VA-Vol-27-No-2-Feb-1999

STRAIGHT & LEVEL Espie "Butch" Joyce

2 AlC NEWS AEROMAIL

4

5 BULLETS FOR ALIGNMENT Bud Oliver

6

GRIMES AIRPORT FLY-IN Andrew King

8 AIRCRAFT STROBE LIGHTS Dick Hill

10 MYSTERY PLANE H. G. Frautschy

12 PLENTY OF GLASS TO WATCH THE WORLD GO BY H. G. Frautschy

17 A FLYING FLEET ON FLOATS Norm Petersen

21 A. SCOTT BERG'S LINDBERGH John Underwood

25 PASS IT TO BUCK

E.E. "Buck" Hilbert

27 WELCOME NEW MEMBERS 28 MEMBERSHIP INFO/CLASSIFIED ADS 32 VINTAGE MERCHANDISE

Publisher

TOM POBEREZNY

Editor-in-Chief

JACK COX

Editor

HENRY G. FRAUTSCHY

Mallaging Editor

GOLDA COX

Contributing Editor

JOHN UNDERWOOD

Computer Graphic Specialists

BETH BLANCK OLIVIA L. PHILLIP PIERRE KOTZE

Photography Staff

JIM KOEPNICK LEEANN ABRAMS KEN LICHTENBERG MARK SCHAIBLE

AdveriisinglEditorial Assistant

ISABELLE WISKE SEE PAGE 30 FOR FURTHER VINTAGE AIRCRAFT ASSOCIATION INFORMATION

by ESPIE "BUTCH" JOYCE PRESIDENT, VINTAGE AIRCRAR ASSOCIATION

The Future When you make a decision to change something you've been do­ ing the same way for a long time, how can you be sure change is for the best?

While thinking about this, an incident at my dad 's airport in the late fifties came to mind. A number of good old country boys were learning to fly in J-3s and J-5s. One new pilot named C.D. chose to carry a passenger named Shag for his first airplane ride. A big thun­ derstorm was building off to the south. When warned about the danger, he said it would be okay. He just wanted to fly over and take a look at it. By the time he returned, the wind direction shifted and was now blowing very strongly out of the opposite direction from which he took off. Have you ever seen anyone try to land a J-3 with a 40 knot tailwind?

Several passes were made and we could hear C.D and Shag shouting at each other. In the meantime, my dad had taken off in the Tri-Pacer. He circled them to get their attention, then landed into the wind. C.D followed suit and landed safely. r later asked C.D. what all of the shouting was about. He said Shag told him that on the next landing attempt, ifhe ever got that close to the ground again, he was going to jump. C.D. also told me that he told Shag it he ever got that close again he was going to jump too!

Fortunately, C.D. never had to decide to jump, since my father had presented him with new information, namely, the change in wi nd direction. Using that information, he revised his initial deci­

INSIGHT FROM THE PRESIDENT OF EAA The EAA Antique/Classic Division has represented EAA mem­ bers who love vintage airplanes for years. Your Board, staff, volunteers and members have done a superb job of organizing ac­ tivities at EAA AirVenture Oshkosh and other fly-ins around the country, as well as presenting this excellent monthly pUblication ...

VINTAGE AIRPLANE. A number of years ago, you expanded your outreach to in­ clude Contemporary aircraft (January 1, 1956 through December 31 , 1960). As time has passed, more and more aircraft have be­ come part of this category, joining the group we call vintage airplanes. These unique airplanes that we restore and fly, repre­ sent our love of flight as well as the history of aviation.

The growing cadre of enthusiasts who preserve our aviation heritage, while keeping them flying, make it appropriate to en­ hance the scope and change the name of your organization to the Vintage Aircraft Association. This "banner" encompasses the An­ tique, Classic and Contemporary aircraft that continue to serve each of us.

The focus of the organization hasn't changed. Rather the name represents the wide and varied interests that are a part of the vin­

sion to land in the same direction he departed. New information was used to arrive at a proper decision.

Additional information is what your Board has been mulling over for some time. Starting now, we've got a new look for the EAA Vintage Aircraft Association. What's that, you ask? It's the new name ofthe EAA Antique/Classic Division. Your Officers, Di­ rectors. Advisors, and the EAA staff have been working hard over the past couple of years to create a name that better defines our group of aircraft and the enthusiasts who enjoy vintage aircraft. You will be proud to display the new logo on your aircraft and clothing.

It has a feel for the style and excitement of the first half of this cen­ tury. Under the umbrella ofthe "Vintage Aircraft Association," the various judging categories we currently enjoy - Antique, Classic and Contemporary - will be maintained.

When renewing your membership, you will receive a member­ ship card reflecting the "Vintage Aircraft Association" name and logo. We're pleased to announce it will be a high quality "credit card" style card, the same weight and feel as the new EAA card which has been included in EAA membership mailings since De­ cember. We're confident you'll enjoy the new look and name . . . one we feel more properly reflects the diverse interests of the nearly 10,000 VAA members worldwide.

Lets all pull in the same direction for the good of aviation. Re­ member we are better together. Join us and have it all! ...... tage aircraft movement, which has been reflected through the name of your magazine for years.

The Vintage Aircraft Association, as a part ofEAA, will con­ tinue to serve members who preserve and upgrade an important segment of the aviation community. Currently, there are 62,000 aircraft that are classified as Antiques, Classics or Contempo­ rarie s. With over 9,000 members, the Vintage Aircraft Association represents a rela­ tively small segment of the total group . The owners in this group of aircraft have expanding needs that are no longer confined to mainte­ nance and operation, but also include re storation and preservation.

The name of your organi­ zation has changed, along with the logo and identity, but the contents and services remain as strong as ever.

Tom Poberezny VINTAGE AIRPLANE

1

compiled by H.G. Frautschy

VINT AGE AIRPLANE NOTES During the work to move the Divi­ s ion 's name to one that more completely defined the areas of interest for the entire group , we took the op­ portunity to refine the look and feel of Vintage Airplane.

First, you'll notice a new look for the Contents page, w ith more photos and bolder type to make it ea s ier to f ind your favorite column or feature.

The information you may need to contact the EAA Vintage Aircraft As­ sociation and its officers and directors has been compiled on one page. It will always be within the last four pages of the magazine , and co nt a in s phone numbers, E-mail addres ses an d web site addresses for EAA and its di vi­ sion s. Need to know about the AUA/ V AA insurance program ? The phone number is there . How about the web site address for EAA AirVenture? It's there as well. Being an EAA and Vi n-

FRONT COVER .. . Surrounding Randy Briscoe is 33 square feet of plexiglass as he sits in the aft seat of the Lus­ combe T-8F owned by him and Brice Newberry of Kingfisher, OK. This T-8F was originally built as a Crop Master model , and came complete with a crop dusting outfit and a pair of 30 gallon wing mounted spray tanks. EAA photo

by Ken Lichtenberg, shot with a Canon EOS1 n equipped with an 80-200mm zoom lens. EM Cessna 210 photo plane flown by Bruce Moore.

BACK COVER ... EAA Vintage Aircraft Association Director Emeritus E.E. "Buck" Hilbert banks right to pass under the photo plane with his 1938 Fleet 10F. Mounted on a pair of Edo 1835 floats built in 1930, the biplane was the dar­ ling of the Otsego Lake Seaplane Fly-In in Michigan , and then later of the EAA AirVenture Seaplane Fly-In at the Vette/Blust seaplane base. EAA photo

by Jim Koepnick , shot with a Canon EOS1 n equipped with an 80-200mm zoom lens. EAA Cessna 210 photo plane flown by Bruce Moore.

2 FEBRUARY 1999

The EAA Aviation Foundation is seek­ ing an Air Academy Lodge Host Couple.

The Lodge Host Couple positions offer an opportunity to share in shaping aviation's future. In exchange for a furnished apart­ ment in the Lodge and part-time compensation, this couple will support EAA's Resident Youth and Education programs by their operating and maintain­ ing the Lodge and its kitchen. Ideally, the hosts are a traditional early or newly re­

tired couple with the abilities to work with Academy Staff and participants while ensuring a safe, comfortable living environment and quality food service for program participants and staff.

Send your resume and references to: Experimental Aircraft Association Human Resources - Host Couple P.O. Box 3086

Oshkosh, WI 54903-3086

or E-mail: hr@eaa.org

tage Aircraft Assoc iation member has by the end of 2003. benefits that go well beyo nd the re­ More than 460,000 Young Eagles ceipt of a magaz ine each month, and have now been flown since July 1992, we invite you to enjo y them all. The w hen the program was introdu ced at Membership Services Directory on the EAA Fly-In Convention (now page 30 can point you to just the infor­ EAA Ai rVenture) in Oshkosh. Those mation yo u need to en h a n ce your yo un g people have been flown by recreational aviation experience. more than 22,000 volunteer pilots on We've also taken the oppOitunity to six continents. A large number of the "loosen up" some of the page layouts, fl ights were made in vintage aircraft by members of the EAA Vintage Air­ mak in g them a bit easier on the eyes by not having quite as muc h type on craft Association. each page . We're confident you'll find "T he past year has been the most the c hanges helpful , and if you have successful 12 months in the hi story of any comments or requests, feel free to the Young Eagles Program," EAA A vi­ write the Editor at the address li sted in ation Foundation President Tom the Membership Ser­ Bob Lumley, EAA Vintage Aircraft Association Director (right), vices Directo ry.

YOUNG EAGLES The EAA Young Eagles Program, the most ambitious youth aviation pro gra m eve r, introduc ed the world of fli g ht to more th a n 100 ,000 young peopl e in 1998. That is the largest yearly total in the s ix-ye ar hi story of the pr ogra m , which is de signed to provide free demon­ stra tion flights to one million young people

enjoys a laugh with Paul Bellingham after flying in Bob's Aeronca 11AC Chief. Paul is one of the over 460,000 young people intro­ duced to the world of flight by the Young Eagles program since its inception in 1992.

Poberezny said. "EAA members and other pilots have responded to the challenge of giving young people an opportunity to see what aviation is all about and the possibilities it can hold for them. Everyone involved in Young Eagles can be very proud of this accomplishment and enthused about the program's future."

In 1998, a total of 100,838 young people were registered as Young Ea­ gles - a 5.3 percent increase from the 1997 total. Those young people were flown by more than 8,000 pi­ lots, which included EAA members and other pilots from approved part­ ner organizations , including the Canadian Owners and Pilots Associa­

tion (COPA), the Civil Air Patrol and numerous other aviation groups.

EAA AIRVENTURE '98

VOLUNTEERS

If you were one of the many fine folks who volunteer either a little or a lot of your time in the Antique/Clas­ sic area during the annual EAA convention, your efforts certainly never go unnoticed. (Heck, you even get a nice patch, volunteer name tag, and a hat plus a pizza party, all to say "Thank You!") Many of you work pretty hard, too - On the flight line and other activi­ ties, less than half of the volunteers work more than 3/4 of the hours. On

the flight line alone , there were 127 volunteers who worked a total of 3755 hours, of these, 53 previously worked during the Convention in 1997,74 in 1996, and 59 in 1995.376 volunteers worked a total of 13,674 hours, an average of about 36 hours per volunteer.

Don't be intimidated by those numbers. Each and every hour counts, and if you can spare a few, check in at the Volunteer booth on the corner outside the Red Barn during EAA AirVenture '99, and if you're in Florida for Sun 'n Fun this spring, drop in the Headquarters building to volunteer your time - your fellow members will appreciate it! ......

VINTAGE AIRPLANE

3

BLUE NOTES Dear H.G.: I wanted to send the enclosed photo (below) of Ken Falglor and myself in front of his Flaglor High Tow, which he converted from a Fleet 16B in 1957.

He changed from a Warner to a W-670 to tow gliders after he wrecked a Stear­ man. The FAA told Ken at the time to make the change he needed to make it an experimental , and the way to do that was to make it look like something other than a Fleet. So Ken made it look like a Waco!

Although Ken is too humble to talk about his flying , his friend reports that Ken actually towed two gliders at once with the big engine fired up . I believe it, given how well it performs flying around the Tetons.

This photo was taken at EAA OSHKOSH ' 97 when Ken was reac­ quainted with the aircraft after 30 years . The aircraft is currently under­ going a complete restoration at the Aviat Aircraft factory in Afton , Wyoming . We hope to have it done for Sun ' n Fun ' 99.

The al1icle on the Steco Aeroplane was great. I actually have Stevens' original patent framed on my office wall (see photo, right).

Best Wishes for a great and safe New Year.

Brent Blue (EAA 377214, VAA 18419) Jackson Hole, WY

REACTION TO "STEARMAN MAGIC" Dear Lauran, Thank you for my Christmas pre­ sent!

I don ' t seem to get a whole lot of free time to read, but today I enjoyed your story in Vintage , "Stearman Magic." Boy, did it hit home!

Both my husband and I fly out of Schellville with a couple of Great Lakes and a few other planes. We ' ve been blessed over the many years of flying to meet some of the very same folks you have . There really are so many special people all across Amer­ ica in small town hangars. At the Schellville airport we have a whole

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family of flying friends.

Anyway , thanks for sharing your story and please send us your book, "If Airplanes Could Talk." Enc lo sed is our check for $7.95.

Blue Skies and Best Regards, Janet M. Ewertz (EAA 42278, VAA 7005) Sonoma, CA Mr. Paine, Enjoyed your article in the Decem­ ber issue of Vintage Airplane , so I have to read your book, " If Airplanes Could Talk." Enclosed my check for same.

So nice to read something positive when all the news on TV , radio and newspapers is so negative.

Just for the love of flight, I remain .

Bob Zilinsky (EAA 30122, VAA 110) Hinsdale, IL ~

-Bullets for Alignment-

By Bud Oliver

Reprinted fro m Custom Aircraf t Bu ilding Tips, Vol. 1 Many times I have shivered and cringed as I watched fel­ lows hammer bolts into strut and wing fittings as they assemble and rig an aircraft. In many cases, the assemblers are unaware of the proper techniques to use to avoid trouble. When you are holding something in alignment, such as a wing-to-fuselage root fitting, and then proceed to take the actual bolt that you are going to secure it with and attempt to drive it into place with a hammer, you are certain to get varying degrees of the follow­ ing results (and sometimes all of them): ruined bolt threads; galled bolt and fittings; bent bolts; elongated fitting holes; bent, twisted and cracked fittings; loss of paint or plating.

Two persons can assemble any plane whose component parts they are able to lift with absolutely no damage by using the following procedure.

Assemble the entire plane by using bolts of at least one size diame­ ter smaller than the bolts you will use on the com­ p leted job. If possible, these bolts should be in­ serted oppos ite to the direction that the actual FIG. 1 bolts will go in. In this

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way, the entire plane will easily go into approximate align­ ment and the bolts will go in easily by inserting them with the fingers (Fig. 2).

Now, make a bullet of the proper diameter and length for the alignment of all fittings. To make the bullet, just take an old bolt that is the same diameter that the fitting requires and grind one end to a bullet nose shape and cut the other end off square. Only the un threaded bolt shank is used. The head of the bolt is cut off and the threaded end is used for the bullet head end so that the threads are ground away (Fig. 1).

For tight places where a long bullet cannot be used, make up a short one as shown. The bullet is given a thin coat of Parker Thread-lube (or Lubriplate), or white lead and oil (to stop galling of similar metals) and inserted into the fitting in the same direction the final bolt will go in. The bullet is then tapped in place with a soft drift and hammer until it is flush with the face of the fitting (Fig. 3). The bolt is then tapped into place. It will push the bullet out ofthe fitting ahead of it (Fig. 4). You may notice that I illustrated one bullet with an eye at the point. This is the cotter pinhole of the original bolt from which the bullet was made . Often there are places where the bullet cannot be driven in. In these cases, you can often pull the bullet into the hole with stainless steel safety wire inserted through this hole (Fig. 5). ......

USE UNDERSIZE BOLT TO INITIALLY INSTALL COMPONENTS

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FIG. 4

PUSH BOLT ... - - THROUGH TO FOLLOW BULLET

PUSH UNDERSIZE BOLT THROUGH WITH BULLET

--+------, -

SAFETY WIRE THROUGH HOLE TO PULL BULLET THROUGH FITTING

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FIG. 5

VINTAGE AIRPLANE

5

GRIMES AIRPORT FLY-IN

by Andrew King EAA 275985, VAA 10739 rimes Airport in Bethel, Pennsylva­ nia is rapidly becoming a mecca for antique airplane nuts in the northeast. The 2,800 foot grass strip is the home of the Golden Age Air Museum, a small but growing collection of 1920s and 1930s airplanes and memorabilia, and twice a year, in July and October the Mu­ seum hosts an antique airplane fly-in. Last year's summer event was on July II and drew about 60 planes. The weather was al­ most perfect, sunny and clear with low humidity, not the typical July heat and haze. The wind was a little strong during the day, but by lunch time the parking area was pretty full, and the hamburger stand was busy.

Some ofthe unusual attendees included a Bellanca CH-400 Skyrocket, a Stinson SR-5, a Travel Air 4000, and a Fleet Model 2 with an air starter. Several of the Mu­ seum's ships were out on the line as well, including the E-2 Cub and the Ranger­ powered Great Lakes. In the hangar was the one-of-a-kind Winstead Special, an OX-5 powered biplane from the late 1920s.

The Winstead is almost ready to fly, with only the installation of the engine and some minor details to fmish.

Classics were the most numerous types on the grounds, with plenty of Luscombes and Taylorcrafts and Cessna 140s to look at, and one really beautiful Swift.

A Stearman was busy all afternoon barnstorming, and several others flew in, including one that, according to a map on the side, had flown to all of the United States and all of the Provinces of Canada.

There were also a number of antique cars on hand, including a couple of Model As and a 1910 Maxwell, and as is normal with these kind of events, a good time was had by all. The next Golden Age Air Mu­ seum Fly-In will be a two-day affair, October 3-4, and if last year was any exam­ ple, the fall fly-in will be even bigger than ... the summer one. For more information on the Museum and its activities, the phone number is 717/933-9566, and the address is 371 Airport Rd., Bethel, PA 19507. ~

G

6 FEBRUARY 1999

GAAM-owned 1927 Winstead Special waiting for the installation of its OX-So

The Museum's Taylor E-2 Cub and Great Lakes Sport Trainer with a Model T Airport Hack and 1910 Maxwell.

Great Lakes powered by a 200 Ranger in front of the Museum hangar.

Strobe lights were installed on Convair 340s, which were later re-engiried witb Allison turboprops, and were designated CV-S80.

ircraft strobe lights flickering across the darkened sky are a common sight to us all. But how did strobes come to be on air­ planes in the first place? And, what's a blue duck named "Herman" got to do with it anyway?

In the late 1950s, a gentleman named Bill Adkins, who at that time was a first officer for Northwest Airlines, was also a camera buff. Stroboscopic lights were be­ coming available on the new generation of cameras. Air traffic was becoming more congested and the need for good illumina­ tion of aircraft at night had become more evident.

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8 FEBRUARY 1999

He began experiments with various types of strobe lights and with the prob­ lems of mounting them on airplanes. When he had developed what he thought was a good system he realized there would be great costs involved. He took his device to Minneapolis Honeywell and the Maxi­ mum Safety Light was built. He then tried to get someone to conduct an experiment with the strobes on an airliner.

Northwest was not interested in con­ ducting experiments such as this, so he approached some friends at North Central Airlines. When the necessary paperwork equaled the weight of the airplane, it be­ came possible to attach the strobe units to

one of North Central's DC-3s. Actually, two units were necessary , one for each wing. The strobes wer secured in a pod un­ der the wingtip and were not visible from the cockpit.

We, the pilots, were cautioned not to operate the strobes on the ground and only in clear air, because the bright flashes could be very disorienting when reflected by objects or cloud form. They would also be a disturbance to other pilots who were nearby when on the ground.

Tower operators were asked if the strobes enhanced visibility and made it easier to spot traffic. Other pilots were asked ifthe strobe lights were any easier to

see in flight than the conventional rotating beacon and position lights. The responses were very positive and our company, North Central, decided to make them stan­ dard on our entire fleet.

The strobe lights created some interest­ ing thoughts among our passengers. One evening, early in winter, we were cruising northward across Wisconsin in that first strobe equipped DC-3. Snow showers were present and while were were flying through one, the cockpit door opened. The stewardess came in and said that a passen­ ger wanted to know if we were flying through "static."

Static?

Remember we were still in the early days of television, long before cable TV and a channel on every spot on the dial.

"Static" was seen every time you rotated the channel dial on your big RCA televi­ sion, and sometimes there even "snow" or "static" when you had station tuned in!

We could only smi le, for we knew just what the passenger was seeing. Every time wingtip strobes would flash, it froze the movement of the snow flakes for a split second, and all the passenger could see out his window was a world filled with bril­ liant dashes!

While planning to use the strobes, North Central was starting a program to rep lace the DC-3s with Convairs. Since the DC-3s were to be disposed of, the strobes were engineered for only the soon­ to-be-acquired Convairs.

North Central.

Eventually, other manu­ facturers and airlines picked up the program, so strobe li ghts were incorporated into each generation of modern aircraft. The usage of strobes has spread to sur­ face operations, too.

Strobes can now be seen on police vehic les, ambu­ lances, sc hool buses, barricades and in many other places. Instead of only having the bright white "lightning flash," color fil­ A North Central DC-3 on the ramp at land O'lakes, WI. Flying ters have been added for the summer schedule, it waits for its passengers and crew.

Our thanks to Patti Barry, VP of Barry Aviation for supplying some of these purposes. us with this photo. A DC-3 just like this was used for the tests When Douglas pro­ by North Central of strobe lights on aircraft. duced the DC-1 0, they installed strobes that were the Mallard duck was chosen as Wiscon­ operated in a particular sequence. A you sin Central's symbol, North Central watched one cruise across the sky, the became the airline with the "Blue Duck" strobes winked flash - flash - pause on the tail. The duck, who we called "Her­ - flash . This made it very easy to iden­ man," was usually mis-referred to by the tify a plane as a DC-I O. Now one seldom public as a blue goose, so most everyone sees a DC-IO domestically, but some of else called us the "Blue goose Airline." the other aircraft have adopted that par­ Herman the blue duck even survived ticular pattern. after North Central bought out Southern Flashing strobes can be seen all over Airways and Hughes AirWest, forming the sky when you step outside at night. the newly merged Republic Airlines.

They are tributes to a forward thinking pi­ However, sometime later, during the lot who was a camera buff, and to an change to a new paint scheme for the airline that was willing to take a chance.

Boeing 757, the duck was dropped from If you happen to see an old Convair the tail and dispatched to the land of lost 580 parked at an airport. Look closely, be­ logos. Now that Republic has merged cause if it has wingtip strobes, it probably into Northwest, Herman, North Central's belonged to North Central. blue duck, is unfortunately, more ofa

mSTORICAL NOTES

Within a short while , we had nearly forty Convairs, each with a set of strobes on the wing tips. The units consisted of three lights, one flashing forward at 180 cycles per minute, one flashing to the side at 80 cycles, and a third pointed to the rear flashing at 40 cyc les . Eac h li ght was shielded so that the flashes did not enter the cockpit. In the late 1960s, North Cen­ tral converted the stro be eq uipp ed Convairs to use Allison turboprop engines and they were designated the CV-580.

For quite some time, there was no doubt whose plane it was winging its way across th e night sky. If it had strobe s, it was

-Bill Adkins went on to complete a ca­ reer as a Captain for Northwest, retiring at age 60. Not happy with retirement, he sl id back to the engi neer position for twelve more years. Now, in his seventies, he con­ ducts demo nstratio n fl ights in the big simulators that are normally used to train the airline's pilots.

-Fifty one years ago, in February 1948, an airline called Wisconsin Central came into being. Th ey cho se a blue mall ard duck with a circle around it as their logo.

The mall ard was known for its hi ghl y adaptable pattern of short, efficient flights, as well as for its strength and endurance in long flights. The circle symbolized the sun by day and the moon my night.

Later, to better the refl ect the airlines expanding area of operation, the name was changed to North Central Airlines. Since

dead duck.

So now , neither Wisconsin Central, Nort h Centra l, Republic nor the Blue Duck exists. But, there are those of us who wi ll always remember when there was a strong and forward thinking little airline named North Central and a blue duck named Herman who win ged hi s way across the night sky sporting the very first aircraft strobe lights.

Thanks, North Central.

Thanks, Helman.

Here's a trivia question I'll bet many or you can answer:

Who invented the strobe light?

The answer is published on page 28.

VINTAGE AIRPLANE

9

Our Mystery Airplane for February is fairly well known, but surprisingly we've never featured it in the column.

Have at it, and be sure to have your answer in to the Vintage Airplane office no later than March 25, 1999.

February .Mjrst~ PIJlil1J~

by H.G. Frautschy

November Mystery Plane Still ~ Mystery...

10 FEBRUARY 1999

Not surpri s in gly, the November Mystery Plane remains just that, a one-of-a-kind li ghtpl ane that is lost in the dusty fi le drawers of aviation hi story. No one dared send in a response . There's a rotary engine install ed, and you can just see what appears to be a n engine contro l in th e ca bin as yo u look through th e pyralin windows.

There is a passing resemblance to t he small er Alco Sportplane featured in the 1930 Flying and Glider manual , but only wit h extens ive changes could it even be related to the A lco. Like man y of its pre-CAA contemporarie s, it 's most like ly a homebuilt project built up with war surp lu s parts, and was not destined for production.

Here 's a note related to the September Mystery Plane picture, from Don Toppen: " ... Th e thing that r ea lly caught my attention [in th e photo} was the Gee Bee model Y. In 1933, 1 worked atthe Air Race as a "gopher, " along with about five other Eagle Scouts in th e press box. 1 wa tc h e d Florence Klingensmith buy the farm flying the modified "Y. " She came around the hom e py lon and lost what appeared to be th e major portion of the

fabric from the top ofthe right wing.

She straightened it out and flew level on an ESE direction toward Glen­ view. She got it across Lake Avenue, the E- W road south ofthe airport and across the Milwaukee Railroad tracks. At that point she lost it; it went from level flight to a straight nose-dive into the ground.

This Air Race was in conjunction with the Chicago World's Fair of 1933, held at Curtiss Reynolds Field.

During WW II, it became NAS Glen­ view. I went by there before AirVenture '98, and they are pulling out all the runways, now that the air­ port is closed.

This airport holds fond memories for me, as it was here I had my first airplane ride. It was in a Ford Tri­ Motor, the fee being a penny a pound!

Whenever we could, my friend Bill Crawford and I would play hooky and ride our bikes to Curtiss Reynolds. Bill became a meteorolo­ gist, they taught him to fly , and he para-dropped equipment along the "Hump" route. The engineers built

th e airstrips, he set up the W/X sta­ Race Program my employee badge, tions, and kept them going until the and red identification card for the war ended.

Race to the EAA Boeing Library. I On these visits, we would watch know D enn is Parks has it stashed "Gray Goose Airline" Fords come away not 50 feet from your desk.

There are many more stories lurk­ and go. That's when I decided I was going to darn well be an airline pilot! ing in the back ofthe old noggin, and While working at the Air Race I met it is fun reminiscing with others from such pilots as Major Ernst Udet. I the same era, but as for a stand alone took his picture for one ofthe writers. article, there is not much ofgeneral Hi s specialty was a handkerchief interest. pickup with the wingtip of his plane.

Enjoy your magazine, H. G.!

Another was Roscoe Turner. A t a Sincerely, later date after Gene Tritt and I Don Toppen founded the United Pilot's Speakers (EAA 109869, VAA 7836) Panel, I wo rked a convention with Sun City West, AZ Roscoe down in French Lick, Indiana.

Well, there were many more. I'll never forget the squadrons ofP-6s and P-12s the Army Gee Bee ..J ' Air Force had on site. The fellows flew them around the pylons too. In those days, everything was a race horse start. Impressive!

A number ofyears ago, as we movedfrom Illinois to Wisconsin I gave the I

Keystone K-78 Patrician

VINTAGE MAGAZINE 11

ON THE COVER

Luscombe'sT-8F

Plenty of Class to Watch the World CoDy I

f you were a salesman who repre-

sented a company that made aluminum and plastic polishes,

then you'd want to know Brice Newberry (EAA 587092, VAA 29373) of Kingfisher, OK. Brice and his wife Vicki "have a thing" for the Luscombe line of airplanes, and in particular, he really loves the T-8, Luscombe's utility airplane that came about during Luscombe ' s bid to procure a military contract.

The T-8F features plenty of plexiglass to keep clean (33 sq. ft. i), and quite a few square feet of aluminum sheet to keep polished. Maybe that's why one of his T-8F's is bare metal with red trim , and the other flying T -8F in his stable is painted in a military green!

Brice's work with the T-8F series began with a mention by one of his best buddies, Randy

Briscoe. He indicated he was ready for a special airplane restoration project, one that was "different. " He ' d owned a variety of airplanes in the past, inc luding Cessnas, Stearmans, Citabrias and a Bellanca Viking, but he wanted something special. Brice knew what Randy needed a Luscombe!

Randy and his wife Jamie started to research Luscombes, after he and Brice decided to look for a T-8F. Compiling a list of all the owners, letters were sent out inquiring if anyone was interested in selling their airplanes. Some never came back, and many came with notes that effectively said "we'll never sell!"

Fortunately, there were a few who said they 'd be interested in selling. In March of 1997, Randy located N2202B in Death Va lley, CA. Brice flew commercially to Reno, NV and was met by the T-8F's owner, John Mulvey. With an annual good until the following October, Brice flew it home to Oklahoma, where he and Randy enjoyed

By H.G. Frautschy 12

FEBRUARY 1999

~he

unusual lines of the Luscombe T-SF came about when Luscombe was vying for a military liaison plane contract. They didn't win, but the airplane was certified by the CAA and has developed quite a following for the 30 remaining out of lOS built.

it for the summer. When annual inspec­ tion time came up, they decided to install an electrical system in the airplane.

Well, one thing led to another, and you all know what that can lead to .. .

The Luscombe T -SF started out purely as the speculative answer to an Air Force question. Looking for a new light liaison airplane for the Army to use in the post-war era, the Air Force (who was doing the evaluation for the Army) made it clear they wanted an off-the­ shelf airplane that would meet their specifications. In order to keep the cost to the military down, the airplanes had to be CAA Type Certificated. For Lus­ combe, the basic 8F airframe contributed about 90 percent of the the parts for the new model , but there was one important

difference in the specification that re­ quired Luscombe's engineers to spend some drafting table time. The Air Force wanted an airplane with tandem seating, and Luscombe didn't make any airplanes with that seating arrangement. In order to make that work, when they moved the passenger aft, they got an added bonus.

The plastic bubble added to the top half of the aft cockpit gave the observer in the back spectacular views. Now, it did nothing for the airplane's lines, and in fact the revised fuselage shape required the addition of a dorsal fin to the verti­ cal tail to give some added stability. But the added side windows in the doors and to the left and right of the aft seat gave the T -SF superb visibility. The late Max Karant wrote about the view out

The T-SF cockpit differs from its cousin, the SF. The throttle is located on the left side of the cockpit, at the forward edge of the door, and the stick is now in the center of the floor. The aft passenger does have a set of rudder pedals and a stick. The red handle on the upper left of the photo is the flap handle.

14 FEBRUARY 1999

the T-SF: "Maneuverability in the air is quite satisfactory, and somewhat startling if you happen to look around through the various windows. A steep turn, for in­ stance, looks a lot more dramatic in the airplane; you can look back and see the world cocked at an angle, and nearly all ofthe Observer's tail unit is visible. And even in level flight it's somewhat startling to look down ; the whole ofboth sides ofthe airplane are window, enabling pilot and passenger to see clear under the plane. " (From Flying, September, 1945.)

For ventilation, the upper door win­ dows open, as do the aft side windows .

With all that overhead clear plexi­ glasss, on a warm summer day you might need all the windows open, and don't forget the sunscreen and a hat!

The first of the military Luscombes was the T -8E, which was powered, per the Air Force spec., by the Continental C-S5 engine. After tests at Fort Bragg, SC, during which the Luscombe, Tay­ lorcraft and Aeronca airplanes were tested and found satisfactory, the con­ tract was awarded based on the bid price. Aeronca won with a bid of $1,649 per airplane for the 439 7BCs it was to deliver.

After being shipped home to Dallas, Luscombe continued work to have the T -SE certificated. It was hoped the mil­ itary would be interested in the airplane during a later 'off-the-shelf' buy. As

The aft seat can be a great place to get a tan - don't forget the sunscreen and a hat!

the program progressed, it was decided to equip the airplane with the C-90 Continental, a decision made easier with the concurrent certification of the Luscombe 8F. In fact, the T-8F and 8F were certified on the same day by the CAA, and T-8Fs were soon being de­ livered to customers. The first model available, the Observer, was issued with two levels of equipment. The Spe­ cial and Deluxe. The Special lacked the electrical system, landing lights and starter the Deluxe was given. Plans were also being made to put the T-8F in another market - crop dusting.

The T-8F duster was dubbed the Crop Master. Installed in the wings were a pair of 30 gallon spray tanks , and mounted on the struts and fuselage was a spray rig built by the Indepen­ dent Cropdusters company of Campell, CA. By midwinter of 1948-49, the de­ sign was ready, and approved in the Standard and Restricted categories by the CAA in February. Also included in the Crop Master T -8F was the new Luscombe wing flap design which had just been given production approval by theCAA. 1949 was not going to be a great year for the Luscombe company, and the production life of the T -8F sprayer was short lived - from March until June of that year. Only 35 of the Crop Mas­ ter sprayers were built and delivered before Luscombe Aircraft Co. was forced into bankruptcy.

The T -8F about to be annualed by Brice and Randy was originally built in

Brice Newberry and his friend, Randy Brisco have to squint just a bit because of their polish job on the T-SF.

the second batch of airplanes , com­ pleted April 30, 1949 . In May, C.L. Butler and Sons of Pine Bluff, WY bought the Crop Master for use on their ranch, and continued to own and fly it until 1991 when it was sold to Mr. Mulvey. Their only changes to the air­ plane were the installation of a Lycoming 0-320 of 150 hp , and the mounting of a pair of 850x6 tires to handle their ranch strip.

When October arrived and the an­ nual was due , the work was begun .

Vicki Newberry describes the next part ofNC2202B's history: "We ordered the parts we needed to install the electrical system and this is where things sort of got carried away.

33 square feet of plexiglass surround the pilot and observer in the T-SF. Both the upper side windows on the doors and the windows just below the aft bubble can be opened in flight.

We decided to remove the wings to do the inspection for inner granular cor­ rosion and we ' dju st take the spray tanks out then. We were very pleased at the condition the wings were in and decided to incorporate the wing tanks and the spray tanks to give us a bit more fuel range . We thought now would be the time to install landing lights and why not just go ahead and install strobes too. We installed the starter, prop extension, alternator and to maintain the original Luscombe cowling look we lengthened the rear of the cowl (upper and lower) approx­ imately six inches.

"Brice fabricated the new cowling doors to allow clearance for the spark plugs and valve covers, this is the only skin that is not original from the fac­ tory. He also installed a new prop spinner, he fabricated the battery box, baggage compartment and installed them. Th e tail was removed and the horizonta l stabilizer fitting was re­ placed with part # 1000, furnished by the DLHF, new ball bearing pulleys and new cables were installed. The paint was stripped. Control sticks, rudder pedals and door latches and throttle quadrant were sent offand chromed. The instrument panel was removed, cleaned and repainted two tone silver/red with a tiny black pin­ stripe and has wood grain accents .

New instruments were installed but he maintained the original panel look.

The exterior was painted with Air Tech's Firestorm Red and pinstriped with 1/16 " black pinstripe, thefactory installed original skins were polished VINTAGE AIRPLANE

15

Here's the entire brood, all five of the T-8F's now at Brice's airstrip, White airport.

Each will have the latest mods available for the Luscombe, including the DLAHF PMA'd horizontal tail fitting, and the BAS tail pull handle mounted on the aft fuse足 lage. The second aircraft on the right, in the dark green color scheme, was restored in recent years by the Don Luscombe Aviation History Foundation, long after it had been damaged back in 1961.

space anything we needed.) " Like the potato chip commercial where "nobody can eat just one," the Newberrys now have five T-8F's located at their private airstrip, White Airport .

Two are currently flying (NC2123B and 2202B) and the others are undergoing restoration , one of them (N 1589B) by Willy Luber, manager of the Kingfisher airport. N220 I B is being restored for Randy Briscoe, Brice's friend and King足 fisher businessman. The engine will be a Lycoming 0290-02 (135 hp), a full compliment ofVFR instruments and a red and silver color scheme. Randy and Brice' s eyes just sparkled when they were talking about the new restoration, and you could tell it will be something special. We look forward to seeing it.

The other project is N 1583B. All of the airplanes have the horizontal tail fitting replaced with the new PMA'd fitting manufactured by the Don Luscombe Aviation History Foundation (DLAHF).

They also have the BAS tail pull handle installed, used to move the airplane around on the ground, instead of pushing and pulling on the tail surfaces.

Brice is plenty busy in his life as a cropduster, and he also enjoys ropin' and making horse saddles , but Vicki says the top of his recreation list has the heading "Luscombe ." With the way N2202B looks, what will he and Randy have for us to see in the future? ~

until they looked like new. the Classic Division Award at the EAA " The interior was painted with Air Fly-in in Eldorado, Kansas. (By the Tech 's Nevada Silver and we decided to way, they are a great group ofpeople, try to design som e typ e ofinterior, we th ey helped us get a motel room and chose salt and p epper, red and black were friendly and extra eager to help carp et and th e side pan el are red with transportation , finding hangar tuck/roll inserts with silver.

New g lass was installed. This particular example is powered by a Lycoming 0-320 of 150 hp. The "high country" stance of this T-8 F is

We received a one time field emphasized by the 850x6 tires.

approval from the FAA. "This "annual" took in ex cess of 1300 hours of Brice's time, he worked in excess of 12 hour days and many se ven days a week.

Willy Lub er of Okarch e, Oklahoma sp ent many long hours working side by side Bri ce . Very few visitors at th e hangar es足 cap ed without holding a sc rewdriv er o r wrench .

For quite some tim e I was co nvinced this wasn't a proj ect it was turning out to be a career! " We we re honored to have received the Classic Division Award and the Grand Champi on Award at th e A ntiqu e Airplan e Fly-in at Pauls Valley, Ok足 lah oma, and we received 16 JANUARY 1999

Buck Hilbert's 1938 Fleet Model lOF on Pontoons

nusual airplanes de­ mand unusual people.

E. E. " Buck" Hilbert (EAA 21, A I C 5) of Union, IL, is one of those people - and his Fleet Model 10F is one of those airplanes! Not only is it a " rare" model , but most unusual is the fact that it was never certificated in the United States prior to Buck's ownership. Therein lies a problem that was tough to sunnount, as we shall see.

The original Fleet Model I wa s designed and sold in 1929 with a Warner 110 engine and many early pilots received their initial training in them. This model begat the

U

Model 2, the Model 7, the Model 8, and the Model 9, which were pow­ ered with Kinner engines of 100 to 125 hp. By the time the mid thirties came along, Fleet Aircraft was busy selling airplanes to foreign coun­ tries, especially those in Central and South America.

Buck' s Fleet Model 10F was built in June of 1938 and in June, 1939, it was shipped from Canada to Nicaragua as a "fighter" complete with aux . fuel tanks, bomb racks and a .30 caliber machine gun that fired through the propeller. The serial number on the airplane is 263, which many experts suspect was the proto­ type Model 10 to be exported, as the

export numbers run from 263 to 411, all exported as military aircraft.

The F leet served in the Nicaraguan military from 1939 until 1955, when it was surplused to the civilian market and eventually was collected as a "basket case" by Danny Martinez (EAA 72116) of San Antonio , TX. Danny is a long­ time EAAer and has an avid interest in antique airplanes, including Fleet biplanes. He labored away on the Fleet Modell 0 for nearly 16 years, doing a tremendous amount of work on the airframe and overhauling the original Warner 145 engine. When the time came to install the ailerons on the wings , the eight-foot-Iong

By Norm Petersen

hinge pins would not go in! It was maddening, to say the least.

Enter one Buck Hilbert. The time was 1989 and Danny was at his wits end. Buck figured there must be a way to mount the ailerons, so he bought the Fleet and hauled it to his home in Illi­ nois. The fun began.

With no previous certification, the entire Fleet biplane had to be closely inspected for conformity to Standard Certification. Using hard-to-get draw­ ings , it was possible for the FAA inspectors to put their stamp of ap­ proval on everything up to the fuewall.

However, there was no record of a Fleet Modell 0 ever using a Warner 145 engine and the inspectors were stopped cold. It would take another three years before Buck Hilbert was able to have a heart-to-heart talk with Admiral Busey, the FAA Administra­ tor at the time. Once the "word" came down, things started to move forward and the airplane was certified in the Standard Category as a "Hilbert Fleet ModeIIOF." 18 FEBRUARY 1999

Early in the morning, Buck Hilbert (closest to the camera) readies the Fleet for the EAA televi­ sion crew to take some video footage of the seaplane. Standing on the wing is Scott Guyette and walking by the tail is Robb McAllister, both of the EAA video crew.

The old gray iron streamlined fly­ ing wires were replaced by a complete set of stainless wires from Nick d' A­ puzzo, who commented that the measurements were identical to a set of Fleet 16 wires. Sadly, this would be the last set of wires that Nick sold

before his passing.

The airplane was flown on wheels for about 16 hours when the engine be­ gan showing signs of ill health. Buck and Charlie Smith overhauled the Warner and found two pistons that were bad and some of the valve train

needed help before it once again ran well. By now the concept of a gen足 uine biplane on floats was starting to haunt Buck, so he began looking. The idea just wouldn ' t go away! One day in Trade-A-Plane, he spotted a set of Edo 1835 floats for sale, complete with Fleet rigging! The owner turned out to be Sandy Brown, the present newsletter editor of the International Fleet Club based in Marlborough, CT. Once the set of floats, built in May, 1930, were purchased, they were hauled to Brian Van Wagnen' s place in Michigan. The Fleet was flown from Illinois to Michigan for the installation.

Every part of the float installation fit very well and the only additions needed were a couple of sets of float wires to complete the truss work between the floats and the airplane.

A metal Hamilton/Standard ground adjustable propeller was installed for float work as wooden props are se足 verely eaten away by water spray.

With a setting that allows the big 500 cubic inch Warner to crank up to 2100

(Top) Buck Hilbert departs the seaplane base to make the Seaplane Fly-By at Wittman Field.

His was one of nearly forty seaplanes that took part.

(Middle) With this author in the front cockpit, Buck taxies the Fleet at idle speed as he lines up for the takeoff run . The Fleet is very stable in the water and the Edo 1835 floats do an excellent job. The 145 Warner accelerates with complete authority on the takeoff run and climbs out with gusto.

(Below) Pictured from the rear quarter, we get a good look at the float installation with its myriad of wires. The dual water rudders are in the "up" position, being raised by pulling a handle in the rear cockpit. You can plainly see the noticeable dihedral in the lower wings of the Fleet, a trademark of the biplane.

VINTAGE AIRPLANE

19

RPM , the big metal propeller really gets with the program on takeoff. The Fleet gets off the water very nicely and climbs out smartly . Normal cruise is 75 to 80 mph on floats, which is about 5 mph slower than wheels.

The Fleet was flown to the Otsego Lake Seaplane Fly-In in Michigan in early June where it drew rave notices among the crowd. From there, it was flown up to Sault Ste. Marie, Ontario, Canada for the Canadian Bushplane Heritage gathering. Again, the pretty blue and yellow Fleet was the hit of the show.

After resting in Canada for a few weeks, the Fleet was flown to Oshkosh for the big seaplane fly-in where our photographers caught up with the unique floatplane .

Believe me when I say the many thousands of Vet tel Blust Seaplane Base visitors during AirVenture '98 re­ ally enjoyed watching the Fleet come and go as it chugged by with the Warner at idle, doing a slow taxi , or at full bore on a takeoff run across the outer bay. The exciting part was when Buck would cut the power for landing and the Fleet would come down like a proverbial stone - its glide ratio, with all the drag of a biplane and float rig­ ging, is hard to imagine - and the Fleet would s lide onto the water right in 20 FEBRUARY 1999

front of the crowd.

During the Convention, Buck esti­ mates nearly 100 rides were given (this author was one of the lucky ones) in some 25 hours of float flying. The sixty-year-old Fleet never missed a beat and the folks were extremely happy with the performance. Even Sue Sanders of the Seaplane Pilots Associa­ tion (SPA) enjoyed her ride so much that she wrote an article in the SPA magazine about her beautiful ride in Buck Hilbert's Waco on floats . (Can't win 'em all.)

Since the summer has passed, the

floats have been removed form the Fleet and Buck has been busy doing a few updates and improvements. He re­ cently installed a brand new exhaust system made of highly polished type 321 stainless steel that is a remarkable piece of work. In addition, he is presently busy building a set of new windshie ld s for the pretty biplane.

One thing about Buck Hilbert, he never quits, he just keeps making things bet­ ter. Special congratulations to Buck & Dorothy Hilbert for making our sea­ plane fly-in so much more interesting.

"Yah done good!" .....

A happy twosome, the author and Buck return to the Vette/Blust Seaplane Base after a dandy ride in the Fleet on floats . Check out the thick airfoil (Clark Y) on the wings.

o o

e v

e w

Whats in a name? Would it have held up to the test oftime if the headlines ofMay 22,1927 had read CHARLES MANSON LANDS IN PARIS? That was the family name until Ola Mannson arrived in Minnesota in 1859 with Charles A. Lindberghs father, then an infant.

Comments on A. Scott Berg's LINDBERGH la, a former member of the Swedish parliament, had become entang led in scandal.

He was accused of embezzlement and was supporting a mistress on the side who bore him a son, later to be Congressman C. A. Lindbergh, Sr. Mannson, or Manson as CAL, Jr. spe lled it, had been stripped of his civil rights and might well have landed in jail had he not fled Sweden . He made changing the fami ly name the first order of business upon settling in the New World. The Lindberg surname was rare in Sweden, but spelled with an "h" it was all but unknown.

Scott Berg spent nine years writing "LIND BERGH," the latest biography of one ofthis century's most controversial figures. It is also the only authorized biography . Berg had the blessing of the Lindbergh family who unsealed all the archives, apparently with no strings attached. This is a compelling volume for anyone who has a serious interest in the subject. Alas, Berg is not an airplane man and much of what one might wish for is e ith er ignored or glossed over.

Berg traces Lindbergh's early impressions of aviation back to the day in Little Fa lls, Minnesota, while playing alone upstairs, he heard the spluttering of an engine overhead. It was an exhibition biplane, his

O

mother explained, a very dangerous affair. In the context of Berg's account this happened circa 1907, but there was no flying in the area until September 191 1 when Tom Mc Goey performed under contract to the loca l farmers co-op in a homebuilt Curtiss type pusher. Lindbergh was then nine.

In June 19 12, whi le domiciled in Washington , DC where the elder Lindbergh was serving a term in Congress, CAL had an opportunity to see the Army's fledgling air fo rce in action at Fort Myer, Virginia. The outing had been arranged for by his parents . CAL's recollection of the occasion was highlighted by a race between one of the aviators and an automob il e.

On the who le, Berg seems to have a good grasp of the facts , though there are some errors- a few of which may be typographical. He refers to Juan Trippe as the founder of Eastern Airlines and promotes Maj. A. B. Lambert, a "Spirit of St. Louis" backer and founder of Lambert-St. Louis Airport, to Ge neral. He a lso refers to Marvin Northrup, proprietor of a Minneapol is aerona uti ca l suppl y house, as a manufacturer, perhaps confusing him with Jack Northrop. Berg also describes the trimotored Ju 52 as the standard bombardment plane in Hitler ' s new Luftwaffe.

By John Underwood, EAA 1989 VINTAGE AIRPLANE

21

Charles Lindbergh seldom posed for testimonials. This was an exception.

All of this does not really weigh too heavily against Berg's prose and pur­ pose- namely, to reveal the Lindbergh the American public has long sought to understand. He has undoubtedly come as close to the definitive treatment as anyone ever will, which includes the Lindberghs themselves. CAL's grand­ children will probably find this book as absorbing as this reviewer, all 600-odd pages of it, for the "Lone Eagle" was as much a mystery to his own children as he was to a public that both idolized and reviled him.

The Lindbergh baby's kidnapping is, of course, recounted in detail. The facts are both moving and appalling. One can readily understand CAL's loathing for the press. The trial itself was a me­ dia circus, but no more so than the O. J. affair of more recent memory. Haupt­ mann had to be guilty , although not necessarily of murder. Anyone who subscribes to the crackpot theories that have been advanced in the interim should read and weep over what hap­ pened to the Lindberghs. Reeve Lindbergh's insightful " UNDER A 22 FEBRUARY 1999

WING" is also highly recommended.

Members of the Jewish faith have long held that Lindbergh was an anti­ Semite. Berg, who is Jewish himself, explores the reasons for this and con­ cludes that he was not. Lindbergh, in his America First speeches, struck out at Jewish influence which he per­ ceived to be among the elements committed to engaging the U . S. in a war with Germany. Such a war he be­ lieved would result in the destruction of westem civilization.

The fact is that Lindbergh was a pa­ triotic American and would-be peacemaker, albeit somewhat naive in his conceptions. Although he felt com­ pelled to leave the U. S. for a period of time for his family ' s sake, he never at any point considered for a moment giv­ ing up his citizenship. Indeed, he became a key element in keeping the War Department abreast of what was happening in European aviation. More­ over, he was eager to serve. Berg points out that CAL applied for reappointment as an Air Corps reserve officer while in self-imposed exile. By then he had al­

ready been labeled a Nazi by such syn­ dicated smut-peddlers as Walter Winchell.

It's interesting to note that the Amer­ ican Air Attache in Berlin wanted Lindbergh to meet with Hitler. That meeting never came about, although he did meet twice with Goering and once with Rudolf Hess, Hitler's deputy .

Hess, an enthusiastic airman since 1918, was a great admirer of Lindbergh. He, too, had dreamed of undertaking a long­ distance flight. As it transpired, Hess did complete a long and perilous flight when he surreptitiously piloted a Messerschmitt 110 to Scotland in May of 1941, hoping to make peace with England.

The Lindbergh's were fascinated by what was happening in Germany , as was everyone else at the time, and they nearly spent the winter of 1938 in Berlin. This was in part at the behest of Ambassador Wilson and the Air At­ tache, Truman Smith , who hoped it would avail CAL of further opportuni­ ties to study German aviation. Indeed, Lindbergh got to see things that no for­

eigner had seen, such as the Ju 88. He also got to fly a number of new aircraft, such as the Me 109 and Fieseler Storch.

Berg, in recounting Lind­ bergh's association with Messerschmitt, declares that the latter never recovered emotionally or financially from WW- TI. This implies a degree of impoverishment which is misleading, to say the least. Messerschmitt was not long in getting back to manufacturing aircraft, first in Spain and later in Ger­ many. Messerschmitt & Co. helped build the F -104 for the new Luftwaffe and the designer lived to provide Air­ bus recommendations.

Berg only devotes a few pages to CAL's test-flying,

which is worth a book in itself. With Chance Vought,

Tom Mc Goey in his homemade Curtiss type pusher. He over flew the Lindbergh home in Little Falls in

1911, finished the season and quit the flying game.

for example, he had much to do with service testing the F4U Corsair. He made several demon­ stration tours as well, familiarizing the Navy and Marines with new develop­ ments . Berg makes no mention of a shavetaillieutenant at El Centro who brashly asked CAL if he could try his

Corsair, which had the new bubble canopy instead of the "jailhouse" hatch.

Lindbergh was glad to oblige. The 22year-old lieutenant was John Glenn, an icon in the making . They were both destined for combat in the Pacific.

Lindbergh, at the relatively old age of 42, would be called upon to demon­ strate his skills as a fighter pilot, albeit unofficially and unavoidably. He was detailed as a civilian to the South Pa­ cific as a tech rep and observer, first

CAL and AML on arrival at Prague, 2 September 1938. The worried look no doubt reflects their feelings toward the mob approaching. A moment later he gunned the engine and taxied to the far side while police contained the crowd .

VINTAGE AIRPLANE

23

with USMA Corsair units, later with the AAF in P-38s. His mission was to observe from the periphery, mostly, avoidi ng actual combat with enemy aircraft, which by them were seldom seen. Altogether he flew 50 missions, logging nearly 200 hours time in four and a half months.

Berg gets carried away in implying that CAL was prepared to meet his maker and "comme nded hi s sou l to God" when a Zero jumped him on 1 August 1944. That quotation could hardly have been Lindbergh's. It was a momentary encounter and stressfu l to be sure, but the Zero broke off the at­ tack before the pilot could bring effective fire to bear on CAL's P-38.

Only once did CAL himself fire on an enemy aircraft. That engagement lasted but a few seconds and involved a single, head-on pass between his P-38 and a Mitsubishi Ki-51 attack aircraft code named "Sonia." The Japanese pi­ lot, outgunned and outnumbered, had

who rolled over and dived into the sea.

Berg claims Lindbergh prayed for the pilot's soul for many years thereafter.

President Roosevelt, who never for­ gave CAL for challenging the wisdom of his sending the Army out to fly the mail and for his antiwar activism in 1941, barred him from military service. The ban was enforced even after FDR's death. Berg credits Gen. Bob ("GOD IS MY COPILOT") Scott with Lindbergh's reinstement as an Air Force officer.

Scott, then a colonel running the Air Force's Office of Information Services, told his boss, Harold Talbott, that mak­ ing CAL a general would be a shrewd move. President Eisenhower apparently concurred. Lindbergh was placed on the active reserve list as a brigadier general in April 1954.

Lindbergh felt that the U. S. was on a collision course with the Soviet Union, says Berg . He got involved with bolstering the defense posture, most notably as a SAC advisor, and be­

pearances disconcerting. CAL, with his many eccentricities, was a strict disci­ plinarian and his frequent absences were both painful on the one hand and welcome respites on the other.

Reeve Lindbergh, who inherited her parents' artistic talent, reveals in "UN­ DER A WING" what it was like to be offspring of the "Lone Eagle." With the exception of Jon who earned his Private Pilot's License before taking up a career as a deep-sea diver, none of them really took to flying. That was fine with Lindbergh who never lost his love of the art. For him all that mat­ tered was doing something challenging and worthwhile , and doing it well.

- 101m Underwood.

Editor's Note: I can't help but add my two cents worth to John's comments.

First off, if you're contemplating reading this book, you should know that it is not an "aviation book" in the sense that many of us might have expected. Berg is not an aviator, and it shows in his writ-

The fact is that Lindbergh was a patriotic American and would-be peacemaker, albeit somewhat narve in his conceptions. Although he felt compelled to leave the U. S. for a period of time for his family's sake, he never at any point considered for a moment giving up his citizenship. Indeed, he became a key element in keeping the War De­ partment abreast of what was happening in European aviation. "made monkeys" out of the attacking Americans, but he was smoking from a hit and survival depended on shaking off several P-38s. In a bid to escape, he banked sharply in CAL's direction and held a collision course.

The Japanese were now facing an op­ ponent on more equal terms. They were closing at something like 600 mph, one­ on-one, firing at targets that grew larger with each passing second. There was still a chance the Japanese might score a vic­ tory and, indeed, elude the P-38s, by then short of ammunition and low on fuel. He was over his home base and there was heavy ground fire from anti-aircraft in­ stallations.

Lindbergh could easily have joined the ranks ofKIAs, but his gunnery ex­ pertise and instinct for survival prevailed. The Japanese, perhaps wounded, undershot his target and Lind­ bergh cleared the "Sonia," avoiding a collision by a scant ten feet or less. It was all over for the Emperor's airman 24 FEBRUARY 1999

gan flying the latest jets. He also designed and built his own bomb shel­ ter and directed his family to head for the Maine woods in the event of a nu­ clear attack.

It was widely supposed that the Lind­ berghs were well matched in their marriage. Not so, according to Berg. Anne Morrow Lindbergh, who loved her hus­ band deeply, found her domestic situation intolerable by the late 1950s. CAL had be­ come a compulsive wanderer of the world.

At home one day, gone the next to who­ knows-where. Oft times it was on gratuitous Air Force business, such as help­ ing select a site for the Air Force academy.

In later years these sojoums had more to do with ecological considerations. Lindbergh, the humanitarian, was constantly on a cru­ sade of one sort or another. For Anne Morrow Lindbergh these protracted ab­ sences proved devastating.

The five surviving Lindbergh chil­ dren, too, found their father's jack-in-the-box appearances and disap­

ing. That's not necessarily a negative, since his perspective on Lindbergh is not tainted by the myths that have built around the Lindbergh story among avia­ tion history buffs. But it does mean that aviation is not the main focus of this book. It is a biography ofLindbergh the man, not just his aviator persona. It paints a somewhat dark portrait about a man who was at times unwielding in his opin­ ions, sometimes at the expense of his personal relationships. But that's only onefacet ofwhat was and still continues to be one ofthe great enigmatic personal­ ities ofthe 20th century. There's far more to his personality make up than that, and Berg 's nine years of work detail it well.

You may not like everything you read about Lindbergh, but for that you can 't fault the messenger. For most ofus, there still remains to be written the definitive aeronautical history of Charles lind­ bergh, including a review ofhis logbooks.

We have more to look forward to!­ H.G. Frautschy. ......

PASS IT TO BUCK

by E.E. "Buck" Hilbert EAA #21 VAA #5 P.O. Box 424, Union, IL 60180

Odds and ends and a new way to hone cylinders...

CHAPTER NEWSLETTERS Builder's tips often turn up infor­ mation that is applicable to all of our airplanes, not just homebuilders. The Technical Counselor staff, in my book, comes off as one of the best sources for practical maintenance.

Their exposure to a myriad of prob­ lems and their solutions provides experience that benefits all of us.

Every chapter newsletter I'm privi­ leged to receive contains useful information. Chapters maintain li­ braries, tool inventories, listings for part sources, and, best of all, cama­ raderie. Where else can you talk airp lanes but with the guys and girls who want the same things you do?

The "Been there, done that" passed on to your buddy gives both of you a boost. You get to expound a little, he gets the benefit of your experience, and in the long run we all gain.

Gary Hunter, "Pushy Galore's" en­ gineer, is possibly one of the best efficiency experts I have ever met.

Sure, he's a homebuilder, but he comes up with solutions to common problems that are simple and practical, almost as a matter of course. I call him an "engi­ neer" and that's what he is. He typifies the airplane mechanic of "old." Able to fix anything. He can be a jeweler, he can be a blacksmith ; I'll bet he could even shoe horses! He flies his VariEze, too, so he appreciates the pilot point of

Gary Hunter (llpushy Galore" engineer) is possibly one of the best efficiency experts I have ever met... he comes up with solutions to common problems... he typifies the airplane mechanic of old. view as well.

But I ' m getting away from why I started to write this . Gary had con­ tributed a short blurb to the January Quad Cities Chapter 75 Newsletter.

His subject was spinner wobble and its easy cure.

"A ll of us have seen a beautiful air­ plane and at one time or another watched in awe as the spinner wobbled all over the place when the engine

started. We've all read or seen or even experienced spinner cracks, and sometimes even shed one in flight."

Gary says "truing" the spinner is a simple and easy thing to do. Balanc­ ing isn ' t the issue; that comes later.

"Basically , you start by making sure your bulkheads are true. They are the basis you hang the spinner on and they'd better be true to start with.

That assured you get on with it.

"You're going to be rotating the prop whi le you're doing this, so pull the spark plugs to make rotation easier.

"Position the airplane so it can't in­ advertently move and position a stable reference ju st under the tip of the spinner (a stepladder, chair, tool box, anything that will remain stable).

"Rotate the prop and watch the spin­ ner tip. It will be obvious which way it's out of whack. Simply loosen the screws around the spinner bulkheads and adjust accordingly. Elongate any holes that require it. Keep working until you get it nice and true. Once you have established that it is true, retighten all the sc rews the way you normally do."

"Now comes the simple part. " (If you had only thought ofthis back when our Ryan STA was ALWAYS cracking and shedding spinners!) "Using a small diameter drill (I/16th), drill three align­ ment holes around the periphery of the spinner into the rear bulkhead. One VINTAGE AIRPLANE

25

alignment hole will suffice in the front bulkhead. Now, whenever you rein­ sta ll the spinner, insert pins into these alignment holes before tightening the sc rews. Your spinner will be auto­ matically'trued' ."

Gary's la st comment, " Whenever you remove the prop/s pinn er, mark eve rything so it a ll goes back to­ ge ther in th e sa me relation s hip to each other."

See what T mea n about thi s guy?

H e's kept Bru ce Bohannon and "Pushy Galore" in the record books for years. Next time you visit the Air Adventure Museum up in Os hko sh, take a look at " Pushy" and give credit where credit is due.

Dear Buck, Here is a story that yo ur rea de rs might find interesting. However, I will not mention any names for obvious reasons, and I would like as well to re­ ma in anonymous, as if my name appears, anybody who knows me could identify the operator involved.

INVENTOR DEVELOPS NEW

WAY TO HONE CYLINDERS

(without removing them from the engine).

A friend of mine operates a fine antique aeroplane with a Continental W-670. He is very meticulou s about the maintena nce, changes oil every 25 hours or less, and cleans the plugs at that time. He spends mo st of his spare time poli shing and waxing, and touching up the finish when needed .

He ne ver allows a fingerprint to re­ main on the big shiny HSGA prop overnight. Now thi s is not a museum piece or s ho w plane; it is a work­ horse, flying a lmo s t d a il y on sightseeing rides and photo work.

The engin e is approaching 1,000 hours since overhaul , and some of the paint on th e cy linder heads had burned or worn off, so he decided to bead blast a few corroded spots and prime and paint them. When he fin­ ished he had the engine looking better than new, with a ll black cy lind ers, silver rocker box covers and ex haust elbows. And the stain less heat muff was so shiny you cou ld look in it to see if you needed a shave.

But when he started it up , it didn't seem to be running quite right, so he shut it down and the prop stopped abruptly without bouncing back and forth between compression strokes as 26

FEBRUARY 1999

an engine do es when the rings are properly sealed. He got out and turned the prop by hand; it was drag­ ging. Upon removing the spark plugs, he found evidence of glass beads on th e inside s of th e m . Some of th e g la ss beads had gotten into th e "air maze" filter and had been sucked into the engine.

So it is now due for a major over­ haul. I told him to look at the bright side. New rings can be fitted without having to deglaze the cylinders. The inventor of thi s system does not wish to be given credit for it.

Be s t regard s, and have a happy holiday.

Your anonymous friend.

Ouch!

Over To You, whoever you are, ff

:B«ck. "

day , and I feel that it makes very little difference as long as I'm in the left seat; that is, until I got into Skeeter' s Thomas Morse "Scout" with the LeR­ hone rotary; then I don ' t care w ho you are or where you sit, you're still one hand short!

Anyw a y, we were all "Johnny come late ly" when we first started , and all I can say is never tum down an opportunity to fl y something differ­ ent. Try it, you'll like it! I remember getting to fly an 1124 " Westwind" from Burbank, California to Santa Barbara for lunch. J was half finish ed with m y sa ndwich before I finally caught up with the airplane! So much for that. Over to you.

Gene Soper EAA 27385, AC 360 Thanks for the note, Gene! How about the rest ofyou ?

Hey , Dorothy and I will be trave l­ ing all over the southwest this month, so if you don't get a reply back from a phone me ss age or note , you'll know we're still out having fun! Talk to you when we get back!

Over to you,

Dear Buck, In the December VTNTAGE AIR­ PLANE there was a comment on R stick, L throttle, vs. L stick, R throttle and you suggested input. Here is my two quarts worth .

Having flown since 1946, Want to keep your spinner running true? Read what Gary and being a flying buddy of Hunter does! (Kent and Sandy Blankenburg's Spartan "S keeter " Carlson since Executive.)

1965 , I've be en exposed to quite a variety of flying ma­ chinery. In my first logbook, totaling some 220 hours, I had flown 46 differe nt air­ planes and 23 different kinds.

Over the years I have flown Aeronca "Champ," "Chief," "Sedan ," Piper J-3, J-4, J-5; and most of the PAs; Ryan C­ I, PT-22, Navion, Luscombe, Fairchild 24, PT-19, PT-23 , PT-26; Taylorcraft BC-12, L­ 2; Cessna 120, 140, 170, A W, plus all the ones with the train­ in g wheel up front. I even fl ew th e te s t flights on a Pi etenpol "Aircamper" with two throttles, one on each side no less ! I still own and fly my Duncan "Sport" (2POLB) that I bou ght from Bill a nd Lo­ raine Duncan in 1971 . I owned and flew o ur 15AC "Sedan," and (38 Dart "G," al ternate ly for severa l years.

I've gotten out of a Stin son "Tri -m otor" a nd into a Fokker "Trip lane" the same

Wayne Milburn .... ...................... ........ ................ ..... .Jacksonville Beach, FL George F. Johnson .. .. .Wolfeboro, NH

...... ....... Toowoomba, QLD, Australia Joshua Knerr.. ...... ..... ...... Sanford, FL Angelo A. Carnevale .... Hopewell, NJ

Patrick P. Cloudier .. ...........................

E. P. RosenthaI... ... ...... ...... Miami, FL Bill K. Laskar .... ...Albuquerque, NM

......... ... ....... ..... Pincourt, PQ, Canada C. Mitchell Smith .. .... ... Lakeland, FL Jim Catalano ..... ... ........Cornwall, NY

Grumier Willy ........Chatillon, France Gary L. Johnson ....... Bainbridge, GA Joseph DiStefano ........Fort Plain, NY

Nowell W. Izard ..................... ............

John Stiles ............... Stockbridge, GA Hugh Weidinger.. ..... Great Neck, NY

....................Masterton, New Zealand Keith Beem ........................ .Ipan, GU Benjamin Gleason ...... Vermilion, OH

Charles A. Birdsall... ............Apo, AE Eugene Honigford............ ............ ... .. .

Gail R. Bailey ....... .......... ...Tulsa, OK

Klaus E. Marx .. .. ............ .Juneau, AK ..... ....... .. ......... .. ..Machesney Park, IL Reymold Watt ............ West Lynn, OR

Richard Binderim .......Enterprise, AL Mike Linden ............ .. .. .. Rockford, IL Marc S. Ludtke ............ ..Franklin, PA

Larry K. Tillery .... ....... Trussville, AL Barry L. Schroeder .... B1oomington, IN Alan L. Moyer ................ Perkasie, PA

Gary Moseley ..... .. ........Chandler, AZ Harry Bartel ............... EI Dorado, KS Elford S. Wyatt .........West Union, SC

T. W. Aronson ........ ....Rosamond, CA Bobbie Bradford ............. Topeka, KS Derek Amos ...... .Harker Heights, TX

Raymond J. Barak ..................... .........

Jamie Smith ........ ..... .....Shawnee, KS Charles M. Baynard ..........Dallas, TX

.............. ........Huntington Beach, CA Nathan T. Rider .. ............ Groton, MA Thomas E. Eanes ........ .Granbury, TX

Keith Charles Carnahan ................... ..

Alexander J. Van Wert...... ...... ....... .....

Michael Halle ................ Humble, TX

......... ... ..... ................Costa Mesa, CA ........ ............................Marlboro, MA Robert Heath ...... ....... ....... Austin, TX

Tom Lambrick ........Morgan Hill, CA Rod Teel ........... ....Silver Spring, MD W. W. Hill ....... ..... ........ ..Houston, TX

Douglas L. Maxwell ....Riverside, CA James C. Walker ..... ...Baltimore, MD Justin Layton ...... ...........Houston, TX

Dr. R. Richmond .. San Francisco, CA David Stainton .... ................. ..............

Eldon W. Moore ..... ....Texas City, TX

Anthony R. Rivera ..Nevada City, CA

........ ........... .... .Cranberry Island, ME

Nick Berg ................ ........ .... Lehi, UT

Charles Spurrell...... ................. ..........

Alexander M. Allan, Sr...Au Gres, MI

Richard Cole ........ ............Fairfax, VA

.................. .Palos Verdes Estates, CA Michael J. Damone ............................

Peter Hays ............ .. ..... Arlington, VA

Howard Thompson ....Fort Bragg, CA ... .......................... w. Bloomfield, MI

Joseph Schoofs ......... ... .Leesburg, VA

Thomas R. Weeks ......San Diego, CA Trent H. Steinbach ....... .. ......... .. ... ... ...

John A. Cahoon ..............Hudson, WI

Raymie Raymie ...... ..... .Littleton, CO ........ ......... .. ...International Falls, MN

Dennis J. Dalka ........ Rhinelander, WI

James T. Broady ..... .....Weirsdale, FL Jack Dilliard ........... Washington, MO

Keegan Ray ................ .Janesville, WI

Allen E. Kaluzniak ................ .. ..........

Douglas D. Derscheid ... ...O'Neil, NE

Gary B. Green ................ Beaver, WV

VINTAGE AIRPLANE

27

Region Family Fly- In. Safety Conferen ce and Trade Show at the Holiday In n Confer­ ence Ce nte r. Spons o red by local EAA Chapters and the FAA Flight Standards Dis­ trict Offic e. Kit plan e exhibitors and seminars. Contact: Jim Cooney. FAA FSDO, 1-800/457-991 7. wwwfaa.govlfsdolhln.

J,MNEWMAN

:.r­

J UL Y 28-AUGUST 3 - OSHKOSH, WI- 47th A llllllal EAA Air Veil til re Oshkosh ' 99.

Wittl1l{lII Regional Airport. COlltact Johll Bllrtoll, EA A, RO.Box 3086, WI 54903-3086 or see the web site at: II'wlI'.airvelltllre.org

Fly- In Calendar

SEPTEMBER 4 - STEAMBOAT SPRINGS, CO - EAA Chapter 649 Vintage Fly- In.

The following list ofcoming events isfurnished to our readers as a mailer ofinformation only and does not constitute approval, sponsorship, involvement, control or direction ofany event (fly-in, seminars, fly market, etc.) listed. Please send the information to EAA , All: Golda Cox, Po. Box 3086, Oshkosh, WI 54903-3086. Information should be receivedfour months prior to the event date.

SEPTEMBER 11-12 - MA RION, OHIO­ MERFI Mid-Eastern Regional Fly-In. Con­ tact: Lou Lindeman. 9371849-9455.

FEBRUARY 13-14 - MINNEAPOLIS, MN ­ Minnesota Sport Aviation Conference.. Min­ neapolis Convention Center. Info: Way ne Petersen . 1-80 01657-3922 or web sit e at www.flightexpo.com FEBRUA RY 20 - HUN TSVILLE, A L - EAA Chapter 190 Fly-In Breakfast at Moontown Airport. 2561852-9781.

MAY 7-9 - PlNEHURSTISOUTHERN PINES, NC - Moore County Ai/port (SOP).

EAA Chap ter 3 Spring Fly-ln. Trop hies.

EAA fellowsh ip. Friday golf tournam ent.

Sat. banquetlguest speakel; Sunday poker run, YE. jlights. vintage aviationjilms, HQ: Holiday Inn, Southern Pines. 9101692-3212.

Info : 9101947-6896, - 1853 (Fax) o r the web: WWW.southern-aviator. comlac3/

FEBRUARY 24-25 - ROMEOVILLE, ILLI­ N OIS 25th annual Aviation Ma intenance/Exhibit Seminar at Lewis Uni­ versity. Contact: Don Cramer, 2 17/785­ 5798, or Mike Streit. 8 151836-5431.

MAY 16 - ROMEOVILLE, IL - Le wis Romeoville airport (LOT). EAA Chapter 15 Fly- In breakfast. 7 a.m.-Noon. Contact: Frank Goebel, 8 151436-6153.

FEBRUARY 25-27 - BUTTE, MT - Montana Aviation Conference. Ramada Copper King Inn . Workshops, seminars. nationally recog­ nize d sp eakers. trade show. Info: MT Ae ronauti cs Div.. Box 5 178. lielna, MT 50694, 4061444-2506.

J UNE 26-27 - WALWORTH, WI- Bigfoot Field (WI05). Pan cake breakfast/brun ch. Aero­ batic demo at 10 a.m. , Stearman rides and displays of vintage aircraji. warbirds and experimentals. 7 a.m.-l p.m. Info: John An­ derson. 4141248-8 748.

FEBRUARY 27 - SPR INGF I ELD, ILLI­ N OIS - lliin ois State Safety Seminar at lliinois State Fairgrounds. Springfield. flli­ l1Ois. Contact: Lee Creviel; 815/939-0976.

J ULY 5-8 - DENVER, CO - Centennial Air­ port . Short Wing Piper Club annua l co nve ntion. This year's theme: "Rocky Mountain Rendezvous." Info: Kent 0 'Kelly, 3031979-3012. (Headwinds@msn. com) or vis it the SWPC web site at hllp:www.short­ wing. com

FEBRUARY 27-28 - RIVERSIDE, CALIFOR­ N IA - EAA Chapt e r I Op en House at Flabob Airport. Contact: 909/689-9213.

MARCH 5- 7 - CASA GRANDE,AZ - 41st An­ nual Ca ctus Fly- In. sponsored by the Arizona Antique Aircraft Association. Info: www.americanpilot. orgkactus or call Jon Engle at 602/89 1-6012. days only.

MARCH 6 - WISCONS IN RA PIDS, WIS­ CONSIN - Wisconsin State Safety Seminar at the Mead Inn . COlllact: Harold Benisch.

9201623-4457.

MA R CH 20 - H UN TSVILLE , AL - EAA Chapter 190 Fly-In Breakfast at Moontown Ai/port. 256/852-978 1.

A PRIL 11-1 7 - LAKELAND, FL - 25th Annual Sun 'n Fun EAA Fly-In and Convention.

Info: 941/644-243 1. Web site: www.sun -n­ fun.o rg A PRIL 17 - H UN TSVILLE, AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport. 2561852-978 1 APRIL 25 - HALF MOON BAY, CA LIFOR­ N IA - 9th ann ual Pacific Coast Dream Machinesjly-in at HalfMoon Bay Airport, 10 a.m. - 4 p.m. Antiques, classics, warbirds. vintage autos. trucks. Contact: 6501726-2328.

28 FEBRUARY 1999

JULY 7- 11 -ARLINGTON, WA - n. w. EAA Fly­ In and Sport Aviation Convention. 30th anniversary event. FOl'llms, seminars, work­ shops. eve ning programs, spec ial nig ht airshow Sat. evening. Info: 360/435-5857, or on the web at: http:// www.nweaa.org J UNE 11-13 - MATTOON, IL - 3rd Annual MTO Luscombe Fly- In. Luscombejudging and awards.forullls and banquet. $50 cash to Luscombe that jlies the fartest to attend.

Contacts: Jerry Cox. 2171234-8720 or Shan­ non Yoakim . 217/234-7120.

JUNE 26-27 - P ETE RSB URG-DINWID­ DIE, VIRGINIA - 3rd Annual State EAA Fly-ln. Contact: Ron VanSickle, 832/932­ 4709, www.vaeaa.org.

J UNE 26-27 - LONGMONT, COLORADO - 21st Annual Rocky Mountain EAA Fly ­ In. Contact: Bill Marcy, 3031798-6086.

J UL Y 7-11 -A RLING TON, WASHINGTON - Northwest EAA Regional Fly-in at Ar­ lin g ton Airport. Co nta ct: Barbara Lawre nce-Tolbe rt, 3601435-5 8 57. or www.nweaa.OIglnweaal J ULY 16-18 WEST YELLOWSTONE, MON­ TANA - 13th annual Northwest Mountain

SEPTEMBER 10-12 -A TWATER, CALI­ FORNIA - Goldell West EAA Fly- In at Castle Airport. Contact: www.gwjly-in.olg.

OCTOBER 7-IO - MESA,ARlZONA - Cop­ perstate EAA Regional Fly-In at Williams Gate way Airport. Con tac t: Bob Ha sso n.

5201228-5480. or 5201298-3522.

OCTOBER 8- 10 - EVE R GR EEN, A L­ ABAMA - S o uth eas t EAA Reg ional Fly-In. Con tact: Harold "Bubba" Hamitel; 3341765-9109 or 3341743-39 16.

OCTOB ER 8-10 WILMINGTON, DELAWARE - East Coast Regional Fly­ In. COli tact: Andy Alvarez, 3021738-8883.

OCTOBER 14-/7 -A BILENE, TEXAS ­ Southwest EAA Regional Fly-in at Abilene Regional Airport. Contact: Stan Shannon 8301997-8802

STROBE LIGHT

TRIVIA QUESTION

ANSWER

(From page 9.)

Harold E. "Doc" Edgerton (1903-1990), a professor at MIT, invented the gas discharge strobe light during work in the MIT labs during 1926 through 1931.

Originally developed as a elec­ tronic stroboscope, the strobe light was quickly adapted for photographic uses, including pi­ oneering high speed, slow motion photography. His work with the strobe extended to aircraft, but not for position identification ­ during WW-II he experimented with a large strobe light ring, used to illuminate the ground for nighttime aerial photography.

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pROCEDURE

For the latest news and happenings on EAA's Vintage Aircraft, plug into www.eaa.org The site includesthe homepage for EAA's largest Division, the Vintage Aircraft Association. Access it directly at

www.vintageaircraft.org.

Check out the most up-to-date Type Club list, Judging Guidelines, and a tribute to J'iU volunteers, as well as plenty ofother information geared towards people who love the "Golden Age ofAviation. "

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VINTAGE AIRCRAFT ASSOCIATION OFFICERS President Esple 'Butch' Joyce P.O. Box 35584 Greensboro. NC 27425 91O/393-ID44 e-mail: windsock@oai.com

Vice-President

George Daubner

2448 Lough Lane

Hartford. WI = 7

414/673-5885 e-mail: anHque2@aol.com

Secretary Steve Nesse 2009 Highland Ave. Albert Lea. MN 5WJ7 flJ7/373- 1674

Chanes Harns 7215 East 46th St. Tulsa. OK 74145 918/622-8400

Treasurer

DIRECTORS John Berendt 7645 Echo Point Rd. Cannon Falls. MN fHrfI flJ7/263-2414 Phil Coulson

28415 Springbrook Dr. Lawton. MI 49065 616/624-6490

Joe Dickey

55 OokeyAv. Lawrenceburg. IN 47025

812/537-9354 e-mail: Jdlckey@seidata.com Dale A. Gustafson 7724 Shady Hill Dr. Indianapolis, IN 46278

317/293-4430

Gene Morris

5936 steve Court

Roanoke, TX 76262

817/491-9110

e-mail: n03capt@flash .net

Robert C. "Bob' Brauer

9345 S. Hoyne

C'!?~~9~~~20

e-mcil:

robert_brauer@dayer.com

John S. Copeland

1A Deacon Street

Northm~~~~-4m 01532 &mail: copelandl@iuno.com

Jeannie Hill P.O. Box 328

Harvard. IL 60033

815/943-7205

1 ::e~U~t~i%r.

Albert Lea. MN 5WJ7

flJ7/373-2922 Dean Richardson

M~~~~~~ri7 608/833-1291

S.H. "Wes" Schmid 2359 Lefeber Avenue Wauwatosa, WI 53213 414/771 -1545

Robert D. ' Bob' Lumley 1265 South I 24th St. Broaldield. WI 53005

414/782-2633

e-mail: lumper@execpc.com Geoff Roibison

~~~EH~~~~~gWJ

219/493-4724 e-mail: chiefl025@aol.com

DIRECTORS EMERITUS Gene Chase George York

2159 Carlton Rd. 181 Sloboda Av.

Oshkosh, WI 54904 Mansfield. OH 44906

920/231-= E.E. "Buck" Hilbert 419/529-4378

P.O. Box 424

Union. IL 60180

8151923-4591 e-mail: buckSlI7@mc.net

ADVISORS Steve Krog 1002 Heather Ln. Hartford, WI = 7 414/966-7627 e-mail: sskrog@aol.com

RagerGamall 321-1/2 S. Broadway

Apt. 3

Rochester. MN 55904 5107288-2810

Alan Shockleton P.O. Box 656 Sugar Grove, IL 60554-0656 630-466-4193

David Bennen 403 Tanner Ct. Roseville. CA 95678

916-782-7025

Copyright I;i 1999 by the EAA Vintage Aircraft Association All rights reseNed. VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclu­ sively by the EM Vintage Aircraft Association 01 the Experimental Aircraft Association and is published monthly at EM Aviation Center,

3000 Poberezny Rd.. PO. Box 3086. Oshkosh. WISConsin 54903-3086.

Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at addi­ tional mailing offices. POSTMASTER: Send address changes to EAA Antique/Classic Division, Inc., P.O. Box 3086. Oshkosh. WI 54903­ 3086. FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery 01 VINTAGE AIRPLANE to foreign and APO addresses via surface 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: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the autrors. Respoosibility for accuracy in reporting rests entirely with the contributor. No renumeration is made. Material should be sent to: Ednor, VINTAGE AIRPLANE, PO. Box 3086, Oshkosh, WI 54903-30B6. Phone 92014264800.

The words EAA ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, FOR THE LOVE OF FLYING and the logos of EAA EAA INTERNATIONAL CONVENTION, EAA VINTAGE AIRCRAFT ASSO­ CIATION, INTERNATIONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are ® regislered trademarl<s. THE EAA SKY SHOPPE and logos 01 the EAA AVIATION FOUNDATION, EAA ULTRALIGHT CON­ VENTION and EAA Air Venture are trademarks of the above associa­ tions and their use by any person other than the above association is strictly prohibited.

30 FEBRUARY 1999

Membershi~ Services Directo~ Enjoy the many benefits ofBAA and the BAA Vintage Aircraft Association

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EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873 Web Site: http;ll_eaa.org and 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) • Newlrenew memberships: EAA, Divisions (Vintage Aircraft Association, lAC, Warbirdsl.

National Association of Flight Instructors (NAPI) • Address changes • Merchandise sales • Gift memberships

Programs and Activities EAAAirVenture Fax-On-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 • EAA Air Academy • EAA Schol arships • EAA Young Eagles Camps

Flight Advisors information ..... 920-426-6522 Flight Instructor inform ation ... 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 AVA ............. . ............ 800-727-3823

AVEMCO .... .... . . . .. . . . .. . . . 800-638-8440 Term Life and Accidental . ... . . . 800-241-6103 Death Insurance (Harvey Watt & Company) Editorial Submitting article/ photo; advertising infonnation 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 Associ­ ation, Inc . is $40 for one year, including 12 issues of SPORT AVIATION. Family membership

is available for an additional $10 annually. Ju­ nior Membership (under 19 years of age) is available at $23 annually. All major cred it cards accepted for membership. (Add $16 for Foreign Postage_)

VINTAGE AIRCRAFT ASSOCIATION Current EAA members may join the Vintage Air­ craft Associaton and receive VINTAGE AIR-PLANE magazine for an additional $27 per year.

EAA Membership, VINTAGE AIRPLANE mag­ azine and one year membersh ip in the EAA Vintage Aircraft Association is available for $37 per year (SPORT AVIATION magazine not in­ cluded). (Add $7 for Foreign Postage_)

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

EAA Membership, SPORT AEROBATICS maga­ zine and one year membership in the lAC

Division is available for $50 per year (SPORT AVIATION magazine not included). (Add $10 for Foreign Postage.)

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

EAA 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.

EAA Membership and EAA EXPERIMENTER magazine is available for $30 per year (SPORT AVIATION magazine not included). (Add $8 for Foreign Postage_)

FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars. Add required Foreign Postage amount for each membership.

Membership dues to EAA and its divisions are not tax deductible as charitable contributions.

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VINTAGE

ERCHANDISE

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 twobutton 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 White V41260 Khaki V41261 Navy V41262

leather closure strap. One size fits most. $10.99* $10.99 * $10.99 *

Clubhouse Jackets

High quality jackets feature two-button adjustable cuffs, elastic waistband, 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.

Natural/Navy Trim SM-XL V41250 $63.99 * 2X V41254 $66.99 * Navy/Forest Green Trim SM -XL V41250 $63.99 * 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 . Fivebutton 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 * 32 FEBRUARY 1999