way only two who share so many sec rets and adventures can smile. There were many good times as well as trying times. Like the reception we got in Japan, and the thoughts of all the friends we had made and all the old time aviators we had smoked out of the woods and given rides to. Oh, we had a lot to remember - and we did. I lectured that evening and I'm af raid I did it badly. I had SO much to tell them. So many things to say about the Swallow and how she brought old men back into their teens again and about how much all the United Airlines people loved her. It all ran together and I felt at times I wasn't making sense. I hope they'll invite me back, and I can tell them again about Captain Leon Cuddeback, Frank Rose and some of those other people they call air mail pioneers. I promise I'll do a better job. Anyway, we bought an old Cadillac Eldorado in Seattle and started driving . We haven't seen too much other than foggy coastline through Washington and Oregon, but we're in the San Fran cisco Bay area now and its going to be much sunnier and warmer as we head toward San Diego. I plan to look up some of our guys along the way and spend more than one evening making airplane talk. I'll let you know how it goes. Here's a subject that is the cause of much embarrassment and consterna tion - fuel exhaustion. I have a news paper clipping sent by a member from Indianapolis, Indiana. The picture shows a Piper Archer standing on its nose in a grove of trees. The right wing is lying inverted on the ground in front of the camera and there are pieces scat tered about. The headline reads, "Fam ily of four O.K. after rented plane crashes." The cause of the crash was fuel exhaustion . Outstanding in the text is the pilot's statement, " ' .. .the gauges lied!' " With more than a quarter tank showing on the gauge, the aircraft ran out of fuel. Fuel gauges are reference only items and are so susceptible to error that I'd much rather use my watch. The Varga Kachina is a prime example. We oper ate seven Varga 2150s and 2180s here as part of our Illinois Wing Civil Air Patrol fleet. When we check out a new pilot, the first thing we tell him is that there used to be eight, but one was totalled when it ran out of gas and crashed . Standard procedure is to ig nore the fuel gauges, and they are placarded to that effect - now . How do we tell how much fuel we
have? Well, the preflight inspection in cludes a look down into the tank through the filler hole. If you can see metal, you have less than a half a tank and you call the fuel truck . If you see fuel, you can safely assume you have half tanks and using the mental arith metic necessary to figure how much time is in your tank, you have about an hour and 45 minutes . Better make it an hour and a half and then you're sure to have your legal VFR reserve . I quote from the FAR 91:22, "No person may begin flight in an airplane under VFR unless (considering wind and forecast weather conditions) there is enough fuel to fly to the first point of intended landing and, assuming nor mal cruise speed (I) during the day, to fly after that for at least 30 minutes; or
"STANDARD PROCEDURE IS TO IGNORE THE FUEL GAUGES."
(2) at night, to fly after that for at least 45 minutes." I'd suggest a review of the IFR por tion of the FAR as well. With the en forcement activity and the newer big ger penalties for violation, it's down right dumb to trifle with the embarrass ment and paperwork that could become involved - if you're still here to face it. Over to you, Buck
Hope this finds you and yours healthy and happy . Sincerely, Cliff Tomas Madison, Wisconsin Hi Bucko, How you doin? - Certainly enjoy your articles in VINTAGE AIRPLANE. Are you and I the only ones who enjoy the freedom of finger-on-the-sectional, look-out-the-window VFR anymore? Sometimes it seems that way . Hope you keep on talking about it. I think all the young pilots today should have a good dose of this kind of navigation. They'd have a much better sense of orientation over the face of the earth than they get from staring at gauges, and who knows - they might find out why we old guys are so enamoured with aviation! The article on propping (December, 1988) was required read ing for the last two youngsters in the house - great stuff. Hope to see you around the patch somewhere next summer. Best regards, Roy Redman Fairbault, Minnesota Dear Buck, I am about to embark on the com plete restoration of a 1933 Fairchild 22C7B. The aircraft is complete but disassembled. I have the instrument panel but no instruments . In my travels I was able to locate an 1932 airspeed indicator and a 1930s altimeter. Both instruments are in need of overhaul and white facing. I am trying to locate an instrument shop that will overhaul an tique instruments and design custom white facing silk screens. I am getting the cold shoulder from all the local "spam-can" shops; if it didn ' t appear in a Cessna, Beechcraft of Piper they do not want to hear about it. Any infor mation you might have for solving this dilemma would be greatly appreciated . Thank you, Paul Redlich Stars and Bars Aircraft 8 Tudor Place Farmingdale, New York
Here's some more incoming mail: Hi, Just finished reading your article on hand-propping in the December issue of VINTAGE AIRPLANE. Super arti cle. You're doing an excellent job.
Try John Wolf and Company, 4741 Sherwin Road, Willoughby , Ohio 44094. Telephone 216/942-0083 Ed.
Over to you , Buck . VINTAGE AIRPLANE 27