One current catalog says the pin center length measurement is taken with the terminal screwed half in and half out so there is equal takeup and let out. This statement conflicts with the data provided and measurements taken on a 5/16" wire. The catalog "K" dimension is 2-1/8" for this size wire with "K" being the difference between the rod length and the pin center length. The distance from the inspection hole in the terminal and the pin hole is 1-1/4". If the terminals are installed on the 5/16" wire just to the inspection hole the pin centers will be 2-1/2" longer that the wire. This means the let out amount is only 3/8". This suggests that the catalog pin center dimension is close to the maximum length for the assembly.

New wires have considerable adjustment. For example a 5/16" wire will have 2 inches of adjustment. Plus the right hand threaded end will have 1/2" more of thread length than the other end. This allows for cutting this end to further shorten the wire if necessary. What you want to end up with is an assembly that when installed it is near the mid point of its adjustment range. There are several reasons for this. If the wires are installed on exposed fitting such as on a Stearman, the installation will be more aesthetically pleasing by reducing the exposed threaded portion of the wires. Some aircraft such as a Waco UPF-7 have the fitting inside the wings so only the streamlined portion of the wire is exposed. In the case of a major repair or rebuild in the future there will be some adjustment for manufacturing tolerances of new or rebuilt parts.

If catalog data detailed the adjustment capability of the wires, this would be a simple process but such is not the case. My recommendation is to obtain all the detail dimensions of the terminal end fittings, have the supplier give you the length of the threads on each end of the wire and make your own detail layout of maximum and minimum lengths, determine what wire length will give you the required pin center length to match the aircraft fittings at the mid point of the adjustment range. Remember that the terminal must be screwed on the wire at least past the inspection hole to insure minimum thread engagement. Also, there must be sufficient thread when the terminal is screwed on to the minimum length to accommodate the lock nut. Then order the wire by wire length not pin center length. Be sure the supplier has no doubt about what you are specifying. A sketch of each wire showing this dimension would be useful. A picture is worth a thousand words.

These wires are expensive, long delivery, custom made and not returnable. Be sure you have all the correct information before committing to an order.

The nonstop flight in the Cessna was uneventful. After lunch and checking the weather we preflighted the planes. Following the recommendation of a local pilot, our first leg across the mountains was to be a mag course 268 to Greeneville, Tennessee via Boone, North Carolina. Due to the variance in cruise speeds, we did not plan to fly together, so Vern took off first in the open cockpit RNF. I followed 15 minutes later in the cabin Waco YKS-7. Bill departed in the Cessna several minutes later.

The weather on this June day was reported MVFR across the mountains with clear and eight miles in haze in Greeneville. The conditions were forecast to improve behind a slow-moving cold front. the elevation of the departure airport is 693' with the terrain rising during the first 100 miles to 3,120' at Boone. During my initial takeoff I noted the magnetic compass was indicating 15 high so I tucked this number in my memory bank. While proceeding on course I unsuccessfully tried to contact the other planes via radio.

Fifty minutes into the flight I passed just south of Boone and decided it could serve as an alternate airport if needed. I became concerned about the lowering visibility. To remain VFR I tended to alter my course to the south when necessary to stay clear of clouds, and to assure that without radio, I didn't violate the controlled air space at TriCities Regional Airport lying north of my previously planned route.

Spotting a large hole in the clouds above, I circled and climbed to check out the possibility of continuing VFR on top to Greeneville, At 7,500' it was obvious this plan was unworkable, so I spiraled back down intending to return to Boone. By then the weather was closing incredibly fast. Knowing the surrounding terrain topped over 6,000' and I couldn't see beyond the small valley I was flying over, I know I had to get on the ground ASAP.

I circled a small town that I couldn't identify on my sectional chart. I later learned that Pineola, North Carolina was not shown. By this time I was down to 200-300' above the town and desperately seeking an open area. I first spotted a steep slope containing seedling pine trees in perfectly straight rows. I figured I could pancake the Waco on the slope with minimum injury to myself but undoubtedly would damage the plane.

While setting up a landing pattern but still looking for a better option, I could hardly believe my eyes when I saw a small mowed strip in the center of a meadow ringed with tall pine trees. The strip looked no longer than the one on which I fly radio control models back home in Oshkosh. The meadow was also on a slop but not as steep as the one with the seedling trees.

To not lose sight of my newly found haven, my first landing approach was out of a tight left-hand pattern and I was unable to sufficiently slow the Waco. During the missed approach I noted a reference point aligned with the strip and got a closer look at the area. The strip looked suitable but the tall trees were menacing.

My second pattern was wider and I was able to adequately slow the plane, line up with my reference point and add a touch of power to clear the trees during a steep forward slip. After touchdown I immediately applied hard braking with the Johnson bar(original equipment)and made a gradual turn into the waist high grass surrounding the strip to assure not reaching the fast approaching trees. After shutting down the Jacobs engine, I breathed a sigh of relief and said a silent "thank you" for an answer to my prayer. The altimeter read 3,600'.

I then hitchhiked into town and obtained a motel room. The rest of the episode is a story by itself, but briefly the Waco had to be disassembled and trucked 15 miles to the airport at Spruce Pine, North Carolina, where it was reassembled for continued flight to Oshkosh.