Evansville, Indiana thoroughly researched the history of this Stearman when it was on display at the NASM’s storage and restoration center located at Silver Hill, Maryland. He published an article entitled “The National Air & Space Museum’s N2S-5” in the SRA “Outfit” Newsletter, November, 1978. The following information was taken from that article.

The airplane is a Boeing-Stearman Model 75, U.S. Navy N2S-5, c/n 75-5186, BuAer no. 61064. It was among the first of the N2S-5s the U.S. Navy ordered under contract No. AC 19041. It was accepted by the U.S. Navy on December 7, 1943 and was officially delivered on December 10, 1943. It was assigned to NAS Ottumwa, Iowa and used to train cadets there until September, 1946 when it was transferred to Naval Air Training Center, Corpus Christi, Texas. While serving there, BuAer no. 61064 underwent a major reconditioning in October, 1946, which included completely recovering the airplane. Most likely the yellow paint scheme it now displays was applied at that time.

On November 30, 1946 it was transferred to Naval Air Facility Glynco, Georgia for storage. Once more on November 14, 1947 it was transferred for storage, this time to Naval Air Facility South Weymouth,

Massachusetts.

Early in January, 1949 the N2S-5 was moved to the Naval Air Material Center in Philadelphia, Pennsylvania and on January 13, 1949 it was placed in a dehumidified container for preservation. On February 28, 1950, it was removed from the container, assembled, and on April 18, 1950 flown by NAMC pilots to NAS Norfolk, Virginia. At that time, BuAer no. 61064 was stricken from U.S. Navy records and kept at NAS Norfolk until the National Air and Space Museum could properly display the airplane. In its naval service the N2S-5 accumulated a total of 729.4 flight hours.

As the day ended we all reflected on a wonderful time spent together with old Stearman friends and a couple of new friends among the treasure trove of some of the world’s greatest airplanes where our favorite Stearman bi-plane was prominently displayed in a place for all to see. Whenever you have the opportunity to visit the new NASM I think you will find it everything and more than you can ever hope and dream. It truly is “America’s Hangar.”

Massachusetts.

Early in January, 1949 the N2S-5 was moved to the Naval Air Material Center in Philadelphia, Pennsylvania and on January 13, 1949 it was placed in a dehumidified container for preservation. On February 28, 1950, it was removed from the container, assembled, and on April 18, 1950 flown by NAMC pilots to NAS Norfolk, Virginia. At that time, BuAer no. 61064 was stricken from U.S. Navy records and kept at NAS Norfolk until the National Air and Space Museum could properly display the airplane. In its naval service the N2S-5 accumulated a total of 729.4 flight hours.

As the day ended we all reflected on a wonderful time spent together with old Stearman friends and a couple of new friends among the treasure trove of some of the world’s greatest airplanes where our favorite Stearman bi-plane was prominently displayed in a place for all to see. Whenever you have the opportunity to visit the new NASM I think you will find it everything and more than you can ever hope and dream. It truly is “America’s Hangar.”

Massachusetts.

Early in January, 1949 the N2S-5 was moved to the Naval Air Material Center in Philadelphia, Pennsylvania and on January 13, 1949 it was placed in a dehumidified container for preservation. On February 28, 1950, it was removed from the container, assembled, and on April 18, 1950 flown by NAMC pilots to NAS Norfolk, Virginia. At that time, BuAer no. 61064 was stricken from U.S. Navy records and kept at NAS Norfolk until the National Air and Space Museum could properly display the airplane. In its naval service the N2S-5 accumulated a total of 729.4 flight hours.

As the day ended, we all reflected on a wonderful time spent together with old Stearman friends and a couple of new friends among the treasure trove of some of the world’s greatest airplanes where our favorite Stearman by-plane was prominently displayed in a place for all to see. Whenever you have the opportunity to visit the new NASSM I think you will find it everything and more than you can ever hope and dream. It truly is “America’s Hanger”.

1

The composite antenna manufactured by Advanced Aircraft Electronics, Inc of Ellwood City, Pa has proven to be an excellent unit for installation inside the fuselage of the Stearman.  In particular, this unit works really well with aircraft retaining the unshielded ignition systems.  It is far enough away from the engine to provide noise free operation of the radio. 

The antenna element is mounted in a flexible fiberglass base and has a conventional BNC connector for the lead to the radio.  The Manufacturer recommends that the antenna be mounted as vertical as possible for the best reception.  The Stearman will not let you put it quite vertical, but the slight angle does not seem to affect the antennas performance.

The installation of the antenna is pretty simple, though be it somewhat awkward on a covered airplane.  Start by cutting a piece of 3/16 “ plywood 45” X 2”.  Make sure the antenna and the plywood are dust free.  Apply a bead of RTV the length of the antenna and center it on the plywood.  A wallpaper roller helps push the antenna into the RTV.  Cut two sticks to use with clamps to protect the antenna and clamp the antenna to the plywood.  Let it sit for 24 hours.  Remove the clamps at that point, trim the excess RTV and you are ready to mount the unit in the fuselage

This is where it gets tuff if you installing it in a covered fuselage.  The antenna has to go to the rear of the baggage compartment bulkhead.  It fastens to the cross tubes with Adel clamps and 10-32 machine screws.  The lower tube is easy.  The upper tube is at an angle and a bracket will have to be fabricated to mate with the clamp.  Mount that to the plywood first.  At this point the lead from the radio can be hooked up and the system tested. 

Happy comm.! 

Note:  The manufactures installation manual has some good tips and detailed installation instructions and is the official source for that information.

The original Stearman Sales and Service hangar, located just east of the Kansas Aviation Museum in the Kansas Air National Guard area of McConnell Air Force Base now looks like it did in 1929. KAM volunteers, with a Boeing volunteer group and support from the Kansas Air National Guard, have repainted the 1929 lettering on this historic hangar.

Boeing volunteers made the stencils in the days prior to the painting. KAM’s Walt House and the Boeing volunteers started the painting on September 6th and worked Saturday, Sunday and Monday. KAM volunteers Charlie Gorges, Mel Schriber and Walt House finished the project on Wednesday. Throughout the four days personnel from the Kansas Air National Guard provided and operated equipment to lift the painters into position. Many thanks to KAM Board President, Ed Sykes, who brought “Koolaid” each afternoon for refreshment.

The hangar was built in early 1929 and was the first building erected on the new Wichita Municipal Airport site. Most of the Stearman Model 4 and C-3R airplanes were delivered from this location and many of them returned for fuel and service or maintenance during cross country stops.

Names of many famous pilots like Standard Oil of California’s Chaderton and cowboy movie actor Ken Maynard are written in the visitor’s log that was kept in the hangar. The hangar is now used by the Civil Air Patrol.

On Friday evening 12 September, the National Air Tour arrived at Wichita’s Jabara Airport. Ben Scott and Addison Pemberton were expecting as we had planned, to get their Stearman Model 4’s to the Stearman Hangar for a photo shoot. Due to the maze of new security fences at McConnell AFB and the pouring rain all day Saturday it did not happen. We will have to work on this some more and try to get those square tail Stearmans in for next year.

It was my very great privilege to have been invited to represent my father, Lloyd Carlton Stearman, at the December 11, 2003 opening of the National Air and Space Museum’s new Steven F. Udvar-Hazy Center at the Dulles Airport. I owe this honor to my old friend, Donald Lopez, deputy head of the NASM and a World War II (China Theater) P-40 pilot who learned to fly in a Stearman.

Those who spoke at this occasion included Vice President Cheney and Supreme Court Chief Justice Rehnquist. All the speeches were, mercifully, good, brief and to the point; A highlight of the ceremony was a prerecorded video from a space station featuring two English-speaking Russian Cosmonauts holding a model of the first Wright Brothers plane which was floating around their hands. At this point, a full-scale replica of the “first plane” slowly moved on tracks above us clear across the hall. The effect was quite dramatic.

There were a number of us “honored guests” including John Glenn; Neil Armstrong; Brigadier General Paul Tibbets, who piloted the Enola Gay; Burt Rutan who, inter alia, designed the Voyageur which, in 1986, made the first round-the-world flight without refueling; Norman Augustine, former Lockheed-Martin CEO, now Chairman of its Executive Committee, who wrote that great book Augustine’s Laws. which everyone in a management position should read; Amanda Wright Lane, great grandniece of the Wright Brothers (who never married). Chuck Yeager was also invited but couldn’t make it. I was sorry  he wasn’t there because I have always wanted to ask him if, as reported, and why, if true, he said that soloing in a Stearman was a bigger thrill than breaking the sound barrier which had to have been a very dicey and hair-raising experience.

One by one, each of us was marched up to the front and introduced. I was introduced as the son of Lloyd C. Stearman, first president of Lockheed Aircraft Corporation and designer of the Stearman primary trainer. In this latter connection, some in the past have doubted by father had much to do this plane, since it took its final form and went into production well after he had left Stearman, which was taken over by Boeing (from United Aircraft) in 1938. In the Flying Wire’s SRA predecessor, my father’s very knowledgeable old test pilot “Deed” Levy, in a well-documented article, described how the prototype of the primary trainer Boeing finally produced was essentially a modified version of the Model 6 my father designed before leaving Stearman. Deed’s article contained, for example, photos of Model 6 design features as specifically modified by engineers Harold Zipp and Jack Clark with their drawings superimposed right on the original design. The photos clearly showed that most of these changes were minimal. The NSAM, which has at its disposal a great store of aviation history documentation, came to the same conclusion.

All Stearman fans will be delighted to hear that the “Boeing-Stearman N2S5” exhibited at the Center is in an ideal location, on the floor in a central corner position.with no other planes close by. (Most of the other biplanes are suspended from the ceiling.). It is right across the aisle from the Enola Gay to which I probably owe my life. I was to be in the first wave of the first assault landing on Kyushu, November 1, 1945. Intelligence data made it clear that our chances for survival were very slim indeed. Unfortunately I couldn’t thank General Tibbets personally because he is stone deaf. I must say I have little patience with those who are upset by the Enola Gay’s presence. The atom bombs not only saved countless American lives, they no doubt also saved millions of Japanese lives.

Don Lopez told me that, before long, my father will be represented at the Center by two more aircraft: the Stearman-Hammond which he co-designed  (with Dean Hammond) and the Lockheed Electra of which he was the lead designer. In fact, he began designing it in our living room. The Electra has, of course, become best known as the plane in which Amelia Earhart disappeared in 1937. Less well known, however, is that in the next year, it was the plane in which  British Prime Minister Neville Chamberlain flew to Munich to meet with Hitler and sell out Czechoslovakia to attain “peace in our time.” The Electra was later modified to create the Hudson Bomber which the RAF quite successfully used in World War II.

I won’t take time to describe the other exhibits, that include even the giant Concorde, which by now have been well publicized, but I must note that the Center’s P-40 has Don Lopez’s old tail number. The Center is beyond impressive. It is a genuine triumph!

I would like to take this opportunity to thank all of you in the Stearman Restorers Association for keeping these great planes flying and in such impressive numbers. I keep hoping to get to some of the Stearman fly-ins, but I usually wind up relying on my sister Marilyn Carr of Kansas City, MO to represent the family at the big Galesburg Fly-in. My daughter Elisabeth: ”Betsy” Stearman of Seattle, WA tries to make it to fly-ins in the Pacific Northwest. In any case, I always read with great interest about all these great gatherings in the Stearman Flying Wire.

BIOGRAPHY

William Lloyd Stearman, PhD Executive Director, United States Naval Fire Support Association

Education

BA University of California, Berkeley

MA and PhD Graduate Institute of International Studies, University of Geneva  (Switzerland.)

Graduate, Armed Forces Staff College

Military

 World War II –Naval officer, 7^th Amphibious Force SW Pacific 1944-1945, seven assault landings; 1946 CO USS LSM 67 (then one of the Navy’s youngest ship captains). (USNR 1942-1965).

Vietnam – 1965-1967 Directed psyops against North Vietnam and its army. Saw some combat.

1972 (TDY) Surveyed the situation on the ground in Western II Corps during the 1972 “Easter Offensive” for the President (as an NSC staffer). Saw combat (the whole time).

Civilian

U.S. Foreign Service 1950-1978. Retired as a Senior U.S. Foreign Service Officer with the [flag] rank of Counselor (O-7). Overseas posts: Vienna, Berlin, Bonn and Saigon (see above). Domestic: State

Department (East Europe–USSR and Indochina); Deputy Assistant Director and Acting Assistant Director, U.S. Arms Control and Disarmament Agency. Federal Member, the President’s General Advisory Committee on Arms Control and Disarmament. NSC Staff.

The White House (NSC Staff): Indochina,1971-1976. Kissinger’s main advisor on the enemy, 1971-1973; headed the NSC Indochina Staff, Jan. 1973 to Jan. 1976; Soviet and East European affairs, 1981 to 1993.

Georgetown University Adjunct Professor of International Affairs 1977 to 1993;

Director, Russian Area Studies Program (MA and PhD program). 1980 – 1981.

Writing books presently, including one on Vietnam, “From the Rice Paddies to the White House.”

Executive Director, United States Naval Fire Support Association. The USNFSA is a not for profit (501 [c] [3]), all-volunteer (no one on a salary) public service association dedicated to the cause of ensuring adequate life-saving naval surface support (NSFS) for our soldiers and Marines. We have an affordable, highly effective NSFS solution which can be available in the near term as a bridge to future systems. We have several associates as expert non-paid consultants (e.g. naval architects) and our staunch supporters include former Secretaries of the Navy John F. Lehman Jr. and William L. Ball III as well as former Commandant and “father” of CENTCOM, General Paul X. Kelley.. Our briefings have been well received by past Chairman Bob Stump and other HASC members, later Commandant Lt. General James Jones, Navy Secretary Gordon England and others. We provide well-researched NSFS briefing material and we maintain a well-visited website (www.usnfsa.org).

Publications

The Soviet Union and the Occupation of Austria (book); Articles in: Naval Institute Proceedings, Armed Forces Journal International, Marine Corps Gazette, Defense News, Navy Times, Washington Post, New York Times, Washington Times and others. Honors: Who’s Who in America, Knight of the Holy Sepulchre (papal order)

Footnote for aviation buffs only: Son of Lloyd C. Stearman, World War I naval aviator, designed the WWII Stearman trainer, first President (and, in effect, founder) Lockheed Aircraft Corporation, National Aviation Hall of Fame.

We begin back at Galesburg, the National Stearman Fly-In in 1998 or 1999.  It was one of Galesburg’s fine mornings, blue sky, warm and very little wind.  My wife and I were wiping the bugs off our Stearman when our friend Tony Farhat drove up in his golf cart.

              Tony got out said his usual howdy’s, shook hands all around and proceeded to make a careful examination of our A75-L3 Stearman.  Stearman was pronounced as up to standards according to Tony.  This made me feel great because until this moment our Stearman hadn’t been looked at by a “real” Stearman qualified guy or by anyone with Tony’s expertise.  I asked Tony to go fly for a bit.  Wow!  He accepted my offer. 

 Great! Here I put my foot in it.  I get a check from one of the masters of these great airplanes.  I think at that time I may have still had the armstrong inertia starter installed, so I proceeded to wind it up the requisite 22 turns, jump in my seat and engage the machinery.  Our trusty Lycoming R680-B4D started nicely and off we went to warm up a bit.  I asked Tony if he wanted to make the take off, which he declined to do.  Once south of the airport, maybe over Wolford’s Farm, Tony took the stick and put Stearman through her paces. We didn’t do anything to excess, nothing to strain anything.  After maybe 20 minutes or so of fun we headed back to the field.  I asked Tony if he wanted to “demonstrate” a front seat landing for me.  Naw, he said, “You show me how it’s done.”  Well as I tried to turn into the pattern, I was unable to move the rudder pedals.  What the *#@& is going on now.  I know we didn’t break anything, so I asked Tony if he could move the rudder from the front.  Wiggle, wiggle the tail moved accordingly.  Ok Tony, you have your feet on the pedals?  “Shucks,” says Tony, I usually put my feet on the rudder pedals so a new guy won’t kill me, I forgot I’m flying with a guy who is about to demonstrate how this is supposed to be done, sorry, she’s all yours now, my feet are on the deck.  That did it for me.  I was trying too hard to impress my friend and the landing was not my usual grasser or roll-on. We touched with a bit of a bump. Not bad or dangerous, but not what I wanted either. We giggled and laughed at our flight as we taxied to parking.

When I shut down, Tony said he had new knick names for us.  He was gonna be known as “Rudder” and I was gonna be “Stick”. And so it was.  When Tony climbed down from the wing, he walked me aside and said, (all the smiles and joking expressions were now gone form his face) I want you to do a favor for me.  “Sure Tony, er Rudder, what can I do for you?” Ya know, that flight we just had was a lot of fun for both of us.

“Here’s what I want you to do and you have to promise me, ok?”  “Sure, Rudder, what is it?”  “I’m real serious about what I’m going to ask, this is no fooling or joke, right?”  Tony, what’s the favor, I asked.  All the funny expressions were gone from Tony’s face now, he was real stern and serious.

“Ok, you ready?” he asked.  “Yeah, lay it on me, Tony”…….Ok, when I die, I want you to take me, my ashes, for a ride in your Stearman and spread me out here over the grass here at Galesburg so I will always be with you guys and these great airplanes.  I almost fell over! I had never been faced with that kind of thing before and now, from Tony.   Once more, Tony said, “promise me you’ll do this for me”.  I said, “Tony, you’ll have your medical back soon and be flying one of your Stearman restorations out here before long.  “No, I kind of doubt it, but I am serious about this, so is it a deal and a promise?” 

“Tony, I’m honored, I promise I’ll do what you ask, but just don’t hurry with it, ok?’  We shook hands, hugged and went back to the events of the day.

On March 22^nd of this year, Tony “Rudder” Farhat departed his earthly life.  I was unable to attend the memorial service held at Chino Airport.  My wife and I kept in touch with Tony’s life-long friend, Dave Simon and Tony’s wife Toni. Dave related to me how he and Tony had grown up together and remained life-long friends. I told Dave of the promise I had made to Tony years ago and asked if Toni would want this to take place.  Dave and Tony’s family thought this would be a fine and fitting tribute to Tony and his love for the Stearman Aircraft and the Fly-In. It was also fitting that Dave fly with me to bid farewell.

So, at this year’s National Stearman Fly-in on Saturday, 6 September, Dave and I assisted Tony in boarding for his final flight.  We had planned this flight for a month or so we were more or less prepared. One just cannot be entirely prepared for an event such as this, no matter how much you try.  We got a formation together consisting of George Pascal (lead) John Lohmar (left wing) Wally Falardeau (#4) and Me (#3 or the missing man). We took Tony’s family along with us. Sue Triche flew with Wally and Dave Simon with me to assist with Tony’s last flight. Tony’s wife, Toni flew with George Pascal and another of Tony’s relatives flew with John Lohmar.

Around noon, we launched.  Tom Lowe did a very impressive narrative of our formation as we passed over and Dave & I along with Tony, had the smoke on and departed to the west.  Dave and I then returned from the north and as we crossed just west of the ILS shack and over the grass Stearman area bid Tony farewell.  On recommendation from Wally Falardeau, I climbed in a circle to somewhere close to 4,000 feet above where we had left Tony. On our way back to landing, I asked Dave what his feelings were.  He said Tony would have been proud, the whole flight was very professional and a fitting tribute to Tony.

So, a promise to a friend has been kept and it was my honor to do so.

Getting the castle nut started on the bolt or stud, in a place without a lot of finger access  is the first major hurdle to be faced. But finally a couple of threads catch, and with a sigh of relief, I find that I can get a socket on the nut. 

Now, torque it down, stopping a little shy of final tightness, knowing that I will have to torque just a little more to get the slots on the castle nut to line up with the hole in the bolt.

This is going smoothly, and I should be done in time for lunch.

Just before starting the nut on, I remembered to notice the orientation of the cotter-pin hole in the bolt. Not surprisingly, since I am very experienced at this sort of thing. So  leave the nut with slots lined up where I remember the hole being.

With two fingers or needle-nose pliers   reach down with the cotter pin and start jabbing it into one side of the slot.  It just won’t go in.

No problem, just take the socket and turn the nut a little one way or the other. No luck, one way or the other.

Wait a minute. Didn’t the head of the bolt turn some when I was tightening the nut.?  That would change which direction the hole points. Or did I pick up an “A” bolt without a hole.

OK, take the nut off and start all over. This time don’t let the bolt turn.

Results are about the same. Maybe I can get a small mirror down there and see if I can spot the hole through the slot.  That doesn’t work. Maybe I can shine a flashlight on one side, and enough light will come through the hole to make it easier to find.Well!  you get the idea!!

Here is a tip that makes this whole

process a lot easier and quicker.

On the end of the bolt or stud, take a marker pen and draw a line across the end that lines up exactly with the hole for the cotter pin or safety wire.

Now start the castle nut on, and torque it down.

Line slots on the castle nut up with the guide mark that you made on the end of the bolt.

Now the pin or safety wire will slip right through.

Go to lunch early!!

Ivor promised me that if we took the journey in our Stearman to Uluru to raise funds for the Australian Royal Flying Doctor Service we would follow the roads for safety sake!  If we had to come down with a forced landing then we could land on the road and get some help!

 Since it was for a good cause (the Royal Flying Doctor Service) I agreed.

When we landed at Olympic Dam, about 300 miles north of Adelaide, South Australia, to meet the others who had come all the way from Sydney, I was worried that they might not think “safety first”.  Some were not pilots.  There were 12 others and most seemed to be photographers.  Ivor and I had learned that photographers put photos first and will risk their lives getting a good shot!  So the minute we met up with the others they were ready to go out on a photo shoot before sunset – there were storm clouds brewing and the wind was getting stronger.  The pilots were all tired from flying all day but they were persuaded to go and get some photos of formation flying.  I decided instantly to stay on the ground but Ivor agreed to take one of the photographers in our Stearman!  But in the end, it was safer that they didn’t go up; the weather threatened to a point where the pilots decided to stay on the ground and do the photographing at a later stage of the trip!

So the next day we were off to Coober Pedy.  Now this stretch meant that we wouldn’t be following a road but we would be in company with other Stearmans who travelled at the same speed. So, as the saying goes, there is safety in numbers!  On hindsight, this was probably a foolish illusion because the other two Stearmans couldn’t have helped us if we were in trouble other than to mark the position on the GPS for a rescue attempt.

IVOR’S comment:  “The country between Olympic Dam and Coober makes the Lunar surface look positively attractive!

From the Coober Pedy airport we flew over the town and then we looked for the road to follow.  No one knew for sure where

the road was so we chose the compass heading and followed that (a safe strategy?).  Now this is where I started to pout.  Ivor promised we would follow the road for safety sake!  So, when it was my turn to take the stick and do the flying, I headed towards the road until I found it.  I then followed it to our next stop.  Now you can just imagine what kind of words were exchanged to get my way, but I got it.  When we landed the photographers came over to ask us how we enjoyed our last leg of the journey.  I just replied, “It’s not a good time to ask us that question”.  My motto (and reputation) from then on became “safety first”.

IVOR’S comment:  See earlier comment re Lunar surface!

When we reached Uluru the Stearman pilots flew near the Rock in loose formation, but in our excitement to look at the rock we lost sight of each other!  “What happened to the comfort of safety in numbers,” I thought.  I was glad when we had our feet on the ground at Ayers Rock airport. 

The next day the formation flight around Uluru was well planned and it all went very well – I was really happy about that.  When I saw the photos, I was even happier – fantastic!!!  Ivor and I both think that that experience was a definite “one-off”!  Very special indeed!  BEAUTIFUL! EXCITING! UNIQUE!

But the trip was not over at Uluru.  We headed towards Alice, low flying through Palm Valley, which probably was more frightening for the other two Stearman pilots than for Ivor and me because we had done it before and on this occasion we were with company, so all was familiar and comfortable.

It was on the way home from Alice that safety became the issue once again.  When we landed at Kulgera the winds became gusting and strong.  And it was hot!  The Stearmans had been staying together and following the road so we were as safe as we could be in these desolate areas. 

But the next scheduled stop (Cadney Park) had only one strip running north and south which meant that we would have to do a cross wind landing.  The way the winds were blowing, it meant that we would exceed the limitations of the Stearmans if we landed at Cadney.  So what were we to do?  Here were our choices:

• Wait until later that day when the winds might shift in a more favourable direction (but then risk a cross wind take off)
• Land at the next scheduled stop (Coober Pedy) where there was a choice of runways in all four directions.

The disadvantages of waiting for the wind to shift or drop were that the winds might not behave and then we would be grounded and separated from the rest of the group who were flying in the support planes.  That meant they had all our heavy gear which we needed for staying overnight!  There were no hotels at Kulgera, just a petrol station.

The disadvantages of going to Coober Pedy included flying 3 hours in a direct route (to ensure that we had enough fuel) and this meant – NOT FOLLOWING THE ROAD!!!   Now this was where I had to let the majority rule.  The safest way had to be chosen but things could go wrong – like the winds could shift to head winds and then we wouldn’t have enough fuel to make it to Coober Pedy and we wouldn’t have a road to land near.  I think I was the unhappiest of all when we finally made the decision – it was – stop following the road and go direct to Coober Pedy across “no man’s land”, or if we are to be politically correct, “no person’s land”.

IVOR’S comment:  See earlier comment re Lunar surface!

Now this was when things started to get hairy.  It was hot and bumpy and thermals were everywhere.  One minute we were flying at 3000 feet and the next minute we are at 2000 feet!!    Trying to get height was an ongoing struggle.  Height was important – it was cooler higher up – and the oil was running hot – we wanted the oil to stay at cooler temperatures for safety sake!  Also cooler temperatures were important for leaning the fuel – engines don’t like to be leaned when they are hot – and we needed to lean the fuel to have sufficient to get to Coober.

So, in all of our efforts to climb, the Stearmans lost sight of each other and lost radio contact with each other.  So Ivor and I were out in the middle of Australia, miles away from any kind of landing strip, civilisation, shelter, water, food, or even Royal Flying Doctors!!!  I wasn’t a happy little vegemite.  This was exactly what I didn’t want.  Nothing looked safe to me. 

Flying to Coober Pedy was probably the longest 3 hours I have had in my life.  It was all arid, rocky land we were flying over.  I kept looking for salt pans to land on, in case of engine failure; but they were few and really far between.  Even if we had landed on one of those salt pans, and we were safe from injury, it would have been hours before we would have been found (if ever) and then it would have been sooooooooooooo hot (40 degrees Celceous and up) – dehydration was a real possibility.

IVOR’S comment:  See earlier comment re Lunar surface!

Ivor and I were working every inch of this leg, checking with the GPS, the map, the time, the compass, the oil temperature, the heading, the airspeed, the oil pressure, the altimeter and especially the fuel gauge.

When Coober Pedy came in sight it was like seeing safety in colour!  We were so happy to see everyone else in safety as well. 

When we finally got home (safe and sound) I thought of the comedy show called Kath and Kym.  I could see myself as Kath and Ivor as Kym, saying –  “Look at me, look at me, look at me -  I just have one word to say – SAFETY”.

IVOR’S comment:  Piece of cake.  No worries.

MARY’s last comment:  He’s soooooooo Australian!

Post Script
by John Tabone

 We are all back safely  from our trip to the Outback – see website www.bridge2uluru.com . It was a magic trip. My head is still in  the clouds. I met wonderfull people and the flying was unreal. It was a lot of flying – one day we were in the air for over 8 hours. It was hot on the ground and the only way we could get altitude was to find a thermal.

   John “twobones” Tabone SRA 3535  …my aboriginal name… the luckiest Stearman pilot in the world!!!  Well depending how you look at it….

Roy writes:

Well how did this all start?

What would make normal “city” folk that had an interest in old aeroplanes suddenly up and go to travel 3000 nautical miles or approximately 6000 kilometers over 8 days at a theoretically poor time of the year.  This is an equivalent in Europe of flying from London to Moscow and back or in the USA of traveling across the USA and having some miles in reserve.

Two sons of an American Bishop, Orville and Wilbur Wright had 100 years ago on the 17^th of December coaxed a powered box kite into the air at Kittyhawk in the Carolinas. In the ensuing 100 years  Australia after it’s initial contribution by Lawrence Hargraves had contributed many famous aviators such as Harry Hawker, Bert Hinkler, Percival, the Smith Brothers, Kingsford-Smith, and many to numerous to mention. There is one very interesting Australian aviation character though not a pilot or designer did something that was quite unique. He used the aeroplane for a purpose which conflicted with the almost purely military role it had enjoyed up until the late 1920’s. Apart for record breaking and limited passenger work the aeroplane was searching for a serious niche until John Flynn created the Flying Doctor organization in Australia as an offshoot of the Australian Inland Mission.

Flying For Flynn

John Flynn was an ordained Presbyterian minister who had a burning wish to help the country folk of the “outback” in Australia. He was of Northern Irish and Scots origin and he took up the idea of an airman Clifford Peel who wrote an article for Flynn’s “Inlander” magazine entitled “A young Australian’s vision, Aeroplanes for the Inland” in 1917. Unfortunately Clifford was killed in France before the article appeared and this was when Flynn’s famous quote “If you start an idea, nothing can stop it” surfaced when he wrote to Clifford’s family. 

The essence of the success of the Flying Doctor is the concept of the “Mantel of Safety” that is at the core of the organization and there are current parallels. Real fear abounded at that time in the fear of sickness and injury. In our 21^st century our fears can be amplified by insurance companies trying to sell more of their product, lawyers selling the fear of legal action as their service and Governments promulgating community fears in order that they are re-elected. The Flying Doctor organization exists to remove the fear of illness and injury to the remote areas and is an example of true insurance rather than the narrow view of monetary compensation.

Four Boeing Stearman bi-planes and a De Havilland 89a Dragon Rapide assisted by a more modern Piper Dakota embarked on a trip of 3000 nautical miles or 6000 kilometers in order to celebrate 75 years of the Royal Flying  Doctor Society in the year of the “Bishop’s Boys” centenary.

The folk with the Stearmans had come together at Camden airport and discussed the idea

John writes:

To cut a long story short – Amanda, my fiancé decided to do a community project and after watching the video “The Great Waldo Pepper” starring Robert Redford, suggested that we “barnstorm” to Uluru and raise money for some charity.

A friend of Amanda’s, Tracey, suggest the charity should be the Royal Flying Doctor Service. We raised this with the Peter Anderson, George Nicholas, Ivor Paech, Mary Wagner, all Stearman owners and Bruce Willan owner of a Piper Dakota. They all embraced the idea and the Bridge to Uluru Air Safari 2003 was born. Via contacts, we got a Canadian documentary film makers, a team of two (Jane Gurr and David Stambrook from Ottawa, to join us on the trip.

Roy writes:

They had contacted other Stearman owners and Ivor Paech and Mary Wagner from South Australia planned to join en route. John Tabone contacted the Antique Aeroplane Association and the Dragon Rapide joined in from that source. There was a lot of e-mailing, talking on the telephone and the plan was hatched. Journalists were invited and a safety briefing evening arranged. The journalists did not attend and this was the start of a potential problem. There was a weight issue and one turned up with 25kgs of gear. She lasted one day before volunteering to leave at Mungo Lodge. 

John writes:

The journey was scheduled to take 8 days. From the Sydney Harbour Bridge to Uluru and then to Alice Springs and then back to Sydney. We had to do 1000 kilometers per day to make Uluru in 3 days. 

Day One: Sydney -> Temora -> Hay -> Mildura -> Mungo Lake (484 nautical miles)

Roy writes:

Friday the 7^th was the pack the aeroplane day and home early for a start at dawn. Saturday was to start with a flight over Sydney harbour with the ABC helicopter and a commercial channel helicopter. None of this eventuated as the helicopters went unserviceable and the weather was inclement. We took off at the appointed time with the aeroplane loaded to it’s maximum and west of Camden ran into the first of our problems. It is always difficult to get out of the Sydney basin and the cloud was on the ground the whole way through the margins of the Blue Mountains. Two aeroplanes got through to Temora and three returned to Camden. We waited a few hours and tried again and this time got through to beautiful weather on the western slopes.

John writes:

Yes! the weather was inclement to say the least – low blue black stratocumulus – luckily, no wind. I lead the three ship formation of Stearmans from Camden and turned west for the Outback. We were heavily loaded (baggage and survival gear) and only climbed at 100 to 200 fpm through the bleak morning which looked like it was going to rain any minute. Looking up I could see patches of blue here and there peeking through the stratocumulus which was at 4000’. I couldn’t help wondering if we would ever get up there due to our weight. We circled up and up. I could see George and Peter behind me as we struggled like lumbering bombers of WW2 trying to gain altitude. We ascended through some wispy dark stratocumulus at 2000’ into clear above, but below that the thicker stuff above. George decided to abort and returned to Camden. Peter and I continued to circle under a blue patch of sky. It wasn’t long and we were above the scattered stratocumulus and both of us turned to the hinterland. The clouds quickly thinned out the further west we traveled.

Roy writes:

We refueled at Temora and then with difficulty at Hay. The fuel bowser was broken but bush engineering saved the day with a combination of the ubiquitous fencing wire and American screwdriver. Then on to Mildura and a meeting with the local press and on to Mungo Lodge close to dark.

The first real problem arrived with the favoured runway as far as the wind was concerned was directly into the sun. We made an approach but went round again due to lack of vision on late finals. The second time was no better and even after leaning out of the quarter side vision window to wipe any contamination away there was no improvement. The landing was extremely difficult with it being filmed from both inside and outside the aeroplane. The De Havilland undercarriage stood up to a seven bounce landing and a screaming photographer who inside the aeroplane dropped the camera. She picked up the camera after we stopped but was then able to film us using the “Second Aid Kit”, that is to say the four glasses and the bottle of port. In these conditions pilots are the closest people to God, even closer than H.S.C. students! 

At Mungo Lodge we had a terrific evening meal and breakfast the following day and filled up from 44 gallon fuel drums. One of the Stearmans on take-off had the fuel selector moved to “between” and the engine quit just after take off.  The safety checks were made and the engine picked up again just prior to a scrub landing. 

John writes:

Ah yes! That was me! and I scared the living daylights out of myself and Amanda. At about 40 feet (a couple of telephone poles high) the engine spluttered and stopped and we were now gliding – or rather falling as you guys know,  a Stearman doesn’t glide real well. I looked over the side and saw, maybe, 20 metres of runway left, and then scrub, boulders, tree stumps, etc. Oh oh! I am about to own a Stearman project!!  Amanda was screaming, and we were descending fast. I did a quick check inside and saw the fuel selector in the “off” position. I turned it on and about 5 seconds later and 6 feet from the ground the engine spluttered and restarted and smoothly accelerated to full throttle rpm as we climbed out in ground affect. 

I still can’t figure out how the fuel valve got in the “off” position. When Amanda , my fiance, and I started it was “on” as I can’t prime the engine with it in the “off” position. Well! You know how the story goes, when one is in a rush, up till midnight refueling out of jerry cans after a long day flying the previous day (6 hours). The other Stearman pilot blew us full of dust and I was trying to avoid that happening again, the Rapide radioed that he is overheating so I began my takeoff roll without my customary last cockpit check. The Canadians were filming from the side of the runway so I held the nose down until I was abeam them and gently lifted off  with lots of speed….this probably saved me… . We were heavily loaded with fuel, extra oil 6 litres. MMO  oil 1.8 gals , 2 gals  of water, clothes, spares and food as we were now in  designated remote country.   I had my tent hanging from under the cross tube in front of the front cockpit panel and this may have shifted and caused the fuel to be switched off…  I will have a closer look next time I am at the airport… There was a swing to the left on take off as the

tail came up and I corrected with right rudder  a bit too much ….so maybe the tent swung under the front panel .. I don’t think so… 7 seconds later the engine cut?  I have some experimenting to do………. and figure it was just poor airmanship on my part, not doing my final takeoff check as I was being rushed.. anyway…. I learnt a good lesson and everytime I watch the video I realize how stupid and lucky I was .. We weren’t high at all..maybe 50 feet..    Amanda was also filming at the time and unfortunately stopped when the engine stopped.

I don’t remember much. But I remember  looking  over the  right side to see how much runway was left….. Not a lot!!! maybe 20 metres ?? …  Then there was small scrub and some larger trees  at the end …. I don’t consciously remember pushing the stick forward, but was thinking of sideslipping it  in for a quick landing .  I lifted off with plenty airspeed (65knts  as I wanted to lift off abeam the cameras and so held her down)…but I still don’t know how close to the stall I was.. I looked at the airspeed and was holding it on 50knots – a bit low I thought at the time .. and this is where I get scared. We would have hit hard ,  possibly damaging the undercarriage and then into the trees .I remembered my vital actions -  checked  switches and the saw the fuel was in the  ” off “  position. I switched it on and by this time we were near the scrub at the end of the runway, about 4 feet up  without any good ideas when the engine restarted and we managed to climb out…phew! I also  remember Amanda screaming all the way down.   She still loves me!!!  As the engine restarted the right wing dropped and I am still trying to figure out why? or was she about to stall and drop a wing?

PS. Mungo Lake has been dry for 50,000 years.

Day 2 was underway:  Mungo Lake->Broken Hill-> Leigh Creek-> Olympic Dam-> Coober Pedy (529 nautical miles)

Roy writes:

On to Broken Hill.

At Broken Hill the RFDS group were so welcoming we felt at home and we then went on to Leigh Creek and Olympic Dam were we met Ivor Peach and Mary Wagner in their Stearman from South Australia. We had planned to overnight at Coober Pedy but it was too late to travel and the airport manager offered us his spare house. You cannot meet better people than those of the “inland”.

John writes:

We flew over these huge salt lakes, (approx 100 kilometers long by 50 kilometers wide) one of which is Lake Frome. I descended for a closer look. It felt like I was flying over a frozen landscape, except for the air temperature of 30 degrees we could have been. I was cruising at 70 knots and Amanda was filming. I went a bit lower and lower and figured this to be the biggest airfield I have ever seen. It looked a bit soft and I revised my opinion of a big airfield – more a bog under that white crust

“What about a touch and go I thought? I inched lower and could see little ridges of white crust sticking up. It was pure white. I inched lower some more and now it became a white blur. I felt the tail rise slightly as the wheels made contact and I hauled back on the stick and looked back as we climbed up to see two black 20 meter long tire marks marking my diamond treads. It was soft under that white crust. Slow down and you are stuck”. Yahoo! I have left my mark on Lake Frome probably to stay there until the next rains next century”.

We slowly ascended to find cooler air and to gain height as we were approaching the Flinders ranges. They are small compared to North American mountains and only reach a height of 3600 feet. The salt lake is almost at sea level. As we inched upward I wondered if we would get high enough to clear them. We hit a thermal and we went up at 1500fpm. I circled and reached 6500 feet. It got cold and we slipped our jackets on. After 2 hours, with a sore butt and bursting bladder we landed at Olympic Dam. It was hot again and quickly struggled out of our jackets. Everyone wanted to know if I was fooling around when we left Mungo Lake. I assured them I was not. I guess Amanda was now stuck with me as no one wanted to swop and fly any other legs with me. Hoboy! Make one mistake – tarred for life. In the shed at the petrol bowser, I saw some photos of a pair of Cessnas stuck in the salt lake. Yep! Soft allright! For obvious reasons I did not point out the photos to Amanda.

Day 3: Olympic Dam-> Coober Pedy-> Cadney Homestead-> Kulger Railhead -> Ayers Rock (Uluru) (558 nautical miles)

Roy writes:

Refueling again and on to Coober Pedy and then to Cadney Homestead were the airstrip is beside the road and the hospitality great. Refueling and off to Ayers Rock and some appalling turbulence. The aeroplane would move from thermals of 2000 feet climb to 1000 foot descent, but we had an overall tailwind. Willie willies moved across the desert floor and it was a bit of a gymkhana to avoid them. As we approached the Rock of course the radio failed and so a non-radio approach to the Rock. A successful landing and then to wait for the other aeroplane, one of which mistook another mountain for the Rock and flew away into the wilderness for a period until he observed an incongruity between observed and expected.

Ayers Rock Resort is a beautiful place but quite expensive. It is owned by a management company and is in a monopoly position. It can therefore dictate costs and with the aspirations of the local aboriginal folk there will be a conflict at some time when the 2 sources of greed, aboriginal and management, find that tourists no longer wish to pay their rates and they cut into each others territory. There is a potential for great disharmony there and at some time the Government will have to take an unpopular decision with regard to one or the other. We had a lay day there and recovered from the previous three days.

John writes:

By now the ground below us had turned to red colour. Ah yes! We were flying over the driest continent in the world. I had more oil than water aboard and was wondering whether I was playing it safe or foolish. The Continental continued to rumble up front. I kept leaning the mixture as we ascended, the engine missed, and I had Amanda’s attention. All okay I assured her in the review mirror! 1750 rpm, ground speed 80 knots, butt becoming sore. Arrived Coober Pedy, slight crosswind, but we were so heavy and came in fast like a 747. It was hot- 40 C. This is an Opal mining town and about as close as one will get to the Wild West in modern times. The townsfolk live in caves, came out and inspected the three Stearmans and Rapide and asked us to buzz the school on our way out. It is cooler to live underground than above ground. The landscape looked as desolate as the moon. We buzzed the school and Ivor and Mary went to find the road north, just in case. We were now being bounced around real bad and the only way to get height was to find a thermal and there were plenty. My desire to own a boat one day when I am rich evaporated quickly as we felt like a small boat in a rough ocean. I now added nausea to my list of discomforts.

Finally found one and yanked into a hard bank and a few minutes later we were up at 5000 feet. It was nice and cool, but I was still feeling nauseas and the circling did not help. I don’t know how glider pilots can do this continuous circling or buzzards or vultures for that mater. I had lost sight of the other Stearmans and called them up to check on their positions. Everyone reported in. My oil temperature was at 60C. I was glad I changed to Phillips 25w-60. They were running at 70C.

We landed at Cadney Homestead and Amanda bought us each a fly net that one wears over your head to keep the flies from crawling up one nostrils or in one ears and mouth. Yep! This is the Aussie Outback.  I was tired and my butt was sore. At least, I wasn’t nauseas anymore. Boy! It was hot, real hot, hot and sticky!

After some water, fuel and the mandatory “empty the bladder routine” on one of the facilities – a parched salt bush, we saddled up for Kulgera Railhead, 127 nm away. It is basically a roadhouse/pub on the main north south road. There is a small dirt strip at 90 degrees to the road and the wind favoured the strip. So we landed on the strip and walked to the roadhouse to buy some fuel and get something to eat. We were getting excited. Finally the  last leg to our final destination – the ROCK,  and the comfort of a 5 star resort for two nights.  The good folks of Kulgera came out with a pickup truck with fuel in 44 gallon drums. Interesting method of measuring fuel delivered. Each stroke of the manual pump is 1 litre.

The final leg was bumpy to begin with. Airspeed was steady at 70 knots, rpm 1750 and it was a cool 25C. The conditions eased and in the distance we could make out the ROCK on the horizon. It is huge. Ivor asked me to lead us in, as his radio was playing up. I decided to fly past the ROCK and allow George to take some pictures with the Stearmans in the foreground and the ROCK in the background. The Australian newspaper photographer was riding with George and a photo of my bird made the middle pages of the paper the next day. 

Day 5: Uluru -> Kings Creek -> Alice Springs (180 nautical miles)

Roy writes:

Alice Springs is a terrific town and it is becoming a round-a-bout capital. Our radio did not like the hot and high environment and as such the term “carked” was applicable. We could still receive but not transmit but got our hands on a hand held in the intervening time. We were communicado. One of the sponsors had arranged a reception in the town so we and the RFDS personnel were feted royally.

Now a thing about these RFDS personnel , they are vocational people and do this job from the noblest of motives. They are not just for the remote people but for all that find themselves in the remote areas. They have an increasing number of tourists to deal with and as the numbers of retired people and back packers travel the area they are being called to increasing road traffic accidents involving non-locals. If you ever travel or think of traveling in a remote area thank the RFDS for their “Mantel of Safety”, as it is the only thing available there. 

We had a discussion one night about the support for this organization and the key points were that though the Government perhaps should give greater monies to the RFDS they on no account should be allowed any control. In other countries there are similar organizations but these can be militarily based or totally Government controlled. They are not half as effective as our RFDS. Mark Twain said that “No ones life , liberty or property was safe whilst the legislature was in session” and we all said “Ain’t that the truth”.

John writes:

Departed Uluru at the crack of dawn- a short hop  to Alice Springs (180 nm). Ivor and Mary were going to show us Palm Canyon where the movie Kangeroo Jack was filmed. Jane, from Canada was going to fly with me. She was ready with her huge Sony PD150 video cam. The photographer was with George and we were going to pass over some salt lakes and she wanted some pictures.

“We briefed for our low level mission – to get some pics at zero feet on the bed of the salt lake. Ivor was nominated leader and we scrambled to our waiting aircraft and saddled up. It was long and we were over a salt lake and tallyho we descended in formation and leveled out in ground affect. Unfortunately the lake wasn’t pure white, nonetheless there were now 6 birds on formation. Three actual birds and three shadows. I trimmed slightly back, so should I get distracted we would go up.   The edge of the lake was fast approaching. I felt like I was flying a fast kerosene burner. The others broke formation and ascended as we screamed over the edge. Jane was filming and I kept the nose down and aimed for a break in the dunes at the edge. Whoa! We flashed through and banked hard right, the bottom wingtip vortices kicking up dust as we followed the trough of the sand dune. Then leveled out  and up and over into the next gully evading enemy radar and a whole bunch of stunted trees. Now this is the way to fly a Stearman – nape of the earth”.

“The country side is spectacular and got some great pics along the lake bottom. Then Ivor lead us into Palm Canyon. We zigged and zagged through the canyon. My feet were kept busy for the first time in days as I played with the rudder pedals to coordinate my turns, hauling back the stick to climb over some trees and then unloading and zooming down to a few feet above the dry river bed trying to follow it exactly. It wasn’t long and we were out, over flat country. Back to straight and level, the sore butt and bladder that were momentarily forgotten kicked in”.

The three Stearmans refueled from drums at Kings Creek and took time out to chat with that station hands. Called Jackeroos (guys) and Jillaroos (girls). Some of the Jillaroos were real attractive, or so I thought,  and were keen on a joyride. However, we had to get to Alice Springs by noon as we had a reception committee of media and local TV     waiting for us. It is controlled airspace and adjacent to the Pine Gap US communications facility. The controllers were delighted to have three small Boeings to vector in and gave us priority. After all the itsy bitsy dirt strips that we landed on, the tar runway appeared huge and I couldn’t decided which end to land on. Finally picked a spot nearest a taxi way and plonked in. I felt like a real airline pilot taxing my Boeing behind a Qantas 737 and could see the curious passengers looking out their small windows. We were marshaled and parked in front of the Royal Flying Doctors Hanger. There was a sizeable crowd and I felt like a celebrity. Once the interviews were done, we headed off to a motel to clean up for the cocktail party at the RFDS headquarters.

Day 6: Alice Springs –> Kulgera Railhead -> Cadney Homestead-> Coober Pedy (330 nautical miles)

Roy writes:

On leaving Alice Springs we passed over the grave of the Reverend and Mrs. Flynn. The Stearmans flew a missing man formation and the Rapide a slow and low pass whilst Primrose read from Isaiah 35 which included “The wilderness and the wasteland shall be glad for them , and the desert shall rejoice and blossom as the rose.” It goes on to say “Strengthen the weak hands and make firm the feeble knees. Say to those who are fearful hearted, Be strong”.  Now Flynn in placing the “Mantle of Safety” was banishing fear and that made this event an emotional one. Interestingly the grave had a spherical stone on it originally but an aboriginal tribe wished it’s return to it’s origin for a reason explicable to themselves. However another tribe replaced this with a similar stone and in doing so was widely honoured.

Away from Alice Springs and direct to Cadney Homestead. The wind again favoured us and allowed us to get there with an hour of fuel still left. We perhaps could have reached Coober Pedy but we kept it safe. The landing was eventful with a fluctuating wind which changed on touch down to a quartering tail wind. Now this is very significant in that if your landing speed is say 65 knots and you land into wind at 20 knots you actually touch down at 45 knots. If however the wind changes when you are committed to land to 20 knots from the tail then you actually are landing at 85 knots. This is about twice as fast and prone therefore to a ground loop in a tail wheel aircraft.  The best description about landing a tail wheel aircraft is to imagine reversing with a trailer at these speeds and if the wind shifts it will develop a wonky wheel like a shopping trolley. A ground loop means that the aeroplane starts to spin around on it’s wheels and can go over on it’s wing and damage the wing.

Cadney was at 42 celsius and we had difficulty accelerating in the thin high air. But we got off and then to Coober Pedy were we stayed in an underground motel and visited the Catacomb Church a non-denominational place of worship.

This ecumenical church echoes Flynn’s own account that he  “The A.I.M. Superintendent was baptized by a Methodist Minister; most of his “church” attendance under an Anglican roof; and if he had been loyal in his work it was due to in great part a devoted Roman Catholic grandmother ; that being found in a Presbyterian regeme may be ascribed by some to be an accident, by others to the perserverance of the saints, one of whom crossed from Scotland to Killarney long years ago / Are we not all interlocked by sacred ties of blood and faith, which should make us proud of one another’s achievements.”

John writes:

I led the formation of three Stearmans out of Alice Springs for the flyover of John Flynn’s grave.  We paid tribute to the great man in the early dawn and probably woke up a few people as well. Stayed clear of Pine Gap incase we were fired upon and turned south to follow the Stuart highway and retrace our steps back to Sydney.

“We were following the Stuart Highway south at about 200 feet agl. Now for some serious fun. Ivor and I were looking for potential targets and it wasn’t long we had our quarry in sight. A 4X4 vehicle traveling in the same direction as us. Ivor peeled off for his “strafing” run and lined up behind the 4X4. If the driver had looked in his review mirror he would have seen 7 cylinder radial engine bearing down on him.  I was behind Ivor and slightly to one side to avoid his wake turbulence. Ivor came on the radio, “dadadadad” and zoomed over the 4X4. I am sure the driver hardly had a chance to recover his heart beat when I “zoomed” him as well. Ivor had a “kill”.

I climbed to find more “enemy” and came across a white Toyota Prado. I peeled in on attack, but had to break it off as there was oncoming traffic –“AAA flak was too heavy”. Once clear, I resumed my “attack”.  My navigator in front was saying something about growing up and that this is dangerous. I am sure Ivor’s navigator was also complaining. Yep! The “fighter pilots” are in trouble!.  I rolled in and lined up for a deflection shot. Airspeed was now at 85 knots and rpm was close to redline. The scrub flashed past either wing as we were just a few feet above the blacktop. The Toyota wasn’t getting bigger. It was getting smaller as it pulled away.  I broke off the “attack”, some what miffed. He must have seen me coming and as there are no speed limits in the Northern Territory, he just accelerated away. I have a new respect for these new Toyotas. My navigator wasn’t sympathetic and I was wondering how much a 450 costs”.

Cadney Homestead came into view and we could see the Dragon Rapide on the ground. The wind had come up and was blowing at 30 knots across the runway. My bladder said “land”. But since I nearly converted my bird into a project already I wasn’t keen to try again. I checked my fuel gauge and didn’t like what I saw. I was also now sorry I wasted fuel “shooting” up tourists. The other two Stearmans also felt the risk wasn’t worth it and collectively we decided to push on to Coober Pedy.  We over flew Cadney and slowly climbed. I leaned the mixture and kept the RPM exactly on 1750 rpm. I did not enjoy this leg as I watched the fuel gauge drop. I even forgot about the ache in my butt and the pressure in my bladder – 3 hours – the longest leg of the trip.  Luckily we had a slight tail wind, otherwise, the only other option is too land on the highway and siphon fuel from our victims that we attacked earlier on. Now that would have been poetic justice. 

We checked in to the neatest underground hotel and had a great dinner in an underground restaurant with best underground food. The French mademoiselle who owned the hotel, said we were lucky we came today as the weekly road train had arrived with supplies.

Day 7: Coober Pedy- > Olympic  Dam-> Leigh Creek-> Broken Hill (400 nautical miles)

Roy writes:

Then to Olympic Dam and Leigh Creek where Ivor and Mary left for South Australia. 

We were under strict instructions to attend an afternoon tea at the RFDS hanger at Broken Hill on our return. On the way we had been delayed arriving at Broken hill and our welcoming committee had gone home, but now the most magnificent country tea with all the delicate morsels that one could tempt the Queen with were provided by the ladies of the support committee. These are more elderly ladies but I am sure they have considerable influence in the Silver City. Actually in a way it is a true democracy as these ladies with their children and grandchildren plus extended family will report the feelings of the area more expertly and with greater accuracy than any opinion poll. We all salute these ladies and wish them well and great health to continue their great work!

Saturday morning on the return we were hoping to reach Orange, but 2 problems cropped up. The Rapide developed a fuel leak which was spotted when doing a thorough pre-flight check. After a bit of work we resolved this as it was a fuel line in a difficult place that had loosened off. Secondly we had planned to go to Cobar to refuel but a sixth sense made us check if fuel was available. Would you believe he had sold out!

So re-planning to Ivanhoe where the local garage was able to bring out a couple of 44 gallon drums of fuel. This is very interesting in that older engines were designed to accept 70 octane non leaded fuels and as such 80 octane unleaded is good for them. Old engines are ecologically better, isn’t that a strange claim?  Motor fuel may vaporize at higher altitudes but staying low can resolve this in part.

At any rate we got to Orange and attended a dinner to honour the four Hazelton brothers who are Australian aviation icons.

We really took over the dinner a bit and put on a video of the Stearmans over Ayers Rock and the Rapide doing a 7 bounce landing. This amused the dinners too much for the Rapide crew. Australia verses the “All blacks” interrupted the dinner a bit I must admit but the next morning we escaped to Sydney for a one hour flight home.  In this the weather started to turn foul as we neared Sydney, well what do you expect!

John writes:

The countryside below us took on a brown patchwork quilt of farms which progressively got greener. Peter Anderson flew up in his Stearman to meet us in Orange and it took him over 2 hours for the 90 nm trip. Huge storms were coming and we all departed post haste with a 40 knot tailwind, that literally blew us over the Blue Mountains, only 7 miles from home base. The mountains really looked more dark blue than I have ever seen them. Probably just mirroring the dark sky. The sky was angry with dark stratocumulonimbus and cumulonimbus   with streaks of white overhead. One could see the line of  the front as it was approaching. It is the first time I have seen lenticular clouds over the Blue Mountains. I nosed over and the airspeed hovered around 100 knots. The controls were stiff and the flying wires were whisteling. It was going to be close and I was determined to make it and not get caught so close to home and after coming such a long way.  Did a beauty of a three pointer and pushed into the hanger as the first squall arrived.

I was glad I was back on the ground and my bird was chocked and parked in her spot in the hanger. She didn’t miss a beat.

Ah! flying doesn’t get better than this, especially when you are riding in a Boeing Stearman and with other two wing aficionados. 

DH 89a Rapide Statistics VH-UTU 3234 Nautical Miles traveled; 32.5 hours of flight time; 770 gallons of fuel used or 3500 litres of fuel; 15 gallons of oil used; 21 landings and take offs.

Stearman 220 W670 Statistics VH-LSJ; 3234 Nautical Miles traveled; 42.5 hours flight time; 578 US gals, 2200 litres of fuel; 8 litres of oil  good eh!; 22 landings and takeoffs

The weather except for the Sydney basin was good with remarkably tail winds varying from 3 Knots to 25 Knots.

The next trip is being planned for September 2005. So stay tuned. Pictures cane be seen on the following websites;

www.bridge2uluru.com

www.newsphotos.com.au  search for “Stearman” or “Uluru”