VA-Vol-27-No-10-Oct-1999

STRAIGHT & LEVEU Espie "Butch" Joyce 2 AlC NEWS 4

AEROMAIL

5

THIRTY FIVE YEARS AT THE OUTER MARKER! Dutch Redfield

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FLYING THE BLERIOT/Sam Burgess

13 A VINTAGE AIRVENTURElH.G. Frautschy 21 PASS IT TO BUCK! E.E. "Buck" Hilbert

22 C.G. WOES/Don Wood 24 MYSTERY PLANE! H.e. Frautschy

27 CALENDAR 29 WELCOME NEW MEMBERS

Publisher

TOM POBEREZNY

Editor-ill-Orief

JACK COX

Editor

HENRY G. FRAUTSCHY

Managing Editor

GOLDA COX

Contributing Editor

JOHN UNDERWOOD

Computer Graplric Specialists

BETH BLANCK

Plrotograplry Staff

JIM KOEPNICK LEEANN ABRAMS MARK SCHAIBLE

AdvertisillglEditorial Assistallt

ISABELLE WISKE

SEE PAGE 30 FOR FURTHER VINTAGE AIRCRAFT ASSOCIATION INFORMATION

LEVEL

by ESPIE "BUTCH" JOYCE PRESIDENT, VINTAGE AIRCRAR ASSOCIATION

This past weekend our local chapter held a special Young Eagles day. We spent the day giving airplane rides to a group of special people. There was a continuous stream of smiles from a large group of disadvantaged kids. We also flew some 50 individuals who are normally confined to wheelchairs.

The EAA Young Eagles program is set up to introduce young individuals to flying in hopes that they will continue to have a growing interest in aviation. Be they aircraft owners, pilots, promoters of aviation or simply someone who understands the enjoyment of flight, the experience will be remembered for a lifetime. Working with these people each year gives us a great feeling.

Like many of you, during the fall of the year I tty to take in all of the local fly-in activities before the weather turns un­ friendly and the days shorten and get too cold for easy, fun flying. Here in North Carolina we can generally count on good flying weather up to the month of January. (Sure, rub it in - November is the month here in Wisconsin, and then only if we 're lucky! - HGF.) Quite a few fly-in activities take place each weekend in the fall. We have had to work around a couple of hurricanes this year, but it has not been too bad in the Piedmont area. The only problem I am having this year is that my annual inspec­ tion on the Baron and the Luscombe both have come due in September. Here I am, working on these two airplanes, and all of my friends are taking in all of the weekend fun! Next year I'll plan to do these inspections in December so I can be out there with everyone else. Of course, if I go down for in­ spection in December, I might miss the Vintage Weekend at the Ocean Reef Club, which is located just north of Key Largo, FL. If you have not been to this gathering, put it on your calendar - the date this year is Dec. 3-5. Call 305-367­ 5874 for more information. If you attend, you'll view beautiful wooden boats, old cars, and old airplanes. This is all done in a great setting, with great weather and a great host.

Check it out.

The old clock hands just keeps moving and things con­ tinue to change. What prompts such a thought? First of all, I look at myself in the mirror while shaving each morning, and I have noticed some changes over the years! Also, my flying style has become more straight and level. One big change will have occurred by the time you read this " Straight & Level" - Jack and Golda Cox will have retired from EAA. It has been my pleasure to have known Jack and Golda since

the late ' 60s, when they where writing the newsletter for our Antique chapter and keeping their aircraft at Air Harbor in Greensboro. We had a very active antique group, and as in­ terest continued to grow, one of our members, Dolph Overton, put his dream of building a aircraft museum into ac­ tion. The Wings and Wheels Museum was built (remembering that location is everything in business), where the new interstate highways 1-95 and 1-26 crossed each other in South Carolina. He also built a nice sod runway beside the museum so the public could buy a ride in the Ford Tri-motor.

What a neat idea! Also, all of the public was welcome to land and visit the museum as well. Within walking distance, there was a nice motel. Jack and Golda went to work for Dolph, running the museum and grounds. We even had some of our fly-ins at this wonderful location.

Then, Jack and Golda left South Carolina for a new job in Hales Comers, WI to work for a man named Paul and the EAA. There have been a number of people who have come and gone with EAA over the years, but Jack and Golda have been there all of the time. How great it must have been to have enjoyed associating with all of those great people who have been part of the EAA's growth. A great deal ofthat pos­ itive growth is because of the dedication that Jack and Golda gave to EAA's flagship publication Sport Aviation as well as to all of the division publications, such as your Vintage Air­ plane. (Jack edited Vintage in the very beginning, in addition to his Sport Aviation responsibilities.) During the years the Coxes had the managerial responsibility for the Editorial de­ partment, they have been the people who trained new people who have come to work as writers and editors for EAA. One the measures of a manager is how often the employee turnover occurs. For Jack and Golda, the number is very low indeed. I personally would like to thank Jack and Golda for their contribution to the growth of EAA, EAA publications, and for their friendship over the years. Jack and Golda's re­ tirement is a benefit for us here in the Southeast, since their long-range plan is to move back to North Carolina. I and the rest of my fellow antiquers will get to see them more often at local events.

Do not forget this time of the year is a great time for you to ask a friend to join the Vintage Aircraft Association so they too can enjoy the fellowship of being a member. Let's all pull in the same direction for the good of aviation. Remember we ..... are better together - join us and have it all!!

VINTAGE AIRPLANE

1

VAA NEWS compiled by H.G. Frautschy

PUP INDUCTED IN NATIONAL HALL OF FAME Paul Poberezny, Founder and Chair­ man of the Board of the Experimental Aircraft Association (EAA), has joined a select group of aviators as he was in­ ducted into the National Aviation Hall

THE COVERS FRONT COVER . . . This dramatic shot of the Museum of Flight's Boeing 247 was taken during EAA AirVenture '99 by EAA's Photo department manager and ace photogra­ pher, Mark Schaible. He shot it on Fuji film using aCanon EOS1 nequipped with an 80 ­ 200 mm zoom lens.EAA Cessna 210 photo plane flown by Bruce Moore.

BACK COVER . .. "Race to Tampa" is this month's artwork from the 1999 edition of the Sport Aviation Art Competition. Skillfully painted by John Sarsfield, 6541 St. Vrain Rd., Longmont, CO 80503 , it depicts the first scheduled airline service on New Year's Day, 1914.The company'ssingle passenger Benoist flying boat carried 1,200 people, one at atime, charging $5 for the 20 mile tripacross the bay from St. Petersburg to Tampa. The fledgling airline eventually closed at the end of the 1914 tourist season.It was an important beginning.

John Sarsfield is aretired Air Force flyer and self-taught artist. He has adegree in aero­ nautical engineering and aglider pilot license.

His work deals more with the experience of flight than with the details of the particular air­ craft, although accuracy and realism are of prime importance to him.

"I want peopleto understand the signifi­ cance of aviation.Our lives have been changed immeasurably by the ability to see the world from an aerial perspective, often in subtle ways. The ability to experience cloudscapes as three dimensional objects and see landscapes from unfami liar vantage points changes our outlook on life. I want to introduce this per­ spective to the earthbound viewer and attempt to capture it for the flyers to enjoy in the ir hours on the ground."

2 OCTOBER 1999

of Fame in Day­ ton, Ohio. The induction took place during a black-tie dinner at the Dayton Con­ vention Center on Saturday, July 24.

Poberezny, who founded EAA with 35 other avi­ ation enthusiasts in January 1953, was inducted with renowned aviatrix Louise Thaden and test pilot Fitz Fulton. That increased the number of Hall of Fame members to 166 individuals and 20 groups. The National Aviation Hall of Fame was chartered by Congress in 1964 and is dedicated to honoring individuals who have uniquely contributed to America's rich legacy of aviation.

"It gives me a warm feeling to be inducted with my heroes and people I look up to," Poberezny said. "The biggest honor would be privileged enough to serve so many people in aviation."

Bob Hoover, the combat pilot, test pi lot and air show performer who was inducted to the Hall of Fame in 1988, presented Poberezny.

Poberezny and his wife Audrey op­ erated the fledg ling EAA from the basement of their suburban Milwaukee home for a decade as interest in the or­ ganization and home built aircraft increased. He served as EAA President until 1989, when he was named Chair­ man of the Board and retired from active day-to-day administration.

Over more than 60 years in aviation, Poberezny has flown nearly 400 differ­ ent types of airplanes . His career includes nearly 30 years of distin­ guished military service as well as the creation of 15 separate aircraft designs.

"You look at EAA today and see it's one of the most influential bodies of aviation that's impacting much of the legislation that has to do with aviation today, as we ll as bringing new pilots into aviation," said Ron Kaplan, devel­ opment director for the National Aviation Hall of Fame.

This year's other inductees also have legendary aviation credentials. Thaden, only the fifth female to be enshrined, was recognized posthumously for her record-setting accomplishments during the 1920s and 1930s. Fulton flew the first Mach 2 bomber, the B-58, and the

Mach 3 XB-70, as well as the Boeing 747 used in air launches of the proto­ types space shuttle.

The Hall of Fame also recognized the A VG "Flying Tigers," American volunteers who fought for the Chinese against Japanese forces prior to the at­ tack on Pearl Harbor.

EAA BEGINS WEEKEND FALL COLOR FLIGHTS FROM PIO­ NEER AIRPORT Visitors to the EAA AirVenture Mu­ seum have a unique opportunity to view Wisconsin's spectacular and romantic fall colors by air in vintage aircraft fly­ ing from the museum's Pioneer Airport.

Passengers this year will experience 20- to 30-minute flights , which are scheduled on Saturdays and Sundays through Oct. 24 (weather permitting).

Flights in a vintage 1937 Stinson Re­

liant cabin-class airplane are available for $60 per person or $100 per couple.

Flights in EAA ' s 1929 Ford Tri-Motor (beginning Oct. 9) are $45 each . All tickets include admission to the EAA AirVenture Museum, one of the world' s fillest aviation museums.

The flights will "chase the colors" across the state as they make their an­ nual brilliant appearance. Tours in late September and early October head north from Oshkosh. As the color patterns move south through October, flights will take a more southerly route.

The color tours are part of this fall's schedule at the EAA AirVenture Mu­ seum, which is open seven days a week, and the museum's Pioneer Airport , which is open weekends through Octo­ ber. Pioneer Airport feature s more than 40 airplanes from the early days of avi­

ation and is included with regular ad­ mission to the EAA AirVenture Museum. Several other aircraft will be available for local flights based at Pio­ neer Airport.

For more information regarding the fall color flights or reservation s, call the Museum at 920.426.4886. The EAA AirVenture Museum is located just off Highway 41 at the Highway 44 exit in Oshkosh and is open to the pub­ lic year-round.

AIRCRAFT YEARBOOK 3-VJEWS I'm sure glad somebody did this!

For many years the Aircraft Yearbook has been a great source of information on aviation and many of our favorite airplanes. Included in the annual books were dimensioned three-view draw­ ings. Many of these drawings , the work of Harry Pack, have been col­ lected in one volume entitled Aircraft Year Book 3- View Drawings - 1903­ 1946. Compiled and published by EAA and VAA member John W. Mac­ Donald, there are over 275 pages of material displaying 936 three-views.

The drawings are reduced to 72 percent of their original size, and then four dif­ ferent aircraft are printed on each page.

Each is placed in the book alphabeti­ cally by manufacturer, and a handy reference index is included in the front of the book, with a set of aircraft speci­ fication sheets included in the back for the years 1932 through 1941.

For many of his fellow modelers and full -size aircraft enthusiasts, the Year Books have been a handy source of in­ formation. Now John's made it even easier for those of us who do not have a local library source or a personal col­ lection of these volumes to access these three-views. You can order the book by writing to John at: John W. McDonald, PO Box 23, Windom, KS 6749l.The cost is $35 plus $4 shipping (a total of $39), over­ seas add $8 to the cost of the book for shipping ($43, U.S. funds). For interna­ tional orders, funds must be drawn on a U.S. bank only, or an International Money order is also acceptable.

As an aside, we were pleased to hear that many of the original ink-on-linen original drawings of Mr. Pack still ex­ ist, and are now part of the collection of one of our favorite model aviation au­ thors , Bill Hannan . Bill tells us that Harry Pack was a very young man when he did some of the earliest drawings.

We understand that Mr. Pack is still very much with us , and we look for­ ward to hearing more about him.

Aircraft Year Book 3-View Drawings­ 1903-1946. is also available from Han­ nan 's Runway, PO Box 210, Magalia, CA 95954, 1-530/873-6421 or on the web at: http://www.hrunway.com.

Check with them regarding their rates for shipping and handling.

ILLINOIS AVIA nON HISTORY Another noteworthy self-published work is EAA and V AA member Jim Haynes' effort, Shadow of Wings - An Aviation History of West CentralIlli­ nois, 1910-1945, Vol. 1. Jim brings to life the history of aviation in this hotbed of aeronautical achievement, including the foray into aviation by the Velie Motor Company in Moline, IL. Well over 100 people helped Jim in various ways, from giving their per­ sonal te st imony, adding photo s or pointing him in the proper direction for more information. William T. Larkins, noted aviation historian and the founder the the American Aviation Historical Society (AAHS), helped Jim by reviewing the manuscript for histori­ cal accuracy. The book is available from Jim at a cost of $18, plus $3 for shipping. To order Shadow of Wings ­ An Aviation History of West Central Illinois, 1910-1945, Vol. 1, drop a note to Jim Haynes, 21 Sunset Ln., Bushnell, IL 61422. He's working on Vol. II (1946-2000) right now , and hopes to have it completed sometime next year.

JACK For nearly a decade , I've been blessed. Each day at work, as I sit down to compose Vintage Airplane, just over the wall has been one of the steadiest, most consistent men I' ve ever known­ Jack Cox, EAA's Editor in Chief. Al­ ways there with a gentle guiding thought , he ' d offer an opinion only when asked, and then, drawing on hi s over three decades of experience with .----_ _ =-__---, EAAers, he'd sug­ gest something you knew in your heart was right on the money.

After nearly 30 years on EAA's staff, Jack and his wife, Golda, are retiring. If! may, u...._~ I'd like to tell you

what that means. I'm not a big fan of generalities, but this one fits, so I'll use it. No one I've ever met has the depth of knowledge of recreational aviation that Jack Cox enjoys. He really does eat, sleep and breathe this stuff, and his passion for old airplanes is just as high.

He can justifiably be proud of the fact that hi s "trial balloon" of an EAA sponsored set ofjudging guidelines for older, factory built airplanes has grown to become EAA's largest special inter­ est group, the Vintage Aircraft Association. Jack and Golda staked out the first parking area, wrote up the judging guidelines, designed the Divi­ sion's first logo (remember the triangle with the Wright flyer?) and made sure the new Antique/Classic Division was covered in Sport Aviation. It's been climbing flight ever since!

GOLDA You can't speak of Jack without ....--- - - - - . . . , thinking of Golda as well. They're bread and butter, peanut butter and jelly, EAA and Poberezny - you always put the two together.

Golda has had plenty of impact _~....:.uIl!4....:......JL...U_ on my work here at EAA as well, help­ ing me with my goofy grammar mistakes , gently cajoling me when I wasn't writing my best, and often being a steadying influence when my aviation enthusiasm was threatening to push me a bit too far off course. Her sharp busi ­ ness sense and intuition for what EAA members wanted and needed in their magazines has been an invaluable re­ source.

So to Jack and Golda Cox, thank you for... ... reminding us to use sunscreen, ...its and it's, ... homemade peanut butter andjelly on homemade bread, ...the latest updates on your family back home, ...andfinally, helping us write to the hearts ofEAAers.

I hope T speak for all of us who are VAA members as I write, "Thanks for all you've done for EAA and the Divi­ sion. Enjoy retirement, and we'll see you at the fly-in ." ~ VINTAGE AIRPLANE

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VISITING DOUG Reading John Underwood ' s article on Doug Corrigan in the latest issue of YINTAGE AIRPLANE, reminded me of an experience I also had with the flyer back in May 1968. It was a most pleasant experience.

The Ryan Aeronautical Company had flown me to San Diego, to spend three weeks doing research on the his­ tory of the company. The trip involved my finding and interviewing many of the people who worked at the firm in the early days, especially 1926 and on.

Many of these people had worked on the Spirit of St. Louis (NYP).

It was a wonderful experience to meet these individuals, spending time with my many questions, and taking their pictures. Doug Corrigan was one of these people who had worked on the NYP during its construction.

At first he was a bit elusive and I had to make several telephone calls to his home on Flower Avenue in Santa Ana. I finally told him one morning that I would stop sometime later that after­ noon and take my chances that he would be home. So I did.

I wore my summer business suit, with white shirt and tie, as I always did when calling on special people . I no sooner drove into his driveway when he came out the front door to greet me. He was of course suspicious at first , but when I showed him my extensive photo album of all kinds of Ryan airplane pic­ tures, all 8 x 10 black and white glossies, and my master list of serial and registration numbers, etc ., he was impressed. Even more so when I elabo­ rated on my work, including details of the various airplanes . It seemed to please him that I had grown up as a poor kid and went the tough route to learning to fly . I said I had respected his life and how he learned to fly too, and he said we were talking on the same level, so to speak.

He had keen memory, and when I asked some difficult questions he came through extremely well , and when I later checked on some of this informa­ 4 OCTOBER 1999

tion, his accuracy was confirmed.

After about an hour of hangar flying in his driveway, he fmally said, "Would you like to see the Robin?" Boy, what a question. I said I would, and we went out back to a large bam, through a small door, and all the way through the build­ ing, passing a couple of old cars and other fascinating ' things' along the way.

We got to the airplane and he proceeded to open a set of doors so there would be enough light for me to take some pic­ tures. He picked up a rough piece of wood nearby and placed it in front of the landing gear.

Carved into the wood were "Wrong Way Corrigan's $900 'Crate,' 1929 Curtiss Robin Flown (by mistake) New York to Dublin, Ireland, 1938." He said he pulled the prop through about once a month and it was just about due. I asked ifI could do that for him and he agreed and I did it for several revolu­ tions . The compression was excellent I might add, and I think after looking the airplane over, it might have flown alright, if given the chance.

I asked if I could sit in the cockpit and he said that would be ok , but he was quite con­ cerned about my clean clothes and I told him one does not get a chance like this every day and that is what cleaners are for. So in I went and sat there as he proudly explained the workings of the airplane. I never questioned him about the trip to Ireland, but compli­ mented him on the feat, saying I was halfIrish and would loved to have had the chance to do the very same thing . Then he stood in front of the airplane for me to take his picture, which I thought was nice of him, and I cherish these few pictures I took that day.

Corrigan was easy to talk to and fun to be with. It was not

long after that his son, who looked just like him at that same age, was killed in an airplane crash. I met him briefly when he came out of the house to run some errands. What a shame. Doug I think had a rather difficult life, but he was one of us and loved to fly.

He shall be missed.

Ev Cassagneres YAA 13785 Cheshire, Connecticut

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ears

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att

Outer Marker

A Tribute to the Biplane, and his First F-2.

f thus far in these ramblings there has perhaps been detected a nostal­ gia for, an affinity for, a love for the biplane-the open cockpit, the magnifi­ cent radial engine, the large disc'd propeller, the control stick between the knees - I am pleased.

Over a 45 year span of wonderful flying it has been my good fortune to have flown many different airplanes and let there be no doubt that nothing can even come close to matching joyful flight with the open biplane.

The enclosed cabin airman of today in his position of control sits forward of the lifting foils-on some airplanes, so far forward that he is unable to see the wing tips when looking out the cock­ pit's tightly sealed windows. Today's airman's very important framing of the sky consists only of a short rounded cowl, dropping away from him to a stubby nose, and some angled wind­ shield brace members very close to his

I

face. He is completely insulated from important cues of flight by his glassed­ in box-like riveted enclosure. The cues fed him for control, and the plane's re­ sponses to his guidance, are relayed to him by round tubing, and piping, and circuit boards, and fuse protected red and black colored wires.

Then, on the other hand, there is the biplane's grasping, unrelenting low speed lift capability. Its stubby sturdi­ ness, and staggered and dihedraled airfoils, and interplane bracing struts, and flat bracing wires, all combine to produce beauty and grace and func­ tionalness that the high-tailed tri-cycled cabin monoplane of today can never match, despite its much faster speeds, high lift trailing edge flaps, draft-free cabins, and fast turn­ ing stubby, snarling propellers.

Sophisticated instrumentation was not a necessity for the open biplane air­ man to direct the airflows and

trajectories of flight. With goggles down and helmeted head in the airstreams, he maneuvered in and out of tiny fields, sensing the feathered edges of flight by feels, by sight, by a cross flow on his cheeks, or a soft buffet on his helmet, the changing tones of whistling brace wires. All of these pro­ viding him the cues of flight, informing him, without having to refer inside to instruments, of the performance of his airfoils. With no more to work with ­ did the barnstormer operate from every kind of pasture, or hay lot, or hillside ­ with strewn rocks, and ditches, and dead furrows, and fences, and trees, and crosswinds, and tail winds.

And if you have never been near a long-bladed alloyed propeller turned slowly by an idling radial, you have missed some of the most delightful sounds of aviation. A slow rhythmic whish, whish, whish, whish, whish ­ like the rhythmic beat of a swan's wings

by Holland IIDutch" Redfield VINTAGE AIRPLANE

5

My Waco QCF-2, powered by a 165 hp Continental. That's not me in the coveralls - on the left is Art Cornelius, a photographer for the Syracuse Herald, and Ernie Hannam, the pilot when my airplane was chartered so Art could photograph spring flooding for the newspaper.

in flight - the mountain loon's wings beating the air with power and rhythm as he circles a glass-surfaced misty mountain lake, circling and cir­ cling, slowly climbing 'til enough height for tree skimming flight to his feeding grounds.

And the big radial forcing the idling propeller blades to dissolve into a fanned disc of invisible, powerful thrust. Driven into this disc by the stubby splined prop shaft disappearing into the gray circular aluminum front case. Bolted around this case with geo­ metric precision, five, seven, or nine round cylinders, their cycling, stroking impulses causing the crank inside and the shaft to revolve-the cylinders' blistering heat dissipated by thin closely-spaced encircling black cooling fins. What a thing of geometric perfec­ tion, in grays, and blacks and chromes, perched on the nose of a lovely biplane.

What testimony to the machinist's craft, the designer's pencil.

At age 19 an unforeseen windfall came my way in the form of a small in­ heritance. Besides my given name resulting in the nickname "Dutch," it 6

OCTOBER 1999

And if you have never

been near a long-bladed

alloyed propeller turned

slowly by an idling

radial, you have missed

some of the most

delightful sounds

of aviation.

also happened to name me after a fa­ vorite cousin of my mother's. It was when the cousin's father passed away that I learned of a $2,500 inheritance.

The very next day I had a deposit on my very own Waco F-2.

Harry Ward was familiar with the airplane, which was located at Buffalo,

New York, where Hall), had learned to fly. The price was $2,500, but this also included a set ofEdo pontoons that per­ mitted operations as a seaplane.

Knowing absolutely nothing about sea­ planes , I questioned the wisdom of including the floats in the purchase; however it was Hal1)"s suggestion that I buy the airplane with the floats, try it, and if things didn't work out I could al­ ways sell the float gear and at a good profit. This was probably the best ad­ vice of my life, and the beginning of many such from Harry who was later to become a very dear friend.

Barb and I drove up to Buffalo and as a couple of 19-year-old kids walked into the office of Buffalo Aeronautical Corporation one late November day.

This firm was a long-established and successful upstate operator and there was a large Waco Aircraft sign with the Waco wings logo painted on the side of the hangar. It was a blustery cold day and the field was white from an early snow. Doc Marsden, Buffalo Aeronau­ tical's Manager, sat behind a desk that overlooked the bleak fall scene, chomp­ ing on a dead cigar. He glowered at me and slowly raised one eyebrow when I informed him that I wished to look at

the F-2 that they had for sale.

We were unenthusiastically shown to the hangar and quickly left alone as the northwest wind outside rattled and shook the hangar doors and creaked the roofing . We walked around the air­ plane which was packed in tightly among many others, thumped the fab­ ric , pulled the propeller through slowly listening at the exhaust for possible blowing valves , and looked her over carefully and thoroughly . It was in beautiful condition. I stepped onto the lower wing walkway and eased myself into the leather cush­ ioned rear cockpit and moved the controls. I had to have it!

We returned to the warm office and I asked if I could fly it. It was agreed that I could, but with an apparent skepticism

that I really meant business. Leo Chase, the company's other pilot, had the dual controls put in the front cockpit by one of their mechanics, while an immersion heater placed in the tank warmed the heavy engine oil. When warm , we pushed her outside . How easily she rolled! Leo eased into the wide front cockpit with his helmet, goggles and a warm flying jacket.

Being accustomed to the Waco F and Waco's very different braking system, I was able to taxi without problems be­ tween the plowed snow banks, then took off into a fresh wind. The climb performance and general handling was a delight and truly spectacular. The 165 hp Continental engine, installed in prac­ tically the same airframe as the "F," had 55 more horsepower then the Warner

behind which I had been flying and it made a lot of difference.

We remained in the airport pattern and shot a few landings. I was shiver­ ing from the cold in my light jacket and I had no helmet or goggles, but I was ecstatic as we taxied back to the hangar.

Stomping the snow from our feet, Leo preceded me into the warm office.

I didn't wait to warm up, or for anyone to ask me. I said, "I like the airplane.

I'll take it!" I had to have that airplane; I was afraid I would lose it in haggled at the price.

In a few weeks, I had a certified check for the balance in hand and went back to get it. Now alone in the F-2 I taxied out and after seeing the steady green light pointed from the Buffalo control tower, took off, climbed steeply

My glorious Waco, made possible by a small inheritance t hat came my way at age 19.

and banked for home. Established on­ course, the four tracks of the New York Central mainline were a little to my left.

As the airplane leveled off and picked up speed, I eased over toward them.

Heading east along the tracks I looped the F-2 every few miles and most of the way home. The airplane looped effort­ lessly from level flight with her light load, not requiring a preceding dive as with the Waco F. What performance on this wintry day. It was cold and clear, but this time I was warm in my borrowed sheepskin flying suit, winter helmet, and sheep­ skin boots and gloves as I accustomed

looked back over the faired fuselage turtle-back at the fast receding hangars and my waving friends near the gas pump. Such performance! It was ex­ ceptional for the day and all of us knew it. It would be exceptional perfor­ mance today.

As I taxied her toward her new home a small gathering and Harry waited for me. I was a very proud guy as they ex­ amined and thumped the wings of my beautiful black and silver airplane.

Jimmy Walsh was among them and said nothing about the buzz job.

Barb and I returned to Buffalo in an­ other few weeks to pick up the float

Pilot's (Commercial) license, it would be necessary to fly 90 hours in the next five months, but it was in the dead of winter and I had no money.

So, now any work that I did on any­ one else's airplane was arranged for at a sufficient fee for me to buy a few gal­ lons of gasoline. In exchange for hangar rent, I helped in Harry's back workshop and anyone who would buy me five gal­ lons had the airplane rolled out for an airplane ride that lasted as long as the fuel lasted. There can be no doubt that I established some kind of a world's record for the most hours of flying with the gas gauges bouncing on the bottom.

Ired fuselage turtle-back at the fast receding hangars and my waving

friends near the gas pump. Such performance!

myself to her new feels and vibrations and engine smells and sounds. They were all nice and I savored them.

As we neared Rochester I eased the Waco south of the city, then swung back to pick up the railroad tracks again on the other side. Far off the north I could see the shore of Lake Ontario par­ alleling my flight. A lovely picture framed by the staggered upper and lower wings, and struts and wires. Slip­ ping from beneath the lower wing panels was the heavily traveled Erie Canal. Off my right wing the magnifi­ cent Finger Lakes and below the New York Central tracks leading me east­ ward. Another 30 minutes, then over the ringed engine cowl and between the upper cylinders, I could see in the dis­ tance Cross Lake and further ahead the snow-covered airport at Syracuse, a short distance from the railroad tracks.

I wasn't sure if Jimmy Walsh, the airport manager, might object if I were to buzz the field with my new airplane, but I had long ago decided to do so any­ way and nosed over into a long, shallow, speed-increasing dive. As we skimmed

by Ward's hangar I pulled up in a steep full-powered gently banked climbing tum that felt like it could go on forever.

As we climbed I turned my head and 8 OCTOBER 1999

gear. A cross-frame was made of 2 x 4s and bolted to the car's front and rear bumpers, then the two floats were laid and lashed lengthwise above the top of the car, a 1931 Chevy coupe.

By the time our racks were assem­ bled, the floats loaded and tied down, it had been a long day. We ended up dri­ ving eastward in the dark with a slight navigation problem because the frame's forward cross-members passed directly in front of each of the headlights, and we were barely able to see the road.

However, we slowly followed the road edges and centerline in what dim glow the headlights produced and though a long tiresome ride there were several pleasant roadside diner coffee and ham­ burger stops.

The next morning we lifted the floats down and placed them on the hangar floor alongside the Waco.

Everything was there now and it was all mine. But I wasn't sure I knew what to do with it because though I now had an airplane that I could fly as often as I pleased, I had no income and my $2,500 was gone.

My plan was to place the airplane on its float gear in the spring and barn­ storm it all summer. To acquire the required flight hours for my Transport

"Nuts to the pilot!!" Who would say such a thing, let alone, shout it? Well, in the hangar, we used to, and regularly.

The back shop for several months had been doing a fabric recovering job on one of the biplanes. During its re­ assembly, I was on a stepladder and supporting the tip of an upper wing panel as the attachment bolts for the interplane struts that locked the upper and wings together were being driven in place.

In those days it was accepted and ex­ pected good practice for these bolts to be driven in place with their heads out­ ward so that the pilot from his cockpit position would then have in view the wing attachment bolts threaded end, and their nuts and cotter pins. He could thus at all times in flight be comforted, by a glance, that the wing structure was at least bolted in place and the wings not likely to fall off because of a nut backing off and a bolt falling out.

On this day, as always occurred at this stage of an airplane's reassembly, as the hammer rhythmically clanged the wing bolts in place, a never failing ritu­ alistic accompanying chant by all those present, or perhaps in a distant comer, could be heard chorusing in the echoing hangar, "Nuts to the pilot!!" ~

~n

interview witn Roger ~reeman, conoucteo D~ ~am ~urgess

ger Freeman is one of the world's most enthusiastic experts on the Pioneer era of aviation. He became interested in vintage aircraft while elping his father Ernie rebuild a Thomas Morse Scout, complete with a rotary engine, that Roger still flies to­ day . Formally educated on aircraft by the Northrup Institute, he heads up Vin­ tage Aviation Services in Marion, TX after a tour flying DC-8's. Aircraft such as a Jenny , Bleriot, Bristol Boxkite , Fokker, Pietenpol, Meyers, Rearwin , Waco , Tiger Moth , and a Bucker are just some of Roger's restorations and construction projects. His dream of cre­ ating his own museum is making great strides on some property east of Seguin where hangars will be built to house his vintage aircraft and a museum with ar­ tifacts covering the years before the 1940s.

We sat down recently and discussed the work he 's done with the Bleriot replica you see in the associated pho­

ru

tographs . First a few words of wisdom from a wise old movie pilot:

"It is hard to put into words readily explainable to the modern day pilot how perfectly awfitl it really is to fly the Bleriot and what a great admiration I have for the pilots whose raw courage often outstripped their piloting skills and knowledge. " - Frank Tallman, "Flying The Old Planes."

Q - Did this slow down your enthu­ siasm for building a Bleriot from scratch ?

A - When I first read this descrip­ tion of flying the Bleriot in Frank Tallman's book "F ly ing the Old Planes," I was sure that Frank was flex­ ing his great showmanship. No way would my Bleriot be anything like that.

It was built very carefully, exactly to the plans; it had a more powerful en­ gine so that should make it better, I

thought. What a surprise I was in for!

Q - What type of vintage aircraft do you plan for your museum?

A - In my dream of having an early aviation museum, it has always been understood that we would need to have certain airplanes representing that won­ der era of the real pioneers . Of those I have always known that I would need a Curtiss Pusher and, of course, a Bleriot.

We have all read about the great feats of "Those Magnificent Men In Their Flying Machines" and marveled at their flashy showmanship and poise. Pilots haven 't changed much since. With many hours of airline and vintage air­ craft flying , this training has helped in flying a wing-warping design.

Q - How did you get started in the vintage aircraft business?

A - In 1991 I decided it was time to put my dreams into action. I had been running my business, Vintage Aviation Services, for some time then and had completed a few good replicas , but I VINTAGE AIRPLANE

9

First flight at Zuehl airport, Marion,TX in 1998. The high angle of attack of the wing is evident in this shot. Plenty of decalage between the stabilizer and wing!

The original design of the "tail skid" was changed when it was found to be unmanageable on the ground.

A more practical skid was installed with increased steering and braking.

With no ailerons, the long span of the warping wing was necessary to control the lateral movement of this ancient design.

10

OCTOBER 1999

wanted to get my collection growing. I wanted to start gathering the aircra ft needed for my dream museum. As I was pretty well swamped with the work that I already had in the shop, I made a deal with my good friend and fellow builder Julius Junge to start on a Bleriot proj ect that would be for us.

We researched until we found a good set of plans on this type and discussed what variations we might need to make on the machine. I located a suitable pow­ erplant, and started lining up material.

We were now on the way to having our first true pioneer aeroplane.

Julius, working at his shop at Can on Field, diligently started making all of the pieces. We decided to go with the 1909 channel-crossing configuration, except for the eleva­ tor. Frank Tallman had once told me that the later style was much better. The rest of the aircraft would be as close as possible to the original. Slowly, as the wood shavings started piling up as Juliu s crafted all the parts and pieces, an aeroplane began to appear from a stack of lumber. In all Julius spent about a year building the Bleriot, and in 1996 I picked up the completed airframe, minus the engine and covering.

Q - What other projects did you have under construction ?

A - Fortunately or unfortunately a new project moved into my business shop and slowed down the progress on the B1eriot. It was a replica of the 1910 Farman Boxkite (see the November 1997 issue of Vintage Airplane for more on the Boxkite replica), which I thought was a fitting hangar mate to the Bleriot. Since we were un­ der such a time restraint on the Farman, the Bleriot now had to take a back seat. It was so interesting having two examples of pioneer aeroplanes in the shop at one time. I often wondered how the two designers took such a different approach at accomplishing the same goal. I could not help but wonder what it was going to be like to fly each of them. I would soon find out!

Q - What was the test flight like?

A - The Farman rolled out of the shop on August 6, 1997 ready to make its first test hops. Contrary to popular belief, you do not just jump into one of these old crates and head off into the wild blue yonder on the first attempt. You first start by taxi test. First slow, and then a little faster. How is it going to handle on the ground?

Thi s is very important to know before you fly it. Next comes the first hop . How is it going to feel flying, and landing? After a long series of short runs you finally work up to the big one .. . when you take it around the field. Once you leave the safety of the runway, you are truly on your own. One way or another you have got to land, hopefully in one piece.

The Farman was quite a surprise to me. After a few minor scares I realized that this really wasn't too bad. After a number of flights I was getting my nerve up to the point of giving flying demonstra­ tions. After a time I was beginning to believe that I really was right, and there wasn't much to these old birds.

With the Farman finally delivered to its new home in Hong Kong, it was time to get back to the Bleriot. I was able to make all of the mounts for the Continental GPU engine, and have a beautiful prop carved by my friend Ted Hendrickson. We finally completed the cover job, and we were rapidly running out of excuses not to fly .

Once again we started with the taxi phase, and it did not take long to see that this was not going to be as easy as the Farman. It took a lot of power to get the Bleriot started, and once moving it acceler­

ated much faster. The rudder, which is very small, did not take effect until the speed rose, so ground control was go­ ing to be tricky. I started slow and began speeding up a little at a time.

Suddenly, just as I was completing what I thought was a very successful high speed taxi, things started going awry. As I pulled the power off to de­ celerate, I began to turn. The rudder did not have any effect since it did not have the blast of the propeller. I was now in the midst of a full-fledged ground loop, and I was just a passen­ ger. Before we finally came to a full stop, the right wing began to rise, and now I was dragging the left. On the Bleriot this seems pretty drastic since the wing tips are really pretty far off the ground. There I was, completely stopped with the left wing on the ground, and the right sticking way up in the air. The engine was still ticking along, and gradually the plane fell back onto its gear. It's is not supposed to do this!

Q - How did you correct for this de­ sign deficiency?

A - After much head scratching I decided the tail skid was to blame since it did not necessarily always go back to center after banging on the ground. A few more taxi tests revealed that al­ though my repair did seem to help , it did not solve the problem. Getting started was not a problem; it was slow­ ing down that ate my lunch! Next I went after the landing gear.

The Bleriot has a very ingenious trailing link landing gear that also swivels with any side load. On one of the next high-speed taxi tests I was slowing down and, Wham! I was back into the ground loop mode. It started an uncontrollable tum to the right and the wing was dragging again. Suddenly there was a loud crunch, and I was stopped. This time it did not right it­ self. The left wheel had sustained such a side load that it neatly tucked itself under and collapsed (see photo). Back to the drawing board, and I had not been an inch off the ground!

Q - Did this setback dampen your plans to complete the project?

A - With the landing gear all re­ built, I was ready to continue. We greatly limited the travel of the swivel­ ing gear, and this seemed to tame the ground loop part. Now we were work­ ing up to the high-speed taxi s, and I wanted to lift it off the ground. I would

get the tail up , and accelerate as fast as I thought it should need (I had no air­ speed indicator), and carefully eased the control stick back.

Nothing! All it did was slow down . It had no indication s that it wanted to fly at all. Now what?

Several attempts ended with the same results. I had a ground hog on my hands and I did not

high drag was source of several aborted takeoffs until it was learned to raise the tail high to decrease drag.

know why.

Q - Was there someone you could go to for advice who had a similar ex­ perience?

A - It was at this time that I needed to consult the experts. I placed a call to the Old Rhinebeck Aerodrome in up­ state New York. I first talked to John Barker, a walking encyclopedia of old aeroplane information. He had been Cole Palen's right-hand man. He re­ ferred me to their "chief' Bleriot pilot, Carl Ericson, who was able to brief me on some of the finer points in flying the Bleriot. First he said that you needed to get the tail way up on takeoff, much higher than you feel you should. Next when you think it is going as fast as it will go, you give the stick a pull and force it into the air. The rest was ele­

mentary. Hang on for dear life and fly it back onto the ground. Sure enough, he was right. Never underestimate the value of experience!

Q - Did this solve the problem ?

A - Using Eric's advice I managed to coax the Bleriot into the air. It really did not want to be there , and neither did 1. I made several runs up and down the runway , sometimes getting up to about 20 feet in altitude. It seemed so strange that I would come back think­ ing I had set some altitude record, only to find I was merely 10 to 15 feet high.

One such run I was cruising along fat , dumb and happy (sheer terror) when I noticed that the end of the runway was coming up , and I did not want to go around yet. So I merely pulled back on

Roger Freeman shows off the ancient design of the undercarriage, which was somewhat sus­ pect. The swiveling action of the design was modified to reduce ground loops and the subse­ quent damage that resulted from too much side force and not enough structure to handle such a side load.

VINTAGE AIRPLANE

11

the power and felt the bottom begin­ ning to fall out from beneath me. I was dropping so I was trying to break the descent with the elevator. Next, the right wing began to drop so I tried to correct with left stick. Crash! I was on the ground and I bet the airplane did not move ten feet from impact. Not a good day at all.

Q - What was the total damage to the Bleriot?

A - Close examination disclosed several broken wires in the fuselage, and a smashed tail skid and collapsed landing gear (again!). After discussing the episode one more time with Eric, I learned the errors in my ways. The Ble­ riot wing design had been a direct attempt to imitate the shape and func­ tion of a bird' s wing, minus the flapping . The airfoil with its distinct undercamber and hooked nose is very much from our feathered friends .

The means for lateral control is also from this same source, and uses what they call wing warping instead of ailerons . Somehow, the birds seem to do just fine with all of this , but man is just not exactly up to the task. First we find that the strange airfoil is also very high drag. I needed to raise the tail as high as possible to flatten out the wing.

With this done the aircraft could accel­ erate just enough to overcome the drag.

The wing warping, I had already noticed, was at best not very effective.

It would raise a wing if you had time to wait. I also noticed that I had the stick buried in the upper left-hand cor­ ner of the cockpit while in flight. Now people ask why you do not notice these things when you are flying?

When you are flying something that is just barely holding on anyway, you tend to move things wherever they seem to do you the most good. Often you have no idea where the stick is rel­ ative to center while your mind is occupied with other things. What I did on this last flight was first to reduce power on a high drag machine, which was barely flying anyway. Next, as the wing began to drop, I corrected with the stick and what I did not realize was that when I moved the stick to the left, it was in fact increasing the angle of at­ tack on the right wing.

I was already next to a stall and now I increased the angle and com­ pleted the stall on the right wing. Say good night, I was going down! By now I was beginning to look at Frank's 12

OCTOBER 1999

words a little differ­ ently . Maybe there was something to this .

I had been lulled by the Farman into thinking that this old stuff was a piece of cake. The Bleriot is a whole different ball­ game.

Q - And y ou still continued with y our desire to tame this an­ tique replica?

A - We rebuilt the wreck, and it was time Before covering. the "open cockpit" does not offer much in the for the next flying les­ way of creature comforts. The spun aluminum tank and beautiful­ son . I continued to Iy crafted control wheel are on display is this shot. make a number of runs down the run­ way. I made a few little rigging adjust­ ments that brought the stick back to center in flight. I now had to move onto the next big hurdle. I needed to take the ship around the field and really see what it was like in the air. I finally got up the nerve to take it around . I cannot ex­ plain the thought process that goes 1910 wing and fuselage construction. Woodworkers in through one's mind as Typical those days adapted to plying their trade on aircraft. with excel­ you make the decision lent craftsmanship the result. that this will be it.

You ' re up , and where I was before. everything seems to be going well. It is I am at approximately 200 feet alti­ climbing, so let's do it. As soon as you tude which is much too high to fall and make the first turn , things look a lot much too low to recover. I think things different. You are now committed. Ei­ are just fine at full power. As I skid ther go around , or put down in the around onto my final approach I start a farmer ' s field . Full power seems just a descent still under power. I feel the bit on the weak side and you keep push­ wind in my face picking up so now I ing on the throttle just to make sure. Be reduce power just a bit, not too much. careful on the bank, since this is your As I approach the ground, I only weakest control. Skid around the tum . slightly pull back on the stick just to It does not look graceful, but the wings break the descent, and suddenly I feel stay where you want them . I make a the wheels rolling on the ground . full circuit of the field, and things seem Amazing! I pull the power and I gently sort of under control. The engine is come to a stop. running fine, with rated rpm and good I had to remember that I needed to oil temp. I think I will go around again. turn off the engine. My body finally As I level off on the second down­ started to relax and I could feel my wind leg, I decide that maybe I should sphincter muscles releasing their death check the power and see if it will fly on grip on the seat. There, I was a real reduced power. I carefully ease the Bleriot pilot! Nothing to it! throttle back just a bit, and immediately Since then I have made many other the controls feel like I am hanging onto - continued on page 27 a sponge. Full power, and I am back

Mark Schaible

6rand Champion Antique Our EAA AirVenture '99 Grand Champion Antique is this extraordinary Lockheed 12A restored by the Perras brothers, Uwanna and Yon. Much of the airplane was reskinned during the ground-up restoration, which took over 10 years to complete.

Jim Koepnick

Jim Koepnick

At the top of the Bronze Age awards list is the resurrection of Freddie Ludtke's "Spirit of Dynamite" rebuilt by William Smith of Franklin, PA. Mark Godfrey

(Above) The Bronze Age Runner Up shows us just how close the judging can be. This Stinson SR-SE Reliant was first owned by actress/author Ruth Chatterton, and it now belongs to Dr. Paul Sensor, Hampton, IA who had it restored by Rodney Roy of Roy Aero in Hampton.

(Left) Our WW II era Champion is Greg Herrick's Interstate Cadet.

14

OCTOBER 1999

H.G. Frautschy

x .2

i

E

~~----------------------~

We were blessed with multiple Howards this year, and two of the prettiest DGA-15's around were award winners. These two were picked as the Champion Custom Antique (right) owned by Roland Rippon, Rockford, IL and the Reserve Grand Champion Antique belonging to Ed Moore, Mystic, CT (above).

Mark Schaible

Glowing beautifully in the late evening sun, this Menasco-powered Great Lakes biplane owned by Cameron Saure's was flown to Oshkosh from Reynolds, ND.

Multi-engine airplanes were everywhere this year, and the Transport Category Runner-Up is the Museum of Flight's Boeing 247, painted in the livery of its launch customer, United Air Lines.

H.G. Frautschy

The WW II Military Trainer/Liaison category is always a pop足 ular category, and this year's Champion is Dan White's Boeing N2S-3.

VINTAG E AIRPLANE

15

Oh my, who ever thought we'd actually see this in the air again? Greg Herrick and the talented folks at HO aircraft in Anoka, MN have brought the Kreutzer K-5 Air Coach back to life after it nearly turned to dust in the Southwest. The Transport Category Champion, it is pow足 ered by a trio of Kinners turning fixed pitch wood props, and three, count 'em, three Heywood Air starters for the engines. Wow!

It's always nice to see Past Champions return, and this year we . ._ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _iiiiiiii_iiii had a bumper crop. Our thanks to each of the 18 top award winners who brought their airplanes back for all to enjoy.

Parked in special locations along the paved road that runs north/south through the AirVenture grounds, fly-in attendees could get a close-up look at what it takes to be a VAA Champion . This Waco QCF was flown in by M.H . Havelaar of Arl ington, TX and his son Rusty.

Rounding out our list of " Airplanes you never expected to see again" was this Fokker Universal, flown from Calgary, Alberta, Canada by Clark Seaborn. It was the" Judge's Choice " award winner.

Mark Schaible

Piper Vag abonds are so cute, you just gotta love them.

L. Gale Perkins sure does, as his took home the Reserve Grand Champion Classic Lindy trophy.

16

OCTOBER 1999

From Jackson, MI, a hotbed of vintage airplane restorations, comes John Knight and his Taylorcraft BC-12D, chosen as the Best Taylorcraft.

Team

(Above) For sheer "WOW" factor, airshow pilot Jimmy Franklin's Waco UPF-7 has it all, and when that jet engine slung under足 neath powered the airplane straight up, all you could do was stand and stare. What a sight. What a sound!

(Left) The Luscombe line up as hosted by the Don Luscombe Aviation History Foundation showed off the "Win Me" airplane, and the turbine-powered 8E, recognized with a "Most Unique" Classic trophy.

Cessna 140s have played a number of ro les throughout their lifetime, and this model, known as the "Patroller, " was useful for looking at pipelines or power lines. This very nice example was flown to AirVenture by Bob Schindler, Sandy, UT. VI N TAG E AIR PLAN E

17

6rand Champion

Contemporary

Beech 18s have had a lot of lavish attention paid to

them, as evidenced by the good looking examples

we've seen recently. The EAA AirVenture '99 Grand

Champion Contemporary is this sharp 1960 Beech G1

owned and flown by James Warren of Castle Rock, co.

Kudos to him for a secure set of tiedowns as well!

H.G. Frautschy

Workhorses of the past are becoming prized possessions, and this DeHavilland (Canada) DHC-2 Mk.1 Beaver was recognized for its excellent restoration .

Congratulations to Stephen Johnson, Redmond, WA on his Beaver's selection as the "Best Limited Production" trophy winner.

Steve Stringer kept visitors spellbound as he explained the process of clay modeling and other metal shaping concepts. His talks were filled with humor and a chance to try it hands on. The VAA workshop tent, located just south of VAA headquarters, has become one of the most popular places to visit in our area.

6rand Champion Claui(

Our Grand Champion Classic was restored and is flown

by Butch Walsh, Arrington, VA. It's a 1947 Stinson 108-3, powered by a Franklin engine.

18

OCTOBER 1999

John Kennedy, Martinsville, IN is flanked by his sons, Chris (left) and Tom (right) as they sit in front of their deep, dark green Ryan Navion. It took three years to restore, including the sumptuous tan interior. It was selected as the Best Class II (151 hp and up) award winner.

You don't see too many of these, a four-place Taylorcraft Model 15A registered to Richard Roe of Fairfax, VA. Only a dozen of the slightly over 30 built remain on the FAA registration records.

H.G. Frautschy

The Mullicoupe cowl points the way towards the VAA Headquarters, which now features a nifty neon sign highlighting the new VAA logo. Be sure and stop by for a visit!

VINTAGE AIRPLANE

19

He's baaack! The last time we saw Torquil Norman, he flew his twin-engined DeHavilland Dragonfly from England. This time, Torquil decided to use only one Gypsy engine for his trip from England, flying this DeHaviliand DH.85. Leopard Moth "across the pond."

Always a delightful man to meet, members enjoyed visit­ ing with Torquil while the air­ plane was display in front of . . .

VAA headquarters.

5 • •___......."'.

Mark Godfrey

Mark Godfrey

Marc Krier, nephew of famed airshow pilot Harold Krier, has restored his famous uncle's Piper Clipped-Wing Cub and dedicated it to his uncle's memory.

Leslie Hilbert

This aerial view looking to the northeast gives you an idea of the depth and breadth of the EAA AirVenture grounds. The unused area to the right of center was vacant until the excessive rainwater had drained or evaporated away. During the week of EAA AirVenture, nearly ten percent of the entire General Aviation fleet in the United States will visit the event! .....

20 OCTOBER 1999

PASS IT TO BUCK

by E.E. "Buck" Hilbert EAA #21 VAA #5

P.O. Box 424, Union, IL 60180 going through copies of some of the old Dear Buck, The NC-number on John McEnaney's model airplane plans you can see an Cub Coupe (Orlando, Florida) in the latest Aeronca Low-wing NC 15734. My C-3 issue of VINTAGE AIRPLANE sort of was NC15733 so it was probably built jumped off the page and "grabbed" me around the same time that the first L-type when I saw it. It's the subject of an inter­ was being flown.

I am coming out with a new kit of my esting bit of trivia and 1'd like to ask if you'd please pass this letter on to him as I own of the Cessna that can be built as a do not have his address whereas you can 120 or 140 (rag wing). It fits together neat probably get it from your EAA files. A and looks just like the real McCoy but I have yet to do the instruction sheets. The stamped envelope is enclosed.

NC21599 (being Hanford Eckman's printer did a lousy job on it and I might de­ he said he was coming back to the airport fu-st prototype, of course) was the subject cide to do one of the sheets over before afterward, but he never did show so I did­ n't get to talk to him very long. of a plan drawn by a man named McCul­ letting it out.

That's all for now. Again, I hope that For an update of the Aeronca Champ lough for Flying Aces in 1939. It was drawing # 106 and somewhere around here kit, I received a nice copy of one of the Mr. McEnaney will be pleased to know (if 1946 factory photos from John Houser. he does not already) that his NC2l599 was I have a picture of a completed model made from those drawings with NC21599 My photo of a completed model made featured in at least two model plans that I on it. It would be interesting to have a from the kit happens to be taken from al­ know of. Scientific Models also put out a copy of this drawing to display with the J­ most the exact same angle, so it will be J-4 kit many years ago, too, but am not 4 at air shows. About eight years ago, this an interesting comparison to show both sure what NC number was on it.

Best wishes, drawing was available from Golden Age on the new cover sheet. John Houser is Bob Kaelin, VAA 23340 Reproductions, P. O. Box 1685, Andover, sure a good friend; he has always been of Riverhead, NY MA 01810. They also had some complete great help since back in the days when I kits of some other models at the time, but had my C-3.

Saw your friend Woody over the week­ don't know if the McCullough J-4 was ever put out in kit form . It was the stan­ end. I went flying Saturday evening and dard stick-and-tissue flying scale model.

It had a span of28 inches.

Comet also put out a stick-and-tissue Hey, look what H.G. found at the Golden West EM Regional Fly-In - a Helton Lark 95. This broth­ kit ofNC21599 in the forties ; it was kit No. 3206 and had a span of25 inches. I built one of these when I was a kid back then and had occasion to build another one after they reintroduced them about 25 years ago. I still have the remnants of the plans and it has the big numbers NC21599 printed on them. I was sort of under the impression that the Comet model resembled a J-5 more than a J-4, but could be wrong about this because it's been so long and my remaining plan sheet is incomplete.

However, this kit was again repro­ duced by Penn Valley Hobby Center at 837 W. Main St., Lansdale, PA 19446.

At Christmas time of this past year, it was on the list of discontinued kits which meant that some were still in stock at that time (and probably still are). I think the price was $8.88. Their phone number is 215/855-1268.

I always notice NC-numbers. While

er to my Lark is registered to George Fry of Grizzly Flats, CA. Pretty!

VINTAGE AIRPLANE

21

he subject airplane in this true story is one 1946 Aeronca 7 AC "Champion." The airplane owners are the "N82320 Flying Club," consisting of Frank Hientzelman, Paul Baumgarte, Ed Santucci, my nephew Len Polhemus and myself, Don Wood. At the time, our unnamed flying club was looking for an Aeronca. We found it at Bennington, Vermont airport during January, 1970.

This was the only Aeronca we had found within our general area. Len and I drove to Bennington to inspect the plane. It was well worn. But, what the heck, it was li­ censed and flying and we wanted a 7AC so bad we could taste it. We bought it at the asking price of$I,500. Now, how do we get it home? I was not current, and Len did not yet know how to fly!

The following weekend a good friend of mine, Orin Stacy, flew Ed Santucci and I to Bennington in Orins' sharp Cessna 170. Ed was current. After the en­ gine preheat application the engine was started and Ed headed southwest for Poughkeepsie, New York. We had our bird and our club had a name, the "N82320 Flying Club."

Now, this is not a story about the cle­ vis ear that was broken off the lower front control stick yoke, on which there is an "AD" to finger tighten the castle nut and cotter pin it on the clevis bolt.

Nor about the long acorn type nut which held the fuel line to the gascolator elbow, which had a hacksaw cut in it lengthwise.

Also, certainly not about the in-flight engine failure at 1,500 feet altitude, when a connecting rod nut backed off the con­ necting rod bolt and allowed the bearing cap to open 3/16 of an inch, bending the second bolt.

Or how this incident necessitated a moist underwear landing at Sky Acres airport at Millbrook, NY which was about five miles from our initial excite­ ment scene.

And not about, when the next day, Easter Sunday, I pulled the number one jug off the engine and the rod nut was laying in the bottom of the engine case with no apparent cotter key or cotter key parts to be found.

No, I am not going to go into a big dissertation about the aforementioned.

But so as not to leave you hanging as to how the sawn fuel line nut and the bro­ ken control stick yoke clevis ear were found; when the Aeronca was annualled during September of 1970 by the local legendary old-time A&P, Joe Phillipowitz,

T

the word was that the plane needed com­ plete recovering. The club members and myself accomplished this. We renewed everything from the 4130 tubes out. Ce­ conite covers, stainless cables, upholstery, dash , glass and new wood. I added Aeronca style fiberglass pants and a Stits spinner with AN yellow for the ba­ sic color and insignia red trim . It was pretty. Good old Joe Phillipowitz super­ vised everything.

This was all done prior to the engine failure as it was still meeting specs and running good.

Now the rest of the story. One week­ end at the beginning of August my newly widowed favorite aunt, two cousins and one cousin's husband came from New Jersey to spend a Saturday night with my wife Cookie and 1. We all partied on the rear lawn until darkness and finally re­ treated to our respective bedrooms.

About 10 p.m. a thunderstorm rolled in.

It rained hard, with lightning dancing around for about an hour. Then it just rained hard and finally settled down to a steady deluge.

Sunday morning dawned hazy, humid and hot. After an early breakfast, I, trying to be the perfect host, stated that I be­ longed to the N82320 Flying Club and asked, "Who would like to go for an air­ plane ride?" My cousin Dougie allowed that he would, as he had never been in an airplane before, and who could he trust any more than his older cousin? This pumped me up and off we went to the Dutchess County Airport, about two miles from my home, where the Aeronca was tied down.

I pretlighted the "Airknocker" and got Dougie ' s 5' 11",230 Ibs. strapped in the rear seat, had him hold the brakes and the stick back.

"Don't, Do not touch the throttle!"

I spun the prop and placed my 6'3", 235 lb. frame in the front seat. By then the ground haze had burned off, but it was plenty hot and humid. As I exercised the controls, I got more than normal wa­ ter from the drain grommets in the left aileron. I held it down with the stick until it stopped dripping. ( "Humm, we did get some rain last night, I thought. ") I added throttle to the Continental to get moving in the soft sod. It took more throttle than usual, but with Dougie in the back seat this was not surprising. With both of us heavyweights loaded in and hot, humid weather, I expected a fairly sluggish flight. Once on the pavement we

rolled easily to runway 6. After the mag, heat and static check, I cleared the traffic pattern (no tower in operation at this time) swung onto the runway and poured on the coal, all 65 horses. Allowing for Dougie in the rear seat and a very slight north cross breeze, we accelerated as well as I expected.

With the elevator trim in neutral and a longer than normal three point run, I started to ease the stick forward. Heavy resistance to forward stick was felt.

"Doug ie, take your hands off the stick."

"I don't have my hands on the stick."

This is beginning to get interested.

Still full throttle, with a slight wander­ ing from side to side. I'm an old Aeonca pilot and I never did swerve these planes, even on concrete runways. Two more os­ cillations and the swerves have now got me concerned.

(Good grief, that Dougie is heavy.)

Full nose down trim is necessary to get the tail up, with hard forward pres­ sure on the stick, and the swerves get worse even though I am not over control­ ling, or at least I do not believe I am. The airspeed is nudging 50 mph. I cannot shut it down as I know that I will lose what little ground control that I have left.

Without the prop blast across the rudder, I could only imagine what might happen.

With the side-loaded tires complain­ ing, I released just enough forward pressure on the stick to become air­ borne, but immediately have to add more forward pressure to keep the nose from rising too high. I am now flying in ground effect, but at least I now have di­ rectional control. ( "Hold it down Donald, get some more airspeed. " I thought to myself) At the end of the 5,000 foot runway I had approximately 100 feet of altitude.

My mind's really racing now.

(How about a shallow 180 degree turn and attempt an airport landing?

This thing does not want to fly. No, no, if you are going to lose it, lose it going straight ahead just like your instructor had always told you.)

I had seen the result of an emergency 180 degree turn on takeoff by a Cessna 140 pilot. It was not pretty.

Full throttle, full nose down trim, for­ ward stick pressure, and we're slowly gaining some altitude. At 300 feet alti­ tude I made a slow, shallow turn to the north and into the prevailing breeze. Still full everything, and slowly, very slowly

-Continued on page 32 VINTAGE AIRPLANE

23

by H.G. Frautschy Hoo boy, did we get a bucketful of re­ sponses on our July Mystery, a trainer designed by the late Gordon Israel. Let's get right into the mailbag, since we were also blessed with a bunch of photos.

"The July Mystery Plane is about the only one I've ever known, and that's only because my partner and I own three of them! Howard Aircraft produced a total of 60 airframes. Designedfor the CPT and certified with a number ofKinner and Warner engines, it was developed too late to get the high volume con­ tracts that Fairchild and Ryan did. The only complete aircraft we know of is in a museum in Fayetteville, AR. That air­ plane was actually used in the CPT program at that field.

It's a Model 18, otherwise called a DGA-125 Howard.

widowmaker, that would snap roll if you got it too slow.

Charley got to fly it first since he had more time than me. Then I flew it. It was a good, stable aircraft for the kind offly­ ing we were doing, but we always watched our airspeed.

We kept the Howard for a year and flew it about 50 hours. Then one Saturday as I was working for the Southern Ohio Avia­

tion Co., a large thunderstorm came up. I heard this loud rumbling noise on the roof that sounded like a herd ofhorses stam­ peding. Running to the hangar door, we saw hail stones the size ofice cubes on the ramp, big ice cubes! I thought, "Oh boy, my aircraft is outside!" I heard later that the company's twin Beech had severe hail dents in its wing and fuselage skins.

The old Howard was parked at the end ofthe ramp. As I drove up to the tiedown, it didn't look too bad, then as I rounded the wing, Disaster!

The fuselage fabric was shredded and hail stones had actually punctured a cou­ ple ofplaces through the wood wing skins, and dented the wood skin in several spots.

Well, what to do?

We recovered the fuselage top with Grade A fabric, and patched the holes in the wood skins. As the license was still in effect, we flew it for a while, then sold the Howard to a pilot in Cincinnati for $350.

That's the last I ever saw ofthe Howard DGA-18K, N3972.

The similarity ofthe two Howard photos is quite remarkable, as they were taken by

October Mystery Plane

Tom Peterson Rockton, IL Howard Aircraft and Storm Door Co. And a note from another owner: Regarding the July Mystery Plane, imagine my surprise when I recognized the it as not only a Howard DGA-18K, but myoId DGA-18K, N39672! And to cap that though, the photo in my collec­ tion is almost identical to the photo in the article. Talk about a coincidence.

The airplane was tied down at Day­ ton Municipal airport when my partner, Charley Clayton and I bought the air­ plane in April 1955. As a sign of the times, we paid $125 for it, and the air­ plane was still in license. Plus , the owner threw in a seat pack parachute in the deal.

As relatively low-time pilots we were a little leery ofsoloing the Howard, since we had been told numerous horror sto­ ries ofhow the airplane was unstable, a 24

OCTOBER 1999

Our October Mystery Plane is one of the newer acquisitions by our EAA Aviation Foundation Library. Originally on an American Airman postcard made in 1960, the image of the round-fuselaged biplane also shows a Jenny in the background. Send your answers to: EM Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Answers need to be in no later than November 25, 1999 to be included in our January 2000 issue.

If you prefer you can e-mail your answers to vintage@eaa.org Be certain to include both your name and the address in the body of the copy and put "(Month) Mystery Plane" in the subject line.

DGA-125 HOWARD

This shot from Scotty Markland is nearly identical to the shot we used for our July Mystery Plane, sent to us by Brian Baker.

Bowers Collection

This factory publicity shot was taken at Chicago Aeronautical School. The NACA cowl was added for this shot.

The July Mystery Plane is the relatively rare 1941 Howard DGA-18K, also known as the DGA-160, with 160 hp Kinner R-5 engine. It was an upgrade of the DGA-125W (DGA-125) which was powered with a 125 hp Warner "Scarab" engine. Historically, the DGA-18 is most significant in being an early example of the then-CAA having the good sense to allow two different engines for one basic airframe on the same approved type certificate (ATC).

The DGA-18 pair was designed to sell to the Civilian Pilot Training Program, but was not built in quantity. The Warner model was intended as a primary trainer and the Kinner model as a basic trainer. AT( A-739 was awarded to the DGA-18W on March 19,1941, and the DGA-18K was added to the same certifi足 cate on April 17, 1942. - Pete Bowers, Seattle, WA VINTAGE AIRPLANE

25

Jim Rezich Collection

Howard test pilot Walt Dieber in the prototype Model 18 at Chicago Municipal Airport.

Power was a 125hp Warner.

Jim Rezich Collection

Ralph Nortell sent us these shots of a pair of Howard DGA-18's, NC31643, SIN 643 and NC31620, SIN 620 taken at Swan Lake air­ port in Portland, OR in 1941.

A shot during engine runs, Frank Rezich at propeller, his brother Nick by the left wingtip.

two different photographers at different times ofthe year, yet they are nearly identi­ cal. Your photo looks like it was taken in the fall of 1954, with grass and weeds showing. Mine was taken in the spring of 1955, with bare, hard ground showing. The Stinson Reliant in both photos had to be in its permanent tie down space. Why wasn't itflying any ofthese two days? There's an­ other story there some place! 1n my photo its number is NC4572.

You could argue that 2 photos ofany given aircraft taken by different photogra­ phers with identical results is not that unusual, but how many ofthem show up 45 years later as the feature ofthe Mystery Plane?

Thanks!

R.W. "Scotty" Markland

Dayton,OH

26

OCTOBER 1999

Lany Knechtel, Seattle, WA adds this: Powered by a Kinner R-5 160 hp dual ignition radial engine the DGA-18K had a maximum speed of120 mph, and cruised at 109 mph using 75 percent power. En­ durance was 3-3-112 hours. Rate ofclimb the first minute after takeofJ was 900 fpm, with a service ceiling of 14, 000 ft. Climb to 5,000 ft. took 6-112 minutes. TakeofJrun was 725 feet and landing speed was 57 mph. Cruising range was 300 miles.

Other correct answers were received from: Don Capasso, Haddonfield, NJ; Frank K. Goebel, Joliet, IL; Harold C. Graves, Des Moines, IA; Frank Abar, Livonia, MI;

Ben Bowman, Cornwall, PA; Wallace (Dip) Davis, Marengo, IL; F. C. "Chub" Trainor, Santa Paula, CA; Jack Erickson, State College, PA; Robert E. Nelson, Bis­ marck, ND; Max E. Hartley, Ukiah, CA; Glenn C. Humann, Everett, WA; Emil Cas­ sanello, Huntington Station, NY; Kaz Grevera, Sunnyvale, CA; David Schober, Volga, WV; Joseph G. Handelman, An­ napolis, MD; Bill Mette, Campbell, CA; Dick Gregersen, Pocatello, 10; H. Glenn Buffington, Baldwin, LA; James Rogers, Lynchburg, VA; George W. Mojonnier, Yelm, WA; Rocky Farano, Gilroy, CA; H. Ray Tyson, Ashland, VA; Owen Bruce, Richardson, TX; Charles F. Schultz; Louisville, KY; 1. R. Temple, Granger, IN , Tom Woodburn, Glen Allen, VA and Ralph Nortell, Spokane, WA. ......

-Bleriot, continued from page 12 flights in the Bleriot, all successful and without further damage. I have tried to think of the proper way to explain my feelings while flying the Bleriot, and I guess the best way is to say it is almost like being lifted off the ground while fl ying a kite . You im­ mediately realize that you depend on both the kite and the string. If either decide s to let you down the results will be the same.

Q - Was all this worth the effort?

A - Now that you are undoubtedly questioning my sanity for even flying

such a crazy machine , I will tell you why I think it is important that we keep these old crates flying . I hon­ estl y believe that with great care and precaution these aircraft can be safely flo w n within a controlled environ ­ ment. I also b e li eve that it is tremendously important that our fu ­ ture generations have the opportunity to see some of this primitive technol­ ogy in action to fully appreciate what it took to get us where we are today. It seems hard to associate the feelings I have tried to express whi le dining comfortably somewhere over the Pa­ cific on a IS-hour nonstop flight from Los Angeles to Hong Kong delivering

the Farman Boxkite . I wonder what the next movie will be or should I just take a nap?

Modern day flight as a passenger can show us just how far we moved over a century of flight, and the fact that jet aircraft flight for a commercial passenger was happening only SO years after the first passenger flights during the opening years of the 20th century was nothing short of amazing. Con­ gratulations to Roger Freeman and the fo lks who help him at Vintage A via­ tion Services in Marion, TX for helping keep the pioneering soul of aviation alive and well. - H.G. Frautschy .......

Fly-In Calendar The fo llowing list ofcoming events is furnished to our readers as a matter ofinformation only and does not constillite approval, sponsorship, involvement, control or direction ofany event (fly-in, seminars, fly market, etc.) listed. Please send the information to EAA, Att: Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086. In­ formation shollid be receivedfOllr months prior to the event date.

OCTOBER 6-10 - TULLAHOMA, TN - "Beech Party. .. Staggerwing, Twin Beech 18 and Beech owner/enthusiasts. Sponsored by the Staggerwing Beech Museum. Info: 931/455-1974.

OCTOBER 9 - HAMPTON, NH - 9th Annual EAA Vintage Aircraft Assn. Chaper 15 Pumpkin Patch Pancake Brea~iast Fly-In/RafJIe Drawing. Rain date 10th. Info: 603/539-7/68.

OCTOBER 7-10 - MESA, AZ- Copperstate EAA Regional Fly-In at Williams Gateway Airport.

Contact: Bob Hasson, 302/770/6420.

OCTOBER 8-10 - EVERGREEN, AL -9th Annual South East Regional EAA Fly-In (SERFl) . Air­ show, car show. ULiLightplane operations area.

Fly-Market, workshops, FAA Wings Program. Sat. evening awards banquet with guest speaker. Camp­ ing on field. Info: 334/578-1707.

• Backlight stays on until you turn it

PAYS FOR ITSELF AS YOU USE IT • Pick up ATIS and get clearance before the Hobbs starts running!

NEW! BUILT-IN SIDE TONE • Includes headset interface &PTT jack LOUD, CRISP AUDIO • An audio cuts through high cabin noise

SIMPLE TO OPERATE • ICOM's single knob tuning - instant frequency selection even in turbulent conditions • 50 user·programmable memory channels • Instant access to 121 .5 MHz

RUGGED ERGONOMIC DESIGN • One-piece die-cast aluminum chassis with a super-tough polycarbonate casing

ALL AT AVERY REASONABLE PRICE!

OCTOBER 9-10 -FRANKLIN, VA - Franklin Air­ port. 29th Annual EAA Chapter 339 fly-in. For more information, co ntact Walt Ohlrich at 757/486-5192.

OCTOBER 14-16 -ABILENE, TX -Southwest EAA Regional Fly-In, Abilene Regional Airport (AB1).

Info: 1-800/727-7704.

VINTAGE AIRPLANE

27

VINTAGE MERCHANDISE

NEW STYLES! ALL CLOTHING FEATURES NEW THREE-COLOR EMBROIDERED VINTAGE LOGO.

Denim Short-sleeved Shirts with Button-down collar by

Three Rivers. Features button-closure on pocket. Double stitching on

sleeves for durability. 100% cotton.

SM-XL V41263 $36.99*

2X V41267 $39.99 *

Denim Long-sleeved Shirts with Button-down Collar.

Similar to above shirt but in long-sleeved design. The shirts feature two足 button adjustable cuffs. Available in light-blue denim or natural colors.

Natural MD-XL V41268 $39.99 * 2X V41271 $43.99* Light Blue MD-XL V41272 $39.99 * 2X V41276 $43.99*

Twill Six-Panel Caps with Braiding

Feature adjustable leather closure strap. One size fits most.

White V41260 $10.99 *

Khaki V41261 $10.99 *

Navy V41262 $10.99 *

Clubhouse Jackets

High quality jackets feature two-button adjustable cuffs, elastic waist足 band, inside coat hook loop, inside pocket with velcro closure and more! Contrasting color trim pieces and adjustable lanyard cord on collar make this jacket very distinctive. Shell and lining are both 100% nylon.

SM-XL V41250 $63.99 * Natural/Navy Trim 2X V41254 $66.99 * SM-XL V41250 $63.99 * Navy/Forest Green Trim 2X V41254 $66.99 * Cotton Pique Golf Shirts

100% combed cotton. Knit collar and cuffs. Two-button placket.

Drop-tail with side vents.

White SM-XL V41294 $32.99 * 2X V41298 $34.99* Khaki SM-XL V41299 $32.99* 2X V41303 $34.99 * Navy SM-XL V41289 $32.99* 2X V41293 $34.99* Jacuard Golf Shirts

100% combed cotton. Knit collar and cuffs with beige trim. Five足

button placket. Drop tail with side vents.

Wine MD-XL V41281 $34.99 *

2X V41284 $37.99* Navy MD-XL V41285 $34.99 * 2X V41288 $37.99 * Black MD-XL V41277 $34.99 * 2X V41280 $37.99 *

Tony Holtham .............. ............. .. ............ .

Brent 1. Higgins ..... ........ ...... ..Tuscola, IL

Joseph S. Callewaert ..... Wilmington, OH

............. Eumundi, Queensland, Australia

Michele Willis .... ................ Yorkville, IL

Earle L. Olson ...................... Medina, OH

Eduardo Dienstmann Bica ...................... .

James 1. Baird ................... Valparaiso, IN

Terry Foumier ...... ..... ..... .......... Bend, OR

...... ............ ........... .... Porto Alegre, Brazil Steve R. Patton ................ Noblesville, IN

Mac E. Purvis, Jr. ...... ...............Mars, PA

Ricardo Rech ..........Caxias do Sui, Brazil Donald W. Lea .. ............... Hammond, LA

Charles Bevitt ......... .......... .Rock Hill, SC

John Bailey ... ............. ...... Dublin, Ireland Theodore Dourdeville .......... Marion, MA

Melvin Marquette .. ................ Bristol, TN

Fabio Pettinari ............ ...... Macerata, Italy Lou Cosimano ........... Davidsonville, MD

David F. Lyons, Sr. ........... Eliasville, TX

Shuji Saitoh ....... J(jta Ku, Sapporo, Japan Chester Orlowski ...... Rochester Hills, MI

RymerH. Smith ............ ... Big Sandy, TX

William Cessna .. ....... ... ......... .... APO, AE Gene Purvis ........................ Ellisville, MS

Edward Dullaghan ........Chesapeake, VA

Robert Piatt ... ......... ............ .. .Palmer, AK Lawrence W. Fink ............... Clayton, NC

Frank Louis A. Isbell .... Chesterfield, VA

Mike Atkinson ......... .......... Chandler, AZ Robert C. Potter.. .................... Sussex, NJ

Bruce A. Martin ..... .... ......... .. Draper, VA

William F. Baley ................ Tulelake, CA George Wagner ... .................Flanders, NJ

Co1m Meaney ..................... Ashbum, VA

Walter G. Boeck ....... Ranch Murieta, CA Ian Baren .............. ... ........... Katonah, NY

Joe Edard Borzynski .. ..... Franksville, WI

Bertie K. Duffy ... ........... Studio City, CA Kevin B. Costello ........... Oyster Bay, NY

Evan Doering ... ................... Baraboo, WI

Don Hamiel ...... .. ............. San Diego, CA Jerry A. McCurdy ............. Liverpool, NY

Stephen J. Groth .... ....... ....... Viroqua, WI

Douglas Charles Maclellan .......... ........... .

George H. Palmer Washington Mills, NY

Tim Howlett ...................... Merrimac, WI

...................................Playa Del Rey, CA Walter Bailey ............. ...... Cincinnati, OH

James M. Jordan ........ ...... Dodgeville, WI

Andy Madans ....... Manhattan Beach, CA Jim Beisner .......... ..................... Troy, OH

Brian R. Young ......... .... ............ Lodi, WI

Rodman Smith ................. San Diego, CA

Kenneth Stickney ............... Glendale, CA

Edward R. Wamock.....Canoga Park, CA

Jeffrey Wilson .................... Fulierton, CA

William O. Joseph ...... .............Eagle, CO

Barbara A. Johnson ....... Woodbridge, CT

Duane Brown ................. ... Claymunt, DE

Thomas E. Schroer ........Wilmington, DE

VINtAGE TRADER

'~?

Something to buy, sell or trade?

Robert A. Berman .............. ..................... .

An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part. .50¢ per word, $8.00 minimum charge. Send your ad and payment to: Vintage Trader, EAA Avia­ ......................... Palm Beach Gardens, FL tion Gel/ter, P. O. Box 3086, Oshkosh, WI 54903-3086, or fax your ad and your credit card Evan B. Demusz ...... Port Saint Lucie, FL number to 920/426-4828. Ads must be received by the 20th ofthe month for insertion in the issue the second month following (e.g., October 20th for the December issue.)

Archie McLachlen ........... Cape Coral, FL

Robert B. Nissley ...New Port Richey, FL

Clive E. Roberson .......... Palm Beach, FL

MISCELLANEOUS

Steven E. Simmons ................. Destin, FL BABBITT BEARING SERVICE - rod bearings, main bearings, camshaft bearings, master rods, Luis R. Verdiales ............. J(jssimmee, FL

valves. Call us Toll Free 1/800/233-6934, e-mail ramremfg@aol.com Web site http://www. ramengine.com VINTAGE ENGINE MACHINE WORKS, N. 604 FREYA ST., SPOKANE, WA 99202.

Kenneth River .................. ... Newnan, GA

Rick A. Sandstrom .. ..... Cedar Rapids, IA FREE CATALOG: Aviation books and videos. How to, building and restoration tips, historic, fly­ James G. Schilling .. ............ Dubuque, IA ing and entertainment titles. Call for a free catalog. EAA, 1-800-843-3612.

Randy Smith ........ ............... Pinehurst, ID Newsletters for Arctic/Interstate (6 Back issues/$9.00), Beaver/Otter (3/$5.00), Norseman Philip B. Bartnicki .... Downers Grove, IL (16/$21.00). $16.50/4 issues. Free sample: write, call, fax. ALL credit cards accepted. Dave Robert H. Bennett ...... ...... .. ........ Joliet, IL Neumeister, Publisher, 5630 South Washington, Lansing, MI 48911-4999. 800/594-4634, Albert G. Biliskis .............. .Villa Park, IL

517/882-8433. Fax: 800/596-8341, 517/882-8341 .

Karl Breehne ..................... Greenville, IL BROWNBACK TIGER/Anzani 90hp, need info and spare parts for this 6 cylinder twin row radial.

Marshall D. Brown ............. Princeton, IL Ralph Graham, St. Paul, MN (651)452-3629, e-mail: GevonG@aol.com VINTAGE AIRPLANE

29

Membershi~ Services Directory_ VINTAGE

AIRCRAFT Enjoy the many benefits ofBAA and the ASSOCIATION BAA Vintage Aircraft Association OFFICERS President Espie 'Butch' Joyce P,O, Box 35584 Greensboro, NC 27425 336/393-0344 e·mail: windsock@aol.com

Secretary Steve Nesse 2009 Highland Ave, Albert Lea, MN 56007 507/373-1674

Vice·President George Daubner 2448 Lough Lane Hartford, WI 53027 414/673-5885 e-mail: antlque2@aol.com

Treasurer Chanes W. Harris 7215 East 46th St, Tulsa, OK 74145 918/622-8400 cwh@hvsu,com

DIRECTORS Robert C, 'Bob' Brauer 9345 S, Hoyne Chicago, IL 50620 7731779-2105 e-mail: photopllot@aoI.com John Berendt 7645 Echo Point Rd. Cannon Falls, MN 55009 507/263-2414 John S. Copeland 1A Deacon Street Northborough, MA 01532 508/393-4775 e-mail: copeland 1@juno,com

Sieve Krog 1002 Heather Ln, Hartford, WI 53027 414/96&-7627 e-mail: sskrog@aol.com

Robert Lickteig 1708 Boy Ocks Dr, Albert Leo, MN 56007 507/373-2922 Robert D. ' Bob' Lumley 1265 South 124th Sl. Brooklield, WI 53005 414/782-2633 e-mail: lumper@execpc,com

Phil Coulson 28415 Springbrook Dr, Lawton, M149065 616/624-6490 Roger Gomoll 321-1/2 S, Broadway #3 Rochester, MN 55904 507288-2810 rgomoll@heritagehalls,org Dale A. Gustafson 7724 Shady Hill Dr, Indianapolis, IN 46278 317/293-4430 Jeannie Hill P,O, Box 328 Harvard, IL 50033 815/943-7205

Dean Richardson 6701 Colony Dr, Madison, WI 53717 608/833-1291 dar@resprod.com

Geo" Robison 1521 E, MacGregor Dr, New Hoven. IN 46774 219/493-4724 e-mail: chief7025@aoI.com

DIRECTORS

EMERITUS

E,E. ' Buck' Hilbert p,o, Box 424 Union, IL 60180 815/923-4591 e·mail: buck7oc@mc.net

ADVISORS David BenneH 11741 Wall Rd. Grass Valley. CA 95949 530/268-1585 ontlquer@inreoch.com

Phone (920) 426-4800 Fax (920) 426-4873

Web Site: http://.eaa.organd http://www.airventure.org E-Mail: Vintage @eaa.org

EAA and Division Membership Services 800-843-3612 ••••••••••••• FAX 920-426-6761 (8:00 AM -7:00 PM Monday- Friday CST) • New/renew memberships: EM, Divisions (Vintage Aircraft Association, lAC, Warbirds), National Association of Flight Instructors (NAP!)

• Address changes • Merchandise sales • Gift memberships

Programs and Activities EM AirVenture Fax-an-Demand Directory , ..... ... .... .... .. .... .. ..... 732-885-6711 Auto Fuel STCs ' ...... ' ........ 920-426-4843 Build/restore information ...... 920-426-4821 Chapters: locating/organizing . . 920-426-4876 Education............... , ..... 920-426-6815 • EM Air Academy • EM Scholarships • EM Young Eagles Camps

Gene Morris 5936 steve Court Rooncke, TX 76262 817/491-9110 e-mail: nD3copt@ftash.net

S.H. "Wes" Schmid

2359 Lefeber Avenue

Wouwctosa, WI 53213

414/771-1545

shschmid@execpc,com

Gene Chose 2159 Carlton Rd. Oshkosh. WI 54904 920/231·5002

EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086

Alan Shackleton P.O, Box 656 Sugar Grove. IL 60554-0656 630/466-4193 103346,1772@compcoerve,com

Flight Advisors information ..... 920-426-6522 Flight Instructor information ... 920-426-6801 Flying Start Program •••••.••••• 920-426-6847 Library Services/Research ..... . 920-426-4848 Medical Questions .. , .. .. . . , ... 920-426-4821 Technical Counselors .. . . , .... . 920-426-4821 Young Eagles .......... .. ' ..... 920-426-4831 Benefits Aircraft Financing (Green Tree) ... 800-851-1367 AUA ................. . . .. ..... 800-727 -3823 AVEMCO . ... . ............. ... 800-638-8440 Term Life and Accidental ....... 800-241-6103 Death Insurance (Harvey Watt & Company) Editorial Submitting article/photo; advertising information 920-426-4825 ••••••••••••• FAX 920-426-4828 EAA Aviation Foundation Artifact Donations ............ . 920-426-4877 Financial Support ......•...... 800-236-1025

MEMBERSHIP INFORMATION EAA Membership in the Experimental Aircraft Association, Inc, is $40 for one year, including 12 issues of SPORT AVIATION. Family membership is available for an addi­ tional $10 annually. Junior Membership (under 19 years of age) is available at $23 annually. All major credit cards accepted for membership. (Add $16 for

Foreign Postage.)

VINTAGE AIRCRAFT ASSOCIATION Current EM members may join the Vintage Aircraft Associaton and receive VINTAGE AIRPLANE maga­ zine for an additional $27 per year.

EM Membership, VINTAGE AIRPLANE mag-azine and one year membership in the EM Vintage Air­ craft Association is available for $37 per year (SPORT AVIATION magazine not included). (Add

$7 for Foreign Postage.)

lAC Current EM members may join the International Aerobatic Club, Inc. Division and receive SPORT AEROBATICS magazine for an additional $40 per year.

EM Membership, SPORT AEROBATICS magazine and one year membership in the lAC Division is

available for $50 per year (SPORT AVIATION mag­ azine not included). (Add $10 for Foreign

Postage.)

WARBIRDS Current EM members may join the EM Warbirds of America Division and receive WARBIRDS magazine for an additional $35 per year.

EM Membership, WARBIRDS magazine and one year membership in the Warbirds Division is available for $45 per year (SPORT AVIATION magazine not included). (Add $7 for Foreign

Postage.)

EAA EXPERIMENTER

Current EAA members may receive EAA EXPERIMENTER magazine for an additional $20 per year.

EM Membership and EM EXPERIMENTER mag­ azine is available for $30 per year (SPORT AVIATION magazine not inciuded).(Add $8 for For­

eign Postage.)

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Copyright © 1999 by the EM Vintage Aircraft Association All rights reserved, VINTAGE AIRPLANE (ISSN 0091-6943) IPM 1482602 is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EM Aviation Center, 3000 Poberezny Rd" PO. Bex 3086, OsIlkosh, Wisconsin 54903-3086. Periodicals Postage paid at OsIlkosh, Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to EM Antique/Classic Division, Inc., PO, Box 3086, Oshkosh, WI 54903-3086, FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surtace mail. ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken, EDITORIAL POLICY: Reade<s are encouraged 10 submit stories and photegraphs, Policy opinions expressed in articles are solely those of the authors, Responsibility for accuracy in reporting rests entirely w~ the contributor. No ranumeration ~ made,Material should be sent to: Ed"or, VINTAGE AIRPLANE, PO. Bex 3086, OsIlkosh, WI 54903-3086, Phone 9201426-4800, The words EM, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, FOR THE LOVE OF FLYING and Ihe legos of EM, EAA INTERNATIONAL CONVENTION, EAA VINTAGE AIRCRAFT ASSOCIATION, INTERNA· TIONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are ® registered trademarks, THE EM SKY SHOPPE and legos of the EAA AVIATION FOUNDATION, EAA ULTRALIGHT CONVENTION and EAA AirVentu~ are lrade­ marks of the above associations and their use by any person other than the above association is strictly prohibited,

30 OCTOBER 1999

Gr Ken Hyde

Warrenton VA Founded antique aircraft restoration firm, Virginia Aviation Co., in 1965

American Airlines pilot ­ 1965 to 1997 Co-founder of

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- CG Woes Continued from page 23 nearing 600 feet. Dougie says, "Boy, what a view, this thing really goes."

"Yea," I reply, " it's great." I fly a wide downwind leg at 800 feet. I have had some pretty big loads in the rear seat on hot days - maybe not as big as Dougie, but it has never affected the control of the Aeronca.

(Wait a minute, Donald, you don ' f suppose that you have a load of water in the tail do you; how could it be? You checked the drain grommet at the bottom ofthe vertical stabilizer post in the filse­ lage a while back. Well, if this is the case let 's try to nose down and dump it out through the inspection plates in the belly.

It can 't hurt to get the center ofgravity further forward anyway.)

1 have the nose down as best I can with the stick against the forward stop, and can only get 70 mph on base with heavy throt­ tle. I make a shallow left tum onto fmal at 400 feet and I am now controlling the de­ sent of the airplane with the throttle at cruise power (2,150 rpm) making slight corrections in the stick forward mode to

keep the tail from falling out from under us. As 1 flew it onto the runway there was no flare out because we were in "super flare" position all during the fmalleg .

1 have read that a wing will not fly at more than a 17 degree angle of attack, but 1 would swear that when the tail wheel touched the runway the Aeronca was an­ gled at 30 degrees and then pitched up to 45 degrees. 1 thought we were going over backwards due to the entire bottom of the wing being exposed to ground effect and the prevailing wind added to our forward speed. 1 still had full forward stick, but to no avail. The tail wheel was rolling on the runway. The nose stopped rising and started down with increasing speed, meet­ ing the pavement with a jarring slam.

(Thank you oil and spring oleos.) 1 slowly taxied to our tiedown spot and asked Dougie to get my camera from the car so that 1 could take his picture by the plane.

1 then took a small piece of weed and pushed it into the drain grommet at the bottom rear post of the fuselage. Water drained for about five seconds before it clogged up . 1 did this again and again, with the same results. Finally, 1 took a

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small screwdriver from the Aeronca door pocket and made a two inch slit in the fabric just ahead of the drain grommet.

Water poured out and continued to for a while! It seemed like five gallons egressed; it could have been more or less.

Dougie came back with the camera and 1 took his picture by the plane . He keep telling me what a great ride it was.

1 finally told him, "I don't think we will get another ride like it."

The following evening 1 sewed and doped a patch over the two inch split, and doped on a bunch of drain grommets on the belly of the fuselage . Then 1 cut out the small hole in the middle of each of them. Joe signed it off. When we later re­ covered the Aeronca 1 placed at least ten seaplane grommets in strategic locations along the bottom of the fuselage.

What did 1 learn about flying from that?

A. Rain can be just as dangerous as frost, ice or snow.

B. Clear all, repeat all, drain grommets before flying.

C. The Aeronca 7AC Champ is one heck ofa forgiving airplane! .....

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