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de Havilland Chipmunk N1114V Logbook Notations


1978 - 1980

  • September saw some extensive maintenance on the propeller with a balancing problem and some welding on the exhaust stacks was done. Problems with the inverted fuel system requiring a total strip down and hose replacement are shown in November and the total airframe time at the end of 1978 was 4475 hrs.
  • Prior to the start of the 1980 season some extensive work is recorded which includes a 100 hour inspection and the removal of both top skins of the wings in the area two bays out from the wing root and behind the main spar for the replacement and strengthening of wing ribs. This was achieved using thicker material plus stiffeners and the opportunity was also taken to create a battery bay in the right wing baggage compartment. Conversion to a 45 amps alternator charging system was also undertaken in order to cope with the demands of the additional avionics and previously fitted auto-pilot.
  • With the fuel tanks situated in the wing root area being worked on, the opportunity was taken to increase the capacity (by the manufacture at Evans Aviation) of two auxiliary aluminium units of 12.4 gallons each which were cockpit labelled ‘ for level flight only’ – a four-way fuel selector valve showing left and right main and auxiliary tanks completed the installation. This effectively doubled the capacity and therefore resulted in a greatly improved longer range and less fuel stops on route.
  • With such major work the aircraft was re-weighed and the weight and balance schedule worked out which resulted in the baggage area being limited to just 15 lbs. maximum.
  • The aircraft was flight tested for half an hour on March 4th and the hours recorded as 4590.25
  • The airframe logbooks show that the aircraft was serviced every twenty five hours and rectification carried out by chief mechanic Kevin Kammer and Art Scholl during the time between airshow seasons.

Further significant logbook entries are:


  • Hours flown @ March 12th ,1981 …… 4713
  • June 12th ,1981 propeller damaged and complete unit replaced.
  • The only major accident recorded against N1114V appears as NTSB CH181FEP41 when the aircraft was on route from Oshkosh to Cleveland, OH on Thursday, August 6th, 1981.The reason given is fuel starvation caused by the pilot allowing his briefcase to move forward thus shutting off the mixture into the lean position. Extensive damage to the airframe ensued when the terrain and high vegetation caused the undercarriage to collapse with resulting damage to the fuselage skin and wing tips. The aircraft was trailered back to base for a lengthy rebuild.
  • An unofficial report stated later that the accident was due to Art Scholl having stepped out of the cockpit to take a picture of himself (something he often did during his aerobatic routine) when the engine stopped due to fuel starvation and there was insufficient time to get back into the cockpit to regain full control.
  • The airframe hours at the time of the accident are shown as 4796 and that the repairs listed took some seven months to accomplish: damage to prop, landing gear, engine cowl, wing fairings, centre section, spar, wing attachment fittings, right flap, left wing leading edge and fuselage damage.
  • The opportunity was taken to strengthen various areas and to use the experience gained on Arts second Chipmunk, N13Y, and so a completely new centre section spar made out of solid 4130 spec steel and other parts were manufactured either to original specification or above. N1114V was airborne again on January 4th, 1982 and the logbook entry states ‘entire aircraft rebuilt even though not damaged’.
  • On June 4th, 1982, the hours are shown as 4842 when the auxiliary fuel tanks were removed in order to inspect the control rods.


  • May 2nd, hours now 4906 at the time of a 100 hour inspection.
  • August 8th, new oil cooler ducts installed at rear of back seat


  • March 9th, hours now 5034 at the time of a 100 hour inspection. Up to this point the six cylinder engine had been started by hand cranking through the side of the cowling but the opportunity was taken to install an electric starter kit operated from the cockpit.
  • August 19th, aircraft taxied into pole and port wing damaged one foot inboard of wing tip. Dent removed and inspection of wing fittings to fuselage carried out. Hours 5098
  • September 24th, while at Albuquerque, NM, the Bendix radios were removed and replaced with updated Terra 720 channel communications equipment including a comm/nav aerial on the belly of the aircraft. An encoding altimeter and transponder were also fitted. The main advantage of the Terra equipment being in both smaller size and weight thus allowing the addition of ILS and CDI facility. Hours now 5124 and a re-calculation of weight and balance carried out.


  • March 6th, 100 hour inspection and recertification – hours now 5170

No further entries are noted for 1985 and it is thought that owing to pressure of work from the film industry Art Scholl did not undertake any airshow bookings for N1114V or may have used his second Pitts Special instead.

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