T-34 ASSOCIATION, INC, Charles H. Nogle President P.O. Box 1618 Champaign, IL61820 217-356-3063

Travis Edwards Vice President 102N.Leadbetter Ashland, VA 23005 804-798-4643

James H. Nogle Editor, Sec.,Tres. 1606ALyndhurst Savoy, IL 61874 217-359-7990

Julie Clark Membership Chairman 3114 Boeing Rd. Cameron Pk, CA 95682 415-846-7971

Ken Williamson Merchandise Sales 1246 E. College Ave. State College, PA 16801 814-237-2581

A t the time of this writing, we are working hard to get this Newletter formatted, printed, and mailed prior to everyone's departure for Oshkosh. In my haste, however, I don't want to lorget to thank Al Sozio, Joe Howell, Ed Lovejoy, Bob Livingston (Sr.), and Fred Jones for their contributions to this letter.

Contributions such as these are the backbone of the Newsletter and we really need to hear from more of you. Please send us a paragraph or two, a page ortwo, or more about your airplane, restoration, operating tips, maintenance suggestions, etc. and be sure to include any photos that you can spare. If they are your only copies, let me know and I'll be sure to get them back to you. The more contributions we have and the wider their variety the better the Newsletter and the more frequently you will receive it.

Incidentally, you may wish to know that all submitted photos that we can keep, are entered into our almost

nsterous collection of T-34 photos. We always take these to the T-34 fly-ins that we attend and the

^^Kee ^Bno

collection is always a big hit. If you want to see a variety of paint schemes and instrument panels, be sure and go through our collection.

In this issue President Charlie Nogle reports on the Fon du Lac Warbird motel situation, our new formation manual, our Silver Hill/Air Force Museum trip, and recent T-34 mishaps; Joe Howell reports on the Sun 'n Fun event and our planned fly-in at Gatlinburg, TN this coming October; Al Sozio sent us NTSB report on a T-34B accident of a year ago in Maryland, Ed Lovejoy reports on our Spring Gatlinburg fly-in, Bob Livingston (Sr.) v^/rites in about T-34 activities at TICO, Florida; and Fred Jones reports on a west coast T-34 event in Chelan, Washington and tells of his recent T-34A restoration with details onhislFR panel.

We also have a "letters to the editor section" in this issue and a report on our Board election. I hope you like the letter. We'll start off, as usual, with Charlie Nogle's report:

From President. Charlie Noalg: Every time Oshkosh comes up for discussion between airplane types the subject of rooms comes in for heated conversation. Unfortunately, these conversations are getting more heated all the time, as the demand for rooms grows every year while the supply of rooms stays almost constant. I get dozens of calls each year from T-34 members desperate to find rooms, and it is a rare occasion that I can do any good for them.

This year things are going to be extremely tight at the Fon du Lac Holiday Inn, and a number of T-34 people are going to be spread all over the area, plus a lot of the regulars from past years will probably stay home because of this lack of rooms. Other than for a very few members, tents don't seem to be what everyone wants in the way of accomodations. The Holiday Inn at Fon du Lac gives the Warbirds 115 rooms, and this number hasn1 changed over the last ten years, while in the same time the Warbird membership has tripled.

Another big change this year is the Chairperson handling Warbird room allocations and assignments. Jo Hauger has been doing this thankless job for as long as I can remember, but this year it will be done by Charlotte Harrison, and with new people come new ideas and there will be new criteria and policy developed with regard to the Fon du Lac Holiday Inn room reservations. Charlotte is doing her best to take care of everyone but it is impossible to make the available rooms meet the demand.

So, why am I carrying on about a subject that everyone knows is impossible, -- a subject like the weather, that everyone talks about but cannot change? I think we should take control of our own destiny with regard to Oshkosh accomodations. HereiswhatI propose, and it is up to you the membership, to put it into action should you be in favor.

(This proposal is for 1987 and beyond -- sorry there is no help forthisyear.)

The Dartmoor Motor Inn is located across the interstate from the Fon du Lac airport, 1/2 mile north of the Holiday Inn, and 1/2 mile closer to Oshkosh. I have reserved 40 rooms for the T-34 members of Warbirds for 1987 and into the future if it works out. The location is close enough to the Holiday that we can make all the events held there with no trouble, and we can operate our own van service to the Holiday and to Oshkosh.

The motel is privately owned and operated, has an excellent pool, food service, and dial telephones in all rooms. 1986 room rates are $32.65 for a single and $43.55 for a double, tax included. A slightly higher rate applies to rooms adjacent to the pool. I hope everyone that makes it to Oshkosh this year will stop by the Dartmoor and check out their facilities. If you do, let them know who you are and that you will possibly be a guest there next year with the T-34/WB group.

I have discussed with Charlotte Harrison the fact that the T-34 group might like to have one room on the first floor, near the WB hospitality suite for meeting, changing clothes, message center, etc. She says "No problem." If this concept is going to work, we will have to support it with room reservations. Like the saying goes "use it or lose it". 40 rooms may be too many, but we have the potential for nnore T-34 aircraft joining our fleet over the next few years. Our membership is growing rapidly and in a couple of years we will probably want more rooms.

To do this new program justice, we will need a reservation chairperson to carry out the coordination between the Dartmoor Motel, the Warbirds, and our membership. Anyone selected to serve in this capacity will be given the responsibility and all the support needed to make it work. If you are timid and can't take pressure, maybe this job is not for you. Do we have any volunteers? Please?!

DARTMOOR MOTOR INN Gazebo Restaurant & Lounge

Fond du Lac, Wisconsin 414-922-6030

Formation flying has become a big thing in the T-34 Association, but it is not for everybody. However, aside benefit has been to bring recognition to everyone associated with the T-34, whether they are formation rated or not. And this has added to the resale value of our airplanes as well.

The three major things creating this recognition have been the massed formation flights that we have put together at Oshkosh, our innovative formation qualification program and shoulder patch, plus our very own formation manual.

To other warbird oriented organizations, our formation manual has created a great deal of interest and we have been getting many requests from outside organizations and individuals for copies of the manual. During the past few months we have had requests from Warbirds of America and the Valient Air Command for quantities of our manual. We have orders now for 500 manuals, and we expect more to follow.

Since our stock is insufficient to meet demand, we have gone into our second printing and have made some major revisions including a new cover and the addition of a tear-out formation briefing guide and patch qualification report. As you know, our old manual was pretty much T-34 specific. Our new version is, shall we say, warbird generic. Lou Drendel did his usual excellent art work to create a more generic cover, showing a formation of four made up with a T-34 leading a flight with a P-51, T-28, and T-6 filling thewingman positions.

Both the Valient Air Command and the Warbirds of America are adopting the publication as their "official formation manual" (as we

have) and this is stated on the inside cover. All three organizations will offer these for sale to their members and to the public.

The manual highlights our Association and our wingman/leader patch qualification program. We feel that in this day of insurance problems and FAA restrictions that we are making a serious statement toward safety by sharing our manual with other organizations and individuals. We hope that this will shed a good light on our organization and our membership. The manuals will be at Oshkosh and TICO before August 1 st, 1986 thanks to the efforts of Lou Drendel and Jim Nogle.

Tfie T-34 crowd at the Silver Hi l l Paul Garber facility. Too many people to list names. School bus courtesy of our Washington, D.C. host and coordinator, Mike Murray.

Continental 0-470-13A Engine donated to the Air Force Museum by Charlie Nogle in the name of the T-34 Association. The engine will be on display next to the T-34A which is currently under restoration in the AF Museum shops.

Report on Silver Hill & A.F. Museum Trip The trip was well attended, with 33 people taking part. This was designed to be a weatherproof event, relying on the airlines if the weatherturnedsour. And it was a good thing only two T-34s were able to make it to Dayton due to a huge area of severe thunderstorms, rain, and low ceilings. Our other attendees arrived by airline, cars, vans, and private jet.

The Piedmont part of the adventure went without a hitch as everything went as advertised. We did learn a lot atx)ut group fares and how they work and we will do this a little differently next time - however, even this went well. We were a little worried, at times, though, that we were going to lose money on the air fares as they had to be paid up front two weeks in advance with certified funds.

The Washington segment went great, thanks to the efforts of Mike Murray, who had our transportation needs beautifully taken care of in the form of a school bus, and a handy and tasty box lunch that was enjoyed by all on the lawn of the Paul Garber Facility at Silver Hill, MD.

Our guides at Silver Hill were outstanding. They split our group in half, due to its size, and Dick Baumgandnerand Butch Foley each did a super job of letting us do our thing, answering many questions, and volunteering much information about the treasures stored there.

We had time also to do the downtown DC Air and Space Museum. Unfortunately, we did not come close to covering everything of interest, but that leaves a reason to go back some day.

The Dayton segment went very well also, due to the efforts of Wendell Ledbetter, of the USAF Museum. Wendell went to DC with us on Friday and then spent his Saturday (day off) giving us the run of the restoration facilities at the USAF Museum.

We spent our time going over the T-34 restoration project, plus a one and only AT-9, the Douglas C-54 Sacred Cow, which was FDR's plane during WWII, and other projects. We also toured the museum and the annex.

Our facilities at the Dayton Airport Motel worked fine for us and our thanks to the fine people there. By late Saturday afternoon, I was completely bushed. I don't think I have ever been so tired as I was that night. In retrospect, we could have handled as many as 40 people, but that would be max. If there is interest for such a trip again, I would be happy to organize it, especially after the new USAF Museum opens next year.

Mishaps: Now for so me not too pleasant news about T-34s having mishaps, fortunately without injuries, but some substantial damage resulting. There were three accidents in May and June, all with at least some insurance coverage.

First was a problem that Greg Fieberhad at Minneapolis, when his nose gearfailed. Greg was aware of the problem and made a sod landing which he feels minimized the damage.

Greg had full TV and newspaper coverage of the event, as he burned off fuel for over an hour before putting it down. Even the traffic helicopter got into the act of reporting the problem and its outcome.

Greg had a new prop and engine with just 23 hours total time. The prop was ruined and the engine had to be taken apart for inspection, plus the usual nose geardoors and nose bowl. Greg marshalled all of his forces and has his 34 back in the air with no visible indications of the problem. The accident was caused by a broken rod end on the fon^/ard nose gear retract rod. The rod end was brand new and whether it broke from defect or other causes is not known at this time-

In June, Gary Allen, on landing roll out, had a main and a nose gear collapse under him. Gary found himself headed off the runway at a sharp angle, with nothing that he could do about it. This happened in Tennessee but it was about 100 miles from his home field. He had the plane stiff legged down for a ferry flight back home to Nashville.

His prop was wasted and his engine is being torn down now for inspection, plus most of the parts in the gear system are bent or broken. We will try to find out the cause of his gear failure and pass it along.

A much more serious accident happened to a T-34A (225hp). This information is second hand so it is not specific. However, it is reported that while flying in the Houston, TX area, on a flight home from a paint shop, the T-34 had an engine failure. The cause was masking paper which was clogging the carb air intake duct.

In the ensuing forced landing, the pilot (unknown) landing with the gear down on an oil well access road, travelled through a cattle guard, doing substantial damage, totalling the wings and landing gear, etc. Reportedly, the pilot was not seriously hurt. We will update this one in the next newsletter.

Best Regards, Charlie Nogle

As announced in our last Newsletter, the T-34 Association has 'A' model T-34 manuals for sale. These are complete 4 volume sets just like the originals. In fact they are exact copies of the originals including colorwhere there was color. They are 3 hole punched and are ready for insertion into your own binder. Each of the 4 volumes is individually wrapped in plastic.

The four volumes are 1) Flight Manual; 2) Maintenance Manual; 3) Structural Repair Manual; 4) Illustrated Parts Manual.

We printed these manuals as a service to our organization because they were almost impossible to find. Recently, one source was selling them for $75 per volume ($300 per set)!

Our Merchandising Officer, Ken Williamson, is still selling them to Association members at the introductory price of only $100 for a complete set. We are able to sell at this low price because we had over 100 manual sets printed and we need to get our inventory down to a manageable level. The price will soon be going up to at least $125 per set (still a bargain).

To place your order, send your check made payable to The T-34 Association. Incto:

Ken Williamson Honda T-34 Merch. Sales 1246 E. College Ave. State College, PA 16801

or contact Ken during business hours at 814-237-2581.

Chile: The most recent information from South America is that the Chilean T-34s are still there, at least most of them. Six have reportedly been sold to Uruguay. The Chilean government is still waiting for the T-34's replacement. Someday, these aircraft will make it to the States let's just hope that it is soon.

Philippines: These airplanes are already starting to show up in the U.S. as we reported in our last issue of the Newsletter. Mike Bogue (Power Pak) and Max Hoffman have Fuji built T-34As and more will be coming to the States soon. The top two photos to the right are aircraft currently sitting in the Philippines.

The six aircraft in the photos appear to be complete including nose gear doors, props, engines, panels and instruments, and even gun sights in at least one.

We hope to be able to report in detail on these aircraft in our next newsletter.

Australia: A Fugi built T-34 project has been traded around down under. We have heard from at least 3 different owners of this one aircraft. From what we understand the airplane is far from being complete and the distance between the parts sources in the States and Australia is proving to be quite a barrier. Bottom right is a recent photo of the aircraft sitting in Australia. A previous owner indicated that after completion, the airplane's use would be severely restricted by the Australian aviation agency. We wish these people the best of luck with their project.

T-34 A, N12262: Recently restored by owner Fred Jones.

Fred Jones, of Seattle, WA sent us the following articles and pictures. Fred's contribution on his instrument panel is just what this newsletter needs more of. Thanks, Fred.

"Enclosed is a picture of N12262, now completely restored and repainted, and also a picture of my revised panel. It took a lot of time, effort, and sweat to get everything to work here and required the addition of two inches to the bottom of the panel.

As you can see, I have added new radios, ADF, DME, Apollo 612B Loran, and Audio Selector Panel. The voice activated intercom, transponder and EGT are located in a panel on the right side.

I still have a 3 inch cutout for future use filled by a dummy gauge under the manifold pressure gauge. There is also additional space under the rate of climb and ADF. This space will probably receive a fuel flow meter or engine analyzer.

My intent was to make an IFR installation and it includes an HSI and dual glide slopes. If you will note on the left panel above the throttle, breakers were added for all of the new radio installations, a radio master for all of the radios, a selector switch for the DME, and a test switch for the ELT. Also added is a mike switch on the stick.

The picture of the airplane was taken on a trip to Yuma, Arizona in late November or early December.

As another article for the newsletter, I would like to report that we had a second fly-in at Chelan, Washington on the 6th, 7th, & 8th of September, 1965. The weather was not the usual perfect fail composure, but there was still plenty of flying, siteseeing, eating, and visiting.

A boat trip and some dancing and giggling was enjoyed by all but McWhorter who needs to go to bed when the cattle do.

Some people were unable to make it because of weather, but those who did were Don Alderson and Joyce Mills (Midget & Muldoon), Dick Tews and his lady, Mike and Nancy Sukosky, Kris Cox, Dick and Betty McWhorter, Dale & Gerri Hawkins, and yours truly and wife Julie.

The Salmon barbecue at Dale and Gerri Hawkins home was well received and I'm told the salmon was excellent. There wasn't any left anyway.

We are looking forward to the fly-in at Trinity Lake, California sponsored this year by Dick Tews in September."

Very Truly Yours, Fred Jones

Fred Jones' recently completed IFR panel in his T-34A.

BOARD OF DIRECTORS ELECnON RESULTS:

i-,

MAINTENANCE

If you will remember, we enclosed a ballot in our last newsletter for the election (or re-election) of 3 Board members. Dan Blackwell, Bob Farrell, and Ken Williamson were up for re-election to the Board for a three year term. As we had no one else running against them, we provided space on the ballot for write-ins.

We received 61 ballots in the mail and the totals work out to Ken Williamson 61, Dan Blackwell 60, and Bob Farrell 59 and we had one write in vote for Forrest Molberg. (Sorry Joe Howell, we didn't count Larry, Moe, and Curly as write-ins).

Even though the election was pretty much a formality from the very start, we very much appreciate the good response. As you will read elsewhere in this newsletter, we also received some very kind comments with regard to these Board members. Their efforts and contributions have not been overlooked! Next year3 more positions on our Board will be up for election.

FOR SALE

225 HP 0-470 fuel injected engine and propeiiorfromT-34B. 225 hours TT since OH. Engine is in good condition and is currently powering N4944C. Itwill be available in Jan.'87 for a paltry $7,450. Call Gene Martin at 312-420-0329 for a demonstration.

225 HP 0-470 Runout. Engine is at Nogle & Black Aviation, Tuscola Airport, Tuscola, Illinois. For information, contact Dick Plavan, 714-728-3285.

With ecic'i Newsletter we • iclude • I'tcntoce ' .section pi'iuiui bep.araieiy for u a 3 imig;;: :; b l iK l tT . Wi th this issue VM.' r;re pjiiuin^ S ^ ' t v ^ c e Bulletins^ 7,8, and 9.

ha

ou are

. A.s we have been mentioning in previous newsletters, we printed^and distributed, first, those bulletins, iristnictions, and letters that dtcJt with topics of ongoffig concelrh to T-34 operators. As of two or three issues: ago, cojTipleted this first group of the Bcechcraft p^ylication^ and we are now distributing those bulletins that concern r . commended changes or alterations that sliould have, and prribably have been, already made to yoiir T-34.; are reprin^ng them because they still offer insight and history-on the 1-34, and tlie only sure way to know i f ypur aiip" me has had these recommended changes made is to 5 )ecillcally iiisncc: ii. We wi l l tonr i . l je to ;)riii7 these

vbulletins, letters, an 1 mstructionij unul scrir- --omplete. So be sure to keep Im saving ycvTS in a protective binder. Wc have over 35 more to g : !

Service Bul le t in*?, Apn'l l954concems niark ingof the nose gear tow turn liniits.

Semce Bulletin #8, May 1954 deals with the rework of the front left console interconnecdng parifcl. The purpose is to add a bracket to increase and maintain sufficient clearance between the console interconnecting panel and the aft attaching bolt on the left rudder pedal;. interconnecting shaft.

Service Bulletin #9ii June 1954 is about M inspection and/or rework of fuel t a ^ inner line to pi"event possible fuel cell leakage.

Note: Many of the Beechcrafc service bulletins, letters, and instructions specifically designate T-34s with export serial numbers only. This does not in any way mean that it doesn't affect your airplane. Some of these publications were printed strictly as a service to their foreign customers. Similar changes to U.S. aircraft were handled in a different manner, via USAF and Navy tech. orders.

Tico '86 Report by Bob Livingston (Sr.)

The, Valient Air Command held its annual warbird show at Titusville, Florida (near the Kennedy Space Center) on March 7,8, & 9th. The weather was pleasant with temperatures in the 50's at night and 78 in the afternoon.

The T-34 Association was represented by myself, my son Bob II, Bob Mahanor, Joe Schulte, Connie Weiffenbach, Emile Mohout, Jon Stephenson, and Dave Marco. Eight T-34s flew two diamonds in close trail with the last three aircraft in the second diamond trailing smoke.

I was informed that we looked very good by those on the ground. TV stations must have shared their view, because the formation was shown on TV stations in Orlando and Daytona. The T-34S received a warm welcome as we taxied by the show audience in the usual close staggered formations the T-34s are known for.

VIP guests this year were members of the "Doolittle Raiders" which surprised the Japanese Empire during World War 11 with their historic carrier take-off and bombing of Tokyo with 16 B-25 Mitchell bombers. Walt Troyer, the sfxiw announcer of Oshkosh fame, also showed up to help out by providing his special touch of announcing to the show audience.

The day after the show, Bill Noriega, who was show "Boss", called me at home to compliment the T-34 group for the performance at the show. He said that the T-34s are a well disciplined group of pilots and can provide any task which is given to them during the show without question. This is often required many times during this type of airshow. Well done gentlemen!

FORMATION FLIGHT ^^ '"

NEW FORMATION MANUAL COVER BY LOU DRENDEL

. ,1986 FALL GATLINBVRG 7-34 FLV-IN I OCTOBER 9, JO, 11, & .

! :

We are planning the Fall "color Smoky Mountain T-34 get together back at Gatlinburg the weekend of Octobers, 10,11, & 12. Travis Edwards and I have been getting on this, as we are closest.

We are getting to know people in the area and were invited to cocktails, etc. on our last trip. We need to find some activities for the wives, but I am going to work on this heavily between now and October.

The place to call for resen/ations is the Mize Motel, operated by a Mr. Bill Cropley. Their phone number is 615-453-4684 and mail will reach them at 804 Parkway, Sevien/ille, TN 37862. Rates are $48.50 per night with a 3 day minimum or $58.50 per night otherwise.

We have checked and this is the best deal around. The Gatlinburg area is an extremely popular tourist area and this is their peak season and this motel will be full every night, whether we are there or not, so be sure to get your reservations in.

Fly in, drive in, hike in if you have to but be sure to be there. This is a really neat area and you are sure to have a great time. There will be a lot of flying but we can arrange for just about anything else from horseback riding to sky diving - just give me a call and give me your suggestions. Other activities are sure to include dancing and a cocktail party at the mayor's house. The weather is going to work for us this time, lam personally guaranteeing it. Sincerely, Joe Howell

Ed: Joe is very serious about planning activities to please everyone and his enthusiasm is strong enough to even get away with his weather guarantee. If you are considering the trip, please do give Joe a call, l-le would love to hear your ideas. You can reach him at 803-288-5827.

BROKEN WINGS

Al Sozio submitted this accident report from the NTSB. The pilot was killed in this crash. Although we don't like to dwell on the negative, but as Al points out, perhaps we can learn from the mistakes of others.

"Jim, attached is the final report on the T-34 crash at the Taunton, Mass. Airport a couple of years ago. Pay special attention to the causes. Unfortunately for the pilot, the fuel starvation occurred at a critical point, but given enough room he could have possibly made an on field landing if he hadn't allowed the plane to get into a stall at least he didn't have to spin in at a low altitude. Anyway, there is a lesson in it for us all and maybe the fuel systems should be checked for loose connections. Al Sozio"

The actual NTSB form submitted by Al is too space consuming to reprint in actual form, but below is the important data that it contains:

Date of accident: 5/22/84 A/C Reg: N812Z Place: Taunton, MA Time: 7:40 am EDT Accident occurred during landing. 1 Fatality (rear seat not occupied) Aircraft: Beech D45 (B model) with 0-470-4(3) engine (225 hp) Weather: excellent, no factor Pilot In Command: age 51, 289 total time, 4 hours in make & model. Ratings: Private - S.E. Land, Instrument Airplane

Narrative from NTSB report: "N812Z crashed in a wooded area about one mile southeast of the Taunton Municipal Airport. Witnesses in the area observed the acft. priorto the crash. One witness saw what appeared to be yellow smoke coming from the bottom of the acft. Some of the witnesses heard the acft. eng. stop running and then start one or more times prior to the acft. descending rapidly and spinning before the sound of the impact.

Investigation revealed that the pilot was inbound to the airport for the purpose of taking his commercial check ride. A postmortem examination of the pit. did not reveal any pre-existing disease that would have affected the pit's performance. Examination of the acft. revealed that the fuel control inlet line "B" nut was loose about 1.5 turns from fingertight. A test on a similiar unit using same size fittings showed a leakage rate of 67 g/hr at inlet pressure of 21 psig."

Probable Cause: "The National Transp. Safety Board determines that the probable causes of the accident are 1) fuel system, fuel control loose; 2) maintenance, annual inspection - inadequate; 3) airspeed not maintained by the pilot in command.

.sS' Sun*n Fun Report

' from Joe Hdwell

Jim, If the fact anyone didn't make Sun •n Fun was TOO MUCH Sun & Fun, they were right. Beautiful weather and good times were sure in the air this year.

You will get briefed on who did what by some of our members but two things stood out. One was the upside down landing of the Pitts (with wheels on top) after his aerobatic routine, and the aerobatic formation put on by two Swifts. A story of one of our newest member-owners, Gary Allen, bears telling.

Gary not only will go down in T-34 history as leading a 3 plane formation directly above McDill AFB's active runway at 800ft fearlessly with six F-16s stretched out on the deck just landing, but the two he cut out didn't scare him either. When asked by approach control who told him to be where he was, he calmly replied "the man". Well the man was not Pres. Reagan, but Danny Blackwell at the briefing. So, if this is true, you can see how well he follows "Banshee One". He also feels he shoukj skip the wingman's patch and go directly to Follow Leader Patch. I for one will sign his card.

1 asked his good friend, John Baugh, why he introduced him to the T-34s and not the P-51 s - the reply was that we should train him with airplanes that have training wheels first. Thanks John!!

Now you all see what we are up against for the Memorial Day weekend Gatlinburgtrip. You see, Gary also owns a Swift (and the Swift people are gathering just a short flight away at Athens, GAon Merrrarial Day Weekend). When he and Danny Blackwell get together forthe annual "Swift Jumping" we may be led by a Swift with a T-34 Leader patch.

Anyway, I hope you all make it to Tennessee forthe Wild East Show. Hope there are no AF bases close!

Dr. Dawq (Joe Howell, D.V.M.)

OSHKOSH Our T-34 flying this year will include the large formations again. Beginning with a formation arrival at Oshkosh on Friday before showtime, formation passes on Saturday during show time, and formation passes again on Sunday. One of these passes will be made up of "NAVY" T-34s to commemorate the Navy's 75th anniversary. If qualified and if your T-34 is painted in Navy colors, you can fly in this prestigious Warbird event.

We are asking all T-34 pilots, via this newsletter, to be at Fon-du-

Lac on Wednesday, July 30th in the morning for the first briefing and practice. Early arrivals on Tuesday (29th) will meet at the Fon du Lac Holiday Inn at High Noon for lunch and free ice Tea. Formation checkouts, practice, acro-instruction, and lots of fun flying will be the order of the afternoon.

We should have at least 6 formation check pilots available at Fon du Lac and Oshkosh for instruction and checkouts. Look forthese check pilots: Lou Drendel, Bob Farrell, Dan Blackwell, Ken Williamson, Travis Edwards, and Ed Lovejoy.

In the past 3 years the T-34 formation flights have been called "outstanding" by just about everyone at Oshkosh. We are also gaining a much deserved, I think, national recognition. Other formation groups are now looking toward us for leadership. With our continued effort and goodwill, we can supply this leadership for as long as we want.

We hope to have 27+ T-34s in formation this year, so we need everyone's participation.

See you at Fon du Lac, Red Dog One (Ed Lovejoy)

(Warbird Ar r i va l Procedures on page 12)

T-34 MAINTENANCE FORUM:

The Warbirds this year have organized a series o f o f maintenance forums for T-34, T-6, T-28, and P-51 aircraft. The T-34 seminar w i l l be held at Warbi rd Headquarters at 9:30 a.m. on Saturday moming.

These seminars are designed to be an open exchange o f information, maintenance tips, operating procedures, parts sources, etc.. Accordingly, please come prepared wi th your suggestions and questions.

Charlie and Jud Nogle w i l l be moderating the T-34 seminar. They wiU be speaking on w ing f i t t ing corrosion, the landing gear systems, and part manufacturing. Most ly , however, the fo rum w i l l be "show and tel l" and question & answer. Br ing your corroded parts, your maintenance puzzles, and most o f al l your solutions.

GATLINBURG SPRING '86 by Ed Lovejoy

The weather was marginal VFR but the report was for improvement as the day went on, so we departed from Pittsburgh anticipating a good Memorial Day weekend. Two hours later, plus 20 minutes extra for being lost, we arrived at Gatlinburg, TN with the sun shining. I was starting to have good thoughts for weathermen. We all commented later, as we looked at all the stars and bright full moon, "Tomorrow is going to be just great!"

By 11 a.m. the next morning it was zero, zero. Afternoon brought improvement to a dull and hazy VFR with on and off rain. This type of weather continued throughout the weekend.

Our spirits started to fade as cancellations came in. The motel manager pulled the plug on the free coffee pot. We did get to fly everyday and most had a good time, however. 9 T-34s, one T-28, and an Aerocoupe were on the ramp Thursday through Sunday.

On Saturday we found a lost Swift pilot wandering around on the ramp. Forrest Molberg is what I believe he said his name was ~ probably an alias. Our squadron of 9 T-34s promptly escorted him back to his home base at Athens, TN. Upon arriving there he managed to break loose and shot up one of ourT-34s piloted by Emile and Becky Mohout. We quickly recaptured him, however, before he did any further damage.

While we were trying to hold him in the middle of the "PA Diamond" we noticed many (about 7 to 1) unfriendlies coming up to meet us and at about the same time I watched our captive immelman up and away. Breathtaking when you watch the pull up in your mirror.

We decided right about then that we were all hungry (scared) so we broke to land and enjoyed the lunch and all the Swifts. I overheard someone say laterthat afterour hosts found out we were nice people that we could go as long as we didn't get too pushy again.

10

On Saturday evening we were treated to T-34 and T-28 acrobatics and an outside Bar-B-Qof ribsandchici<en. After a late breakfast on Sunday, we all decided to go home. At last report, Red Dog and Mrs. Red Dog were the only crew to fly home VFR.

Those in attendance at Gatiinburg were:

Bob & Ann Russell, Emile & Becky Mohout, Dean & Betty Spencer, Travis Edwards, Ken Williamson and son, Dan & Chris Blackwell, Bill Cherwin, Joe Howell, Reed Garrison in the T-28, Forrest Molberg, and Ed & Joann Lovejoy.

Red Dog One (Ed Lovejoy)

LETTERS TO THE EDITOR

On our mail-in ballot, we asked for comments and suggestions regarding our Association and our newsletter. It's only fairthat we share them with you. Therefore, we are treating them as anonymous letters to the editor and all comments and suggestions that were received are listed below and in no particular order. Some referto our newsletter, some to the Board members, and some are suggestions for the Board. Where applicable, your editor's reply is printed:

-"Keeps getting better all of the time." -"Excellent!" -"Excellent Newsletter!" -"T-34s are taxiing too close together (no military aircraft taxi that close). I do not want a prop spinning just a few feet from my tail and insurance is going up! We can keep a one aircraft length between." Ed.: I'll pass this comment along to our formation committee - if anyone has any thoughts that you would like to discuss directly with them, please contact Lou Drendet, BobFarrell, or Ed Lovejoy.

-"After reading each candidate's short resume, all 1 can say is 'wow' we are fortunate to have such qualified dedication. I move the nominations be closed and unanimously elected. You are doing a great job with the club."

-"We need a question-answer section to the newsletter similar to the Bonanza Society (Norm Colvin's Corner)." Ed.: I agree, and we have tried to implement this before, but we received so few questions it didn t work. We have been trying to ans wer questions that we receive personally rather than through the newsletter, as by the time the next newsletter is out it is usually too late to be of much help. We'll start to keep a list of these questions and print them, with answers when possible, so please send us your questions.

-"I see that in N.L #44 that you are having manuals reprinted for the T-34 A. The T-34 B is pretty popular too. Would you be having manuals printed forthatalso? If so, I'lltakeaset." Ed: Although our B model fleet is rapidly growing in size, there are far more A models in civilian hands than B models and A model manuals are just about Impossible to locate. One source was recently selling them at $300per set. By printing them in quantity we are able to sella complete set for only $125. Unfortunately, as of yet, there isn t enough demand to do the same with B manuals.

-"How about a fly-in a little closer to the west coast for a tighter bond of the Association. I know it's a big country and hard to please everyone, but it's worth a try." Ed: Couldn't agree more. as reported elsewhere in this letter by Fred Jones, a group of T-34ers had their second annual fly-in in September at Chelan, Washington. We attempted a fly-in in Prescott, Arizona a year or two ago, but mother nature did a weather number on the event and the turnout was practically nil. We need an enthusiastic west coaster who will organize the event. the Assoc. will gladly cover the promotional costs.

-"I enjoy reading the Newsletter and receiving the maintenance info. Keep up the good work."

-"The newsletter format is excellent! Your dedication and hard work is sure appreciated." Ed: Thanksl

-"The Ass'n is strong & the members are interested parties. Charlie Nogle isthekey behind the Ass'n. I think the Board members are doing an outstanding job."

-"Association is super!" -"Best Newsletter yet. Jim, you are doing a super job." -"You are doing an excellent job. Keep up the good work." -"I'm a new member, but Assoc. seems to be best I've ever been in. Keep up the good work. I'm glad & proud to be a member."

-"Delighted you got such qualified volunteers for the Board! Continue to be amazed at the job you do with the newsletter - excellent! Sorry I havent been able to join the group at more fly-ins - my loss!"

-"Those few Assoc. members I know are fine ladies & gents (and flight crews). Great work James & Gay le on the Newsletter. The Board should get better acquainted with the Man (or Woman) for better fly-in weather."

-"Publish an appeal forthe membership to contribute more articles and photographs - have them get involved in their Association."

-"You do a good job for limited dues." -"The Newsletter looks great. Very professional." -"More regional or local fly-ins." -"You are all doing a great job. Keep up the good work." -"Have only been a member for 1 month. So far great!" -"Doing a great job."

--"Difficult as it is, a few more newsletters per year would be beneficial to all members. The new format is excellent!" Ed. I agree about the need for more newsletters more contrhutions will mean more newsletters.

11

(Letters Cont.)

"If possible, the Newsletter should be sent out on a regular schedule with closing dates for contributions." Ed: I really wish we could.....two major problems though. First deadfme or not, contributions come in too slow. (Begging and pleading and prodding phone calls hardly seem to help.) And second, the running of the Association (accounting, billing, newsletter writing, mailing, etc.) is done strictly on a spare time basis. Understand that no Board member or officer has ever been paid for their time or work. By necessity, T-34 business comes after that of my profession. As my business is rarely confined to regular hours, it would be nearly impossible to meet my own deadlines.

-"! think it would be Interesting to have a story ortwo by guys that have restored their own aircraft. Not everybody can afford a Parks restoration - some of us work for a living." Ed.: We have some very talented and dedicated craftsmen in our membership. The quality of some restorations, performed by the owners themselves, in their spare time, is truly amazing. An article, or better yet, a series of articles written by one of these guys for our Newsletter would be a dream come true to this editor. I know our membership couldnt possibly appreciate anything more. How about it Dan, Jay, Graves, Travis, Neil, Greg, Julie and all you other guys with self restored flying museum pieces?

From the Editor: We probably should have run a "letters to the editor" section before and you can count on more of it in the future. Hopefully, some of the comments and responses above will generate more mail in my mailbox.

At this time, on behalf of my wife, Gayle, and myself, I would like to express a heart felt thank you for all of the kind comments and words of support with regard to the newsletter. Although I've never really acknowledged so in the newsletter before, Gayle desen/es the Webster's Dictionary award for meticulously proofing these newsletters before each printing.

Jim Nogle, Newsletter Editor, Sec-Tres

INSURANCE " - by; Xjl&n Travels

The two basic ingredients to your aircraft insurance policy are the hull coverage and the liability coverage. If the value of your T-34 has increased, you might consider raising the value of your insurance policy. Try not to insure your $90,000 aircraft for $35,000 as this creates problems in the event of a claim (even a partial claim). Also watch out for your passenger liability coverage. If you have a limit of $100,000 on your passenger seat, try to reduce your exposure by not carrying passengers or by cutting down on the number of passengers carried. The $1 million coverage including your passenger is available today. You might call us if you want this coverage.

Glen Travers

Insurance is an important topic for all aircraft owners, and we try to address it in some way in each issue of this newsletter. Glen has helped us to do this and we appreciate his contributions. We need to note, however, that we have two other members who write T-34 insurance.

Charles Bilella 215-275-3900 Walter Mayer 409-832-8401 Glen Travers 314-966-0558.

WARBIRD ARRIVAL PROCEDURE - OSHKOSH '86 Fon du Lac will be the initial reporting point for all Warbird arrivals. Aircraft

should report over Fond du LactoOshkosh Tower on 118.5. Report should state warbird arrival, color & type of aircraft, and position: example, "Warbird arrival ~ blue & yellow Wildcat ~ Fond du Lac."

Aircraft should then proceed directly to the island (6 miles S.E. of Wittman Field, west shore of Lake Winnebago). Plan to arrive at the island at 2300' MSL at 150 kts. Upon arrival over the island, report to Oshkosh Tower aircraft type & position; example: "Blue & yellow Wildcat - island."

If Runway 27 is the active runway, Oshkosh Tower wil direct aircraft to: Proceed to approach end of Runway 27, maintain 2300', not more than 150 knots, & orbit right awaiting traffic sequence to land.

If Runway 09 is the active, Osh. Tower will direct aircraft to: Depart the island on a NW heading, maintaining 2300' and not more than 150 kts. to a point 2 miles SW of Runway 09, and orbit left awaiting landing sequence. If traffic requires, Osh. Twr may direct aircraft to hold (right turns) at the island. (South) MAINTAIN 2300- MSL & DO NOT EXCEED 150 KTS BETWEEN THE ISLAND AND ORBIT POINT.

Upon arrival at the orbit point and in the approach, speed should be reduced in accordance with safe operating procedures. If landing clearance appears unsafe because of spacing, speed of preceding aircraft, or any other reason, pilot should advise controller, and a new sequence will be issued.

If traffic is light, controller may clear aircraft direct from the island for the approach. In such case, orbit over the approach end of the active runway will be omitted. Under all circumstances, avoid the VFR arrivals from the SW of Wittman Field and the NORDO arrival from the SE.

(From Warbirds magazine July'86)

Fond Du Lac r u a i ' " Lac lo Island m y ' 250 knois Of slower.

Any al t i tude

12