February 2004

It Was Great, Wasn't It?
It was absolutely the most exciting thing I've ever seen, and maybe the most beautiful. I sure didn't realize in the time leading up to it that it would be so. Could the original Wright Flyer have been more exciting for it's designers and builders? Perhaps, because they weren't accustomed to looking up and seeing airplanes fly. But in this age of taking flying machines for granted, it sure shook me out of the tendency to look at airplanes as ordinary things. I say, "Thank you, Bill Ghan, for giving me the opportunity to learn from you, and to learn on this particular project." Here I am, a senior citizen, having the experience of being taught the way Bill taught high school students for years. Now I know why, every once in a while, Fred and I run across someone, who was in one of Bill's classes when in high school, who still speaks glowingly of the skills learned. Some of his former students have built their careers on those skills. Of course, I would in no way be able to set out on a project without learning a lot, lot more, but the appreciation of all that is needed is there. I admire more than ever all you guys who are engaged in airplane building projects, and have a better idea of all the unseen details that are "under the skin" of the airplane.

Public Domain	Photograph by Henrietta Christensen

Pictures, Pictures, Pictures
Aren't we glad there are pictures of the original Wright Flyer? It's not only exciting to contemplate, but it seems I never get tired of looking at our pictures again and again, and going over and over the short video clips we have. The best of the batch were the ones taken by Dave Altis, Henny Christensen, and Bill Easley. Dave's video was flown to SGF that afternoon and appeared on KY3, and Henny's still pictures have appeared in the News-Leader as well as several area news weeklies. I'm only sorry I had to miss the trip to Springfield to deliver the Wright Flyer to the airport. Thank you to Phyllis White for sharing her pictures of that event with me. I'm still collecting pictures from all of you for our memory CDs, but I won't be doing it much longer, so please get your pictures to me. Each person's pictures will be ascribed to them. That is part of the fun, seeing the point of view of each picture taker. I plan to divide them into three "chapters," the building, the flying, the displaying. Included on the CDs will be scans of the various articles which have appeared in area newspapers and magazines in the form of .pdf files.

Meeting, Open House & FLIGHT!
As we gathered for the January meeting, the air was charged with anticipation. Breakfast wasn't ready yet, too many things to do to get ready for the open house that was planned after the meeting. So we had the business meeting, which was brief. Then we ate breakfast, and cleaned up right away so the public could be admitted to the hangar. Phyllis White had painted and posted some really cute signs along the route to the airport. The Chapter banner was tied up outside the hangar. The ladies started manning the button maker so the kids could have a souvenir of their visit. Special editions of the Chapter calling card were printed. A mockup of the original Wright Flyer engine was on display. As added interest, parts of Benny Butler's RV-7 were on display as he sat and worked on the tedious paperwork required for certification, providing potential homebuilders the opportunity to discuss the intricacies of homebuilding and the need for documentation. The weather was clearing, so by noontime what everyone was hoping for started to unfold.

The hangar doors were opened. Having learned on December 17 that it is tricky to maneuver the Wright Flyer, dollies for the rear wheels and a puller for the front wheel had been built. Oops, forgot about the soft grass at the edge of the concrete apron, though, as one of the rear wheel dollies dropped off the edge and tipped up, tearing a hole in the lower wing fabric and cracking the end of a rib. No matter, anybody got some "duck tape?" Now it's the Redneck Wright Flyer, ensuring that it has to fly!

		Photographs by Sue Kalhoefer

Everyone arrayed themselves where they thought they had the best vantage point, while the airplane was aligned on the runway and the engine started and warmed up. How neat, those big props turning at about one-tenth the speed of a present-day light aircraft. Can this be enough to result in flight? Evidently not, because it wasn't airborne in two attempts. Those of us who were farther down the runway were unaware of what happened next. A frustrated Bill Ghan called for a different pilot. As we waited for something to happen, we wondered why the long delay. Attention flagged, little conversations started. Finally, some signs that another run was about to start, so cameras were quickly raised into position. The run was started, the Wright Flyer gathered speed, and—all of a sudden—she lifted off, dipped low, climbed. She was FLYING! It was breathtaking. Very soon, 9.67 seconds later, she was back down. But she had flown. The distance, measured later, was 290 feet. She achieved a calculated height of 8 feet 9 inches above the ground. Everyone started running toward her to congratulate the pilot, who turned out to be Don Nevels! From this point on, Don will tell the story, allowing us to experience the flight from the pilot's seat with him. It is now his "Most Memorable Flight."

I have had a lifelong fascination with the Wright Brothers, as I am sure many of you have. This past December 17, 2003, the 100th anniversary of the Wright Brothers' flight, there have been several attempts at recreation of this first flight. If these attempts after 100 years have taught us anything, it is that we have truly underestimated the skill of these two bicycle mechanics. These attempts at recreating the flight have given us a truer perspective of the amazing spirit, skill and ingenuity of these two brothers. I am sure that Orville and Wilbur would smile if they could have looked down on a small shop in Mansfield, Missouri, and seen a retired high school shop teacher with a very limited budget looking over their drawing and making improvements in small ways to cut expenses, and yet improve the safety and still not compromise their original design. After building the first rib and presenting his ideas and drawings to EAA Chapter 1218, Bill Ghan began sowing the seeds that would bring our Chapter one of the most rewarding experiences possible. At first progress was slow. As the plane began taking shape, more and more members became infected with Bill's ideas. As the project grew in size, it was moved to the Willow Springs Airport, a nice flat airport with surrounding hills similar in appearance in many ways to the sand dunes around Kitty Hawk, North Carolina.

December 17 was rapidly approaching, and it looked nip-and-tuck whether our Wright Flyer would be ready or not. On December 16, the FAA passed their blessing on our ship. On December 17, our Chapter all gathered with great anticipation of this great historic event. Local schools were turned out so the children could witness the event. By this time we had learned that the planned flight at Kitty Hawk had failed. With great anticipation Bill took his place at the controls of the Wright Flyer. There were a number of small problems that came up, but eventually everything was ready. Bill slowly added power, but after a short distance the primary chain jumped its sprocket and the Flyer came to a standstill. Another try was made. This time the nose started to rise and the chain jumped again. We weren't really sure, but the aircraft may have been totally airborne for a brief fraction of a second. We could quickly see that more work was needed, if we truly wanted a successful flight.

That night, driving home, I thought of Bill Ghan. I had known and admired him for over thirty years for the many contributions that he had given to education, aviation and society. I thought of his many students that he had helped down life's pathway. I particularly thought of one of his students who, now many years later, owned a successful manufacturing company of mini stock cars. He told me that everything that he needed to run his business he had learned from Bill Ghan, while building an airplane in his industrial arts class.

As I continued home that evening, I thought of the Missouri Wright Flyer and the Wright Brothers. The Missouri Flyer had been built to the original dimensions as the Wright Flyer, with wing warping and a large canard out front to control pitch. Like the Wright Brothers, there was a very limited budget, Bill had funded much of the project from his personal savings as a retired school teacher and other donations from Chapter members. Bill also appealed to Chapter members for odds and ends, with the biggest need, an engine. One of the Chapter's members loaned a four-cylinder Subaru car engine that he was planning on putting in a homebuilt. Although the engine had considerable more horsepower than the Wrights', Bill would be turning those two large hand carved propellers at 425 RPM and producing about the same thrust as the Wright Flyer. On the negative side, the Missouri Wright Flyer, with the heavier engine and the temporary wheels that were attached to the skids, had been brought to a weight more than 500 pounds heavier than the Wrights' original Flyer.

I knew that the day had been a disappointment to Bill, as well as many of our EAA Chapter members. I thought of the decision that must be going through Bill's mind. The Springfield-Branson Regional Airport had requested the aircraft as a static display to hang in the terminal for future air travelers to see the progress that had been made in aviation over the past 100 years. I knew that Bill had built the aircraft to fly. I had heard him say several times that he wanted to see the airplane fly at least a few inches off the ground. I kept thinking, will he take the risk of damaging this beautiful airplane and try flying it or will he call the day good enough. I should have known the answer to the question by the look of disappointment, but yet determination, on Bill Ghan's face as I left the Willow Springs Airport that day.

The next EAA meeting was held January 10, 2003. As I walked into Ron White's hangar, I was anxious to take another look at the Missouri Wright Flyer. It was almost eerie looking, as if it had jumped off the pages of an old history book. Bill was making some adjustments as several of us walked over to the plane. He looked and with a big smile said, "Well boys, we are going to try it again."

Photograph by Sue Kalhoefer

An air of expectation grows as the Wright Flyer is readied for an attempt at flight.

On the first attempt that day the engine ran poorly. The second attempt, the engine ran smoother, but was overheating. The discouragement was written all over Bill's face as he stated, "I have tried everything and cannot get her off the ground."

As we were looking over the plane and plotting the next course of action I heard Bill state, "I think we need to try another pilot." I looked up at Bill and he was looking at me, "Don, why don't you try it?" I had known Bill for the better part of thirty some years, Bill had been my mentor when I taught shop for a four-year period. We both had a passion for homebuilt airplanes. Also, knowing the analytical mind of Bill, he could see that I would weigh about fifty pounds less and that might just make the difference. For a long second, I thought of what Bill was offering me. Ever since first reading the story of the Wright Brothers, I had been captivated by their accomplishments at Kill Devil Hills. I had vicariously flown the Wright Flyer many times. I thought back to my qualifications to fly the Wright Flyer. I had been flying for over forty years with over twenty-one thousand hours. I had flown old airplanes, biplanes, helicopters, gliders, racing planes, airliners, worked as a maintenance test pilot, had flown the Wright Flyer simulator at Oshkosh and had flown hang gliders from the sand dunes of Kitty Hawk, not to mention a few parachute jumps. It was if my life had been for this one moment, and here I was offered the chance to fly the Wright Flyer. I could think of only one response, "Sure I would love to."

As I crawl among the brace wires and sit on the seat modeled after the later Wright designs, I begin taking stock of the surroundings. The most obvious item is the huge canard—or elevator—in front of the seat. The seat was set up for Bill's 6-foot-plus frame and my 5'6" needs about 10" of cushion. Someone ran off to get a cushion. I slide low, to almost a reclined position in the seat where my feet could touch the rudder pedals and think of how I used to slide down low in the seat of the DeHavilland Otter so I would have enough rudder pedal to counteract torque. I told the people to forget the cushion. As I strapped into the seat, Bill told me to set the ignition for 10 degrees to start and then move it to 13 degrees after the engine is started. (Reminds me of the spark advance on the old Harley Davidson.) There was a toggle master switch and a key switch to engage the starter. The Flyer is already positioned on the end of the runway. I yell "clear" and turn the starter switch. The engine starts easily and I am almost surprised at how smoothly the large propellers are turning. The throttle is located to the right of the seat. I slowly advance the throttle and listen to the engine as the RPMs increase. Releasing the brakes, the plane starts rolling forward, slowly at first, and continues to build momentum. As the speed builds, I begin experimenting with the elevator, mostly trying to keep it streamlined with the airflow to reduce drag. As the speed increases, I pull aft a little more and the Flyer seems to want to fly. Suddenly we are airborne maybe two feet—I push forward slightly and we start toward the ground. I then pull back and the plane oscillates to a nose-high attitude (boy is this puppy sensitive). I start easing the canard forward, trying not to start a rapid pitch toward the ground. The plane is now passing through about eight or nine feet, about seven feet higher than I had planned. By this time, I have the control full forward and the plane is sill climbing. It quickly dawns on me that I have no pitch control. I began having visions of stalling and destroying this beautiful creation of Bill's. In a last ditch effort, I decide it's better to reduce the power and let it fall to the ground before I go any higher. As I reduce power, the plane slowly rotates to a nose-low attitude and once again I have control. The plane begins settling toward the ground, and I feel the need to add a little power, but I am concerned about starting another pitch oscillation. My biggest concern is getting the Flyer back on the ground as safely as possible. It seems to be very docile in the gliding mode, almost like coming down in a parachute. As I approach the ground, I flare to stop the rate of descent but, unfortunately, strike the tail of the plane on the ground. The nose slams hard to the ground, breaking the two skids that support the canard. The plane veers to the right side of the runway and stops. I sit there for a moment, the engine running with the two large propellers turning over effortlessly. I then reach over and turn off the switch, and the flight is over. By the time I crawl out of the plane, there are a number of people shouting, "It flew, it flew."

	Photographs by Sue Kalhoefer
Awed by the flight, Don inspects the damage.	A big hug from builder and friend, Bill Ghan.

By this time, Bill Ghan has reached the plane with a grin from ear to ear. Someone with a camera said, "Shake Don's hand." Bill, with a wide grin, said, "Shake his hand? Heck, I am going to hug him!" Someone called out, "How did it fly?" Thinking of the rapid climb, the best answer I could think of was, "Like a kite." The flight had lasted 9.6 seconds, an approximate altitude of ten feet and a distance of 290 feet. I wondered, what had caused the pitch up? Why would the plane not respond to full down canard? Had I over or under controlled the plane? Some thought that it may have been a wind gust. I really don't know. The only thing that I do know is that my hat is certainly off to the Wright Brothers for their accomplishments and to Bill Ghan for permitting me to go back in time and fly the Wright Flyer.

Escorted to Springfield
On January 31, Berlin Batesel and a team of Chapter 1218 members loaded the "Missouri Wright Flyer" into a tractor-trailer rig and drove it to Springfield-Branson Regional Airport, unloading it into the terminal, her new and permanent home. Soon we should be able to visit the airport and see her on display. The group retired to a restaurant and shared their memories, which are great and treasured by each one.

The February Meeting
The next Chapter meeting will be Saturday, February 14, 2004, in Ron White's hangar at Willow Springs Memorial Airport, at 10:00 a.m. By then, maybe our feet will be back on the ground, and we can start planning for the year's activities and consider some new project. In the meantime, we want to remember that some of our members have had events in their lives that are important. First of all, we saw Sheila Neisingh on December 17, looking quite healthy after receiving her new heart. She and her family never gave up hope. When I was just beginning in nursing, heart transplants were the greatest new advance in medicine. I never dreamed then that a heart transplant would save a friend's life. Coronary artery bypass surgery was pretty new, too. Now it is a routine surgery, and our friend and fellow member, Bill Marx, has just undergone that procedure and is in the convalescent period. And Jim Tausworthe, who only intended to publish his stories for friends and family, has had a booksigning at Barnes and Noble. Who woulda thunk? Our members are all great people, every one of you.

2003 Young Eagles Summary
By now, each of you should have received Sport Aviation for February with the "10 for 2003!" booklet enclosed. There were 105 Missouri EAA member pilots who flew 10 or more kids each, and 10 of those pilots are Chapter 1218 members. A total of 364 Young Eagles were flown during 2003 by 17 Chapter 1218 pilots. The pilots are Len Ahrnsbrak (19), Clint Allen (3), Bob Bohemier (3), Henny Christensen (33), Lloyd Darter (1), Dan Gilbert (19), Ben Hurtt (75), Gary Jordan (8), Jerry Luna (21), Bill Newton (20), Bob Obert (22), John Smith (2), Joe Stockard (11), Mike Vaughn (86), Mike White (1), Tom White (6), and Howard Wolford (34). That's a great achievement, guys! Thank you all for the time, gas, wear-and-tear on the airplanes, patience, joy, and rewarding experiences you provided for these kids.

Please Pay Your Dues
What if you hadn't received this newsletter? Would you notice? Well, next month you won't receive it if you haven't paid your Chapter dues. Some very active members haven't paid dues, so we know it must be an oversight. At meetings, we're busy visiting with others, so why not sit down right now and mail a check for $10 (individual) or $15 (member and spouse) to Gene Pascoe? His address is HCR 79, Box 3010, Dora, MO 65637. Also, I'm planning on preparing a new member directory sheet to distribute after everyone has paid dues. If you want to be on it, and receive a copy…well, you know what you have to do.

See you all at the meeting on Saturday.
 

February Meeting Announcement