The day, Saturday March 16th, was cloudy, with showers later, breezy, and cold, so not exactly ideal for a first go. I should have worn a heavier jacket for the spectacle at Martha Lake Airport, at Alderwood Manor, Washington.

The 65 h. p. Franklin sounds great, taxing, and flying. The test pilot, Rick Gerard, about a two hundred ten pounder dressed out, took off on the 1,586' runway R16, a north south macadam strip, and it flew out just like a real airplane, climbing at what appeared to be a mighty smart rate. I didn't note any large control displacements to indicate any problems in trim or balance. Rick held it down a bit on the roll as there was a fair wind varying from down the runway to 20-25 degrees from the right at from maybe 4 to 8 knots.

The pilot kept it going skyward, passing back toward the field in a continuing left turn and then struck out for Arlington, a 5000' multi runway field 20 n. m. to the north. The wind there was reported to be 7 knots right down runway 16 with a hi~h overcast.

Link departed with his Luscombe, with an 0-200, 100 h. p. versus the original 65 h. p., took off afterward to act as the chase plane. That pilot must weigh all of 100 pounds give or take, anyhow, it appeared to be very fast from where I was standing.

According to the Craig's report from the pilot, the airplane climbs very well, flew in trim at 1950 r.p.m. and indicating about 75 m.p.h. The chase plane pilot said 80. (?) He tried some stalls en route, a sort of non event, but if held, it would fall off on either wing. The landing was reported as smooth with no control problems of any sort. The ground steering was very satisfactory.

Craig went over by car. There was some kind of right mag problem on the next start up which Dave Warren (old timer, home builder, and retired airline mechanic) straightened out. The plan then was to shoot a few take offs and landings, and return to Martha Lake. Rick took off circled the field for R16, and on roll out as it started to slow down, he reported that the right wheel started to "bounce" and on looking is seemed the tire was wobbling. As it turned out the tube blew, and he ground looped to the LEFT, which caused a failure of the right wire wheel, followed by the tailwheel being ripped loose from the wooden longerons, and the right wing tip striking the ground.

In retrospect, I believe the high pressure tires were under inflated.

Right now the airplane is propped up, and in the museum over there at Arlington, with good company. Craig took the surviving wheel and the damaged wheel over for some experts to look at and they told him it appeared that he did a good job in making them. Not perfect maybe, but very good. He bought a new rim, new spokes, and has rebuilt the damaged wheel, This time he wired the spokes together where they crossed each other, and then recovered the wheel with fabric as before. The tailwheel unit is also repaired.

Craig hopes to complete some or all of the repairs and installations this coming weekend of April 13th.

We wish him well, and smooth sailing from here on.