VA-Vol-27-No-4-April-1999

STRAIGHT & LEVEU

Espie "Butch " Joyce

2 AlC NEWS 3 WHAT OUR MEMBERS ARE RESTORING/

H. C. Frautschy 4 A CLASSIC TRIP IN CLASSIC AIRPLANES/

Dip Davis 5 NAVIGATING THE CLOUDS OVER

SAN DIEGO BAY

Miss Ida Roschmann 8 REMEMBERING THE BIRD BOY/

Bill Truax 11

FROM THE ARCHIVES

12 PLEASANT TO FLY.. .WITHOUT THE STING!!

Walt Kessler 17

1938 J-3C/

H. G. Frautschy 21

MYSTERY PLANE H. G. Frautschy

23 PASS IT TO BUCK

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E. E. "Buck " Hilbert

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27 CALENDAR 29 WELCOME NEW MEMBERS 33 VINTAGE MERCHANDISE

Publisher

TOM POBEREZNY

Editor-in-Chie!

JACK COX

Editor

HENRY G. FRAUTSCHY

Ma'Jaging Editor

GOLDA COX

COlllribming Editor

JOHN UNDERWOOD

Computer Graphic Specialists

BETH BLANCK

OLIVIA L. PHILLIP

PIERRE KOTZE

Photography Staff

JIM KOEPNICK

LEEANN ABRAMS

KEN LICHTENBERG

MARK SCHAIBLE

AdvertisinglEditorial Assistant

ISABELLE WISKE SEE PAGE 30 FOR FURTHER VINTAGE AIRCRAFT ASSOCIATION INFORMATION

ST AIGHT & LEVEL

by ESPIE "BUTCH" JOYCE PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION

April is here, and almost everyone has gotten out their dust rags and polish to get their birds up to speed and ready for the flying season.

I don't want to sound like a broken record, but permit me to once again say, "Let's be careful out there!"

We need to be very cautious at all times, but the during the flight hours right after a long layoff, you should take extra care. It seems that the ground is involved with about 95% of the accident reports I see. You know the old say­ ing, "It isn ' t the speed that kills, but it is the sudden stop at the end." Keep thinking about it - you will live longer.

There will be a great many of you at Sun 'n Fun this year, and so will I. It's remarkable how this fly-in has grown over the past two and a half decades to become an internationally recognized gathering of aviation individuals.

It is a direct result of the dedication and great leadership of the management team, Officers, Directors, and Volunteers, past and present, that have made this success possible.

I have heard some people talk about the location of a fly-in from time to time. In my humble opinion, that is of a lesser concern, except from a weather standpoint. We can use our aircraft to go to almost any locality with ease.

Think about it - who would have ever thought that a town in mid-eastern Wisconsin would be visited by so many, just to look at an airplane or two? Congratulations to the Sun 'n Fun EAA Fly-In on your 25th anniversary.

May you continue to be successful in the years to come!

Here are some of the things you can look forward to during your visit at the 25th Sun 'n Fun EAA Fly-In at Lakeland, FL: • The Seaplane Splash-In on Thursday, not Friday as in years past.

• 451 Antique, Classic and Contemporary aircraft parked in the Vintage Aircraft area last year - will yours be one of them this year?

• Check the forums schedule, too - how about Henry Holden's "The Fabulous Ford Trimotor" (Sunday, I p.m., Tent 8) or Robert Czego's "Bellanca-Champion Club" Forum (Sunday at 11 a.m ., Tent 7). There's plenty more to take in. Check your program when you arrive and register.

Be sure and visit with the folks at the Vintage Aircraft Headquarters building, located in the northeast corner of the Vintage Aircraft area. This building, complete with a

great front porch, is hosted by Chapter I of the Vintage Aircraft Association. During the balance of the year this building is home base for the Chapter. During the fly-in you can relax there, drink some lemonade or iced tea and munch on some popcorn. It's also the place to go to regis­ ter your aircraft. These folks also are a great source for information about almost anything you need to know about the fly-in. Just writing about Sun 'n Fun gets me more excited about going to the fly-in for the week! I hope to see you there as well.

It was with great interest that I read this past month ' s article written by Buck. I can relate to his experience with a computer, but don't count him out because it won't be a year before he will be putting floats on his one-eyed box!

Hang in there, Buck.

After Sun ' n Fun almost everyone will be enjoying quite a few local fly-ins. Some of the type clubs will also be holding their fly-ins at different locations in different areas of the U. S. You can check the dates for many of these activities by reviewing the Calendar section of your Vintage Airplane.

Joe Dickey, Vintage Aircraft Association Director and Type Club Chairman for your area, has written to inform me that he is stepping down as a Director and also is giv­ ing up the Chairmanship of the Type Club Headquarters.

If Joe was there to help you, you'll also recall that his wife , Julia, was right there too . They make a powerful team and I never had to worry about any project they agreed to complete! It would be completed on time and with a high quality level. The type club headquarters lo­ cated just to the south of the V AA Red Barn on the EAA AirVenture grounds is one of the more important areas of service to your membership that we offer, and they helped bring it up to the next level of participation and organiza­ tion. On behalf of the membership and the Officers, Directors, and Advisors of the VAA, I'd like to say: "Joe and Julia, thank you for giving your time and talents to be of service to the membership. You have been a great help to me personally, and I thank you for that time and friendship. Best wishes in your future endeavors!"

Ask your friends to join up with the Vintage Airplane Association. Let's all pull in the same direction for the good of aviation . Remember we are better together. Join us and have it all! .......

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VAANEWS compiled by H.G. Frautschy

1999 BIPLANE EXPO The 1999 Biplane Expo, June Bartlesville, OK has announced that Brigadier General Paul W. Tibbets, Jr. , famed pilot of the legendary B-29 Enola Gay has accepted the invitation of the National Biplane Association to be their honored guest. General Tib­ bets, one the nation's great heroes of WW-Il will join a select list offamous aviators who have been honored by the NBA for their contributions to aviation and to the USA. General Tibbets organized, com­ manded and piloted the most significant single mission in the history of military aviation . The mission on August 6, 1945 to Hiroshima, Japan to drop the first ato mic bomb effectively ended WW-Il, saving an estimated one million lives of allied forces who were gearing up for the planned invasion of Japan .

The Biplane Expo is the largest gather­ ing of biplane in the world, annually attracting 400-500 aircraft, of which 130-\50 are of the classic biplane con­ figuration.

For information, call the Biplane Expo Information office at 9181 622-8400.

THE COVERS FRONT COVER .. . Cubin ', 1938 style with John Meyer's 1938 J-3C Cub Sport. It was restored to the original configuration by John , Clyde Smith, Jr. , and John's cousin, Sam Beach. EAA photo by Jim Koepnick, shot with a Canon Eos1 nequipped with an 80-200mm lens. EAA Cessna 210 photo plane flown by Bruce Moore.

BACK COVER . .. The only one of it's type in the United States, Walt Kessler runs up the Gipsy Major engine on his DeHaviliand DH.87 Hornet Moth, which was restored by Ed Clark of California. The Hornet Moth now resides near Marengo , IL on Walt 's home strip. The photo was taken by long­ time EAA volunteer Ted Koston, of Ted Koston Photography in Melrose Park, IL. 2 APRIL 1999

A FEW QUESTIONS . . .

Our eastern sage, Bob Whittier,

P .O . Box T, Duxbury, MA 02331 has a few items he'd like to know more about, and I'm certain there are a few of you who can help.

First, Can anyone accurate ly exp lain w hy the Stinson 108 se­ ries have very different vertica l tail surfaces?

Where can he find usefu l read­ ing on the characteristics of these two different forms of tai l surfaces:

THE GASTRONOMICAL m STORY OF AVIATION

by Nicholas Frirsz, EAA Chapter 1070 Newsletter "Leatherstocking Flyers" Editor

The history of aviation is closely tied to that of the pancake breakfast. We are all fa­ miliar with the events leading up to that December afternoon when the Wright Broth­ ers took to the air for the first time. However, few realize that their attempts were based on their intense drive to reach the pancake house on the other side of Kill Devil Hills.

So , with maple syrup in hand , young Orville bravely set out to where no man had gone before - the first fly-in breakfast!

Why were the magnetos News of this great development spread fast mounted on the front of the Wright across the continents. A few years later a fel­ J-5 engine? low named Louis Bleriot, tired of crepes What is usua ll y done to make suzette and with a longing to make a name for the upright members of wooden himse lf in the anna ls of breakfast food , took ribs fit the spars properly in swept­ to the air, crossed the English Channel in his back wings? frail craft, and in what has become a mile­ stone in aviation history, discovered the bottomless cup of coffee.

In 1927, Lindbergh added his name to the list of greats . His transatlantic crossing cre­ ated an instant media sensation by becoming the most expensive breakfast hop in history.

Lindbergh also set up the three golden rules of the fly-in breakfast: I) the best pancakes are always the fur­ thest away; RYAN DRAGONFLY 2) they will always be in Our goo d friend Dr. Harvey the shortest field; and Paste l, 802 Bo lton Rd, Vernon 3) they will always be Rockville, CT 06066 is looking for closing just as you arrive. informatio n on the Ryan YO-51 The postwar years were Dragonfly. He has copies of the kind to general aviation , Apri l, 1940 edition of Aviation, aviation in general and a and F lying Review , Feb., 1964, few captains and lieutenants but has yet to be able to come up 1111. as well. with a good three-view drawing of Technology blossomed in the airplane . We've checked here q ~ the 1940s , bringing names in the EAA Aviation Foundation 's like Aunt Jemima , Hungry Library , and we were unable to Jack and Bisquick to the fore­ add to that information, but per­ front of aviation science ­ haps one of you may be able to ~ THE INSTANT PANCAKE help . You can write to Harvey at ~ ~~ MIX HAS ARRIVED! the above address. ...... ~

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WHAT OUR MEMBERS ARE RESTORING

by H.G. Frautschy

ALASKANTAYLORCRAFT

Nestled in the tall grass of an Alaskan waterway, Robert E. Taylor of Kenai, AK uses his 1946 Taylorcraft BC12D to visit pristine spots like this all over the USA's 49th state.

Based in Texas after being produced in the Alliance, OH fac­ tory, it later was moved to the Fairbanks, AK area. Robert purchased the "basket case" project in 1987, and spent the next two years rebuilding it into a all season flyer. It has a Lycoming 125 hp 0290D engine with a custom Piper-like cowl, new seats, extended baggage compartment, and a sky­ light. Of course, shoulder harnesses were installed, as well as removable seat flotation cushions and lower door windows.

Fitted for Federal 2000 skis, and 8.5x6 in. tires and tubes, it is shown here on its Edo 1400 floats with dual water rudders, splash rails and compartment pump outs. A nice medium blue and yellow color scheme tops off the job. The Taylor­ craft has become an old friend over the decade Bob has owned it, and he welcomes notes concerning flying in Alaska or questions about his restoration . You can reach him at: Robert E. Taylor, 2745 Set Net Ct., Kenai, AK 99611 or rtay­ lor@ptialaska.net

RON PARKER'S

STINSON 108

Restored by Dennis McCormack of Yelm, W A, Ron Parker is tickled to own and fly this 1947 Stinson 108-2, powered by a Franklin 6A4165. Covered with Ceconite in the mid-1980s, Ron bases the airplane at Harvey Field in Snohomish, WA. He's looking forward to flying it exten­ sively this summer, and spending a little time detailing the little items that still need to be done.

THE GOLDEN

BUZZARDS

Based in Old Bridge, NJ at the local airport, these nine handsome gents are the "Golden Buzzards," who bought a 1940 J-3 Cub to "re­ ally learn how to fly ." So far they've put over 70 hours on the Cub. In front, (L-R) we have: Dick Webb, Lew Levison, Jack Kurtz and Tony Schiano. In back, (L-R) are: Jack Marin, Tom Goeddel, Rich Bielak, Marty May and Philippe Marchal.

VINTAGE AIRPLANE

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A Classic

Trip in Classic Airplanes

By W D. "Dip" Davis Pen and Ink Artwork by Jim Newman

October, 1998 This story probably should begin with the International Cessna 1201140 Associa­ tion convention of 1996 in Faribault, Minnesota. Larry, Marc and I had planned to fly our respective little Cessnas to the event. Marc had recently completed the re­ pairs and restoration on his 140 and it was in pristine condition to compete for best original 140. Larry had acquired what may be the lowest time 140 in existence with less than 500 logged hours, and had polished it carefully to the point that my slightly ratty 120 would have to trail a ways behind so as not to be associated with them.

The night before we had planned to de­ part, Larry phoned with the news that the weather prognostication was not conducive to a VFR round - trip so he proposed that we all pile in his Suburban and drive up.

As is so often the case, the weatherman was overly pessimistic and we could have flown without much strain. However, we had a nice trip and, of course, a great time at the convention.

The 1997 convention in Ona, West Vir­ ginia was our next target. This time Larry had unbreakable commitments and Marc had just sold rus shlny little 140 to liberate funds for the completion of his even more comprehensive rebuilding project, a 120.

My 120 was airworthy, although stHI laok­ ing an interior, so Marc condescended to ride with me. His GPS navigation kept me from deviating more than a few feet off of a straight line all the way and we again en­ joyed the marvelous hospitality that this .4 APRil 1999

group always affords.

All of which brings us to plans for the 1998 convention to be held in Chino, Cali­ fornia. California is a considemble distance in a little 100 mph airplane and a great deal of planning took place among the diehard Midwesterners who gave thought to mak­ ing the trip. I was pleased to see the turnout at a July session held at Cottonwood Air­ port in Rockford. Several of the members had made the trip (in larger, faster air­ craft) and had interesting observations as to routes and favorite stopovers. Marc had done such a great job on the 120 that someone came along before he was quite done and made him an offer he couldn't refuse. Larry convinced him that it was too lake to back out of the journey though, so Marc made tentative plans to borrow another 140.

Exactly three weeks before our planned departure, Larry taxied out of his hangar at Campbell Airport in Grayslake to attend another planning session at Poplar Grove.

As he descended the winding strip down to the runway, the airplane slowly diverted toward the gas pit and lightly struck a pole. People in the operations office ran out to see what the problem was and found Larry unconscious at the controls.

They summoned an ambulance but he died of a massive coronary before reach­ ing the hospital.

Two or three days after the funeral, Marc and I received a conference call at our homes from Larry's partner who in­ formed us that Larry's family would like us to take rus airplane to the convention any­ how, since that had been such a fond dream.

They also asked if we would be willing to take Larry's ashes with us and scatter them over the Pacific Ocean.

What can you say?

Saturday, September 19 - Marc had made the arrangements with his Dad to at­ tend a concert in Peoria, so he flew Larry's 140 loaded with enough gear to last a cou­ ple of weeks down there, and I met him at Mt. Hawley on Sunday morning. I visited with his parents for a few minutes and we departed for Pittsfield, Illinois sometime before noon . Pittsfield has a new, high tech, credit card operated self fueling sys­ tem with reasonable prices. Good thing, too, as the field was otherwise unattended on a Sunday. We checked weather on the phone and found that we must hustle a little to beat a rapidly approaching front. It looked kind of dark for just a short while but got better as we motored southwest.

Two and half hours later we landed at Pt. Lookout, near Branson, Missouri, a brand new facility with an imposing terminal building where we gassed up and gmbbed a quick snack before we headed out for McAlister, Oklahoma where we arrived about 6:00 p.m .. Seven and half hours in the air was plenty for one day for these old bones, even though I was able to stick my feet over onto the right rudder pedals for half the trip. I was really glad I didn't have a passenger. We had kept up a running conversation on 123.4 mhz the entire time, so it never seemed lonel y. The folks at McAlister provided a courtesy car to a nearby motel where we got a decent meal and a good nights rest.

We decided we were on vacation so we

didn't set an alann clock any morning. We left there about nine a.m., headed for Olny, Texas where we arrived at noon. Olny is the home of Leland Snow ' s Air Tractor and turbine powered Ag machines in vari­ ous stages of completion were all over the field. We were also treated to a guided tour of the CarterCopter by Carter's extremely enthusiastic PR man, Rod Anderson. If this machine should happen to fulfill its hype, it will revolutionize aviation.

The Olny airport is considerable dis­ tance from town and there were no vending machines for other than soft drinks, so MaFc dug -down in his b~g of tricks and produced a loaf of bread', a jar of peanut butter and a jar of jelly. It made a surpris­ ingly satisfying lunch and we were able to depart within a reasonable time frame. We plugged along for another 2.8 hours to Midland, Texas, across a not very exciting landscape but without too much of a head­ wind for that part of the world.

Larry's original, carefully planned itin­ erary, called for El Paso as the next stop, but weariness and no great urgency to go further dictated an overnight stop at Pecos where we arrived about 6:30. Dennis Blan­ chard, the FBO at Pecos, made us glad we had elected to do so. He treated us to a cold drink and pointed us to his courtesy car without being asked. A decent motel was just a few blocks away, served an enjoy­ able dinner and gave us coupons for a complimentary full breakfast.

The weather west looked just a trifle iffy as we got ready to leave in the morn­ ing. We elected to have a look and headed between two thunderstonns on either side of the pass. It was raining a little in the pass but we could see the hills on the other side and made it through with only light turbu­ lence in just a few minutes. We called back

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to Dennis on the Unicorn to infonn him of our progress and he expressed his thanks for our doing so.

GPS groundspeed numbers in the low 80s were about the best we saw as we slowly climbed towards Deming, New Mexico. Got there shortly after noon (Cen­ tral time - we had crossed the first time zone at the state line). Deming is an old military field with long runways but a new, modern terminal with a sharp FBO and friendly folks. There were no food dis­ pensers but the line crew called the Grand Hotel in town and they sent a van to pick us up within minutes. We had a delightful lunch and again a van ride back to the air­ port with a big smile and no charge.

On departure from Deming we discov­ ered why the runways were so long! Hot day, high density altitude and 85 little horses under the cowl. We circled the air­

port once before heading towards Tucson.

Tucson lies between two mountains, Inter­ state 10 runs right through the middle of the city, and a major airport lies on either side. Busy Davis-Monthan AFB on the north and busier Tucson International on the south.

Marc had found that his altitude encoder didn ' t jibe with his altimeter, so he had turned off his transponder while I left mine on. He was in contact with ATC, calling us a flight of two 140s as I kept my big mouth shut. I mi sinterpreted one transmission which had implied "hold short. " Marc made a circling turn just as I put my head down to check a frequency. When I looked up, Marc was gone!

I didn't feel that I should wander around that sky looking for a little airplane, espe­ cially when I heard center talking to two F-16s coming out of Davis Monthan. I con­ tinued through the hornet's nest, saw the fighters cross well in front of me just a little lower and finally drew a breath when I got through the pass at the west end ofthe city.

Our planned stop was at the Avra Valley airport a few miles northwest of Tucson and when I switched to the Unicorn fre­ quency Marc was called in for traffic advisories. He had swung south of the mountain and received a chewing out from Center for the transgression. Being the friend he is, he forgave my stupidity.

Avra Valley is another neat airport. Lots of aerobatic activity and unusual airplanes with several open sided plane ports as well as lots of new looking tee hangars. We fu­ eled up and once more conned the operators into the use of a courtesy car for the night.

It was a considerable distance to motel VINTAGE AIRPLANE

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now, all the way back to the edge of the city. We got a comfortable room and ade­ quate dinner. Really dawdled in the morning and got back in the air at 10:30 our time. We pretty much followed Interstate 10 up towards Phoenix, cutting corners in places where the mountains didn't look too formidable, but stayed south of the control zone til we were well west of it. Next stop, across the Colorado River to Blythe, Cali­ fornia, an airport I was quite familiar with though it had been several years.

We caught up with another 140 there, Ken Liggett from Colorado, with whom we had a nice visit while the only unpleasant line person we encountered on the whole trip fueled our airplanes. We ate machine dispensed sandwiches (not bad!) in the air­ conditioned flight office before departing on our last leg of the outbound trip.

Banning pass was as its usual sootiness, though VFR. Marc contacted Palm Springs approach and they were very helpful in get­ ting us pointed in the right direction, picking up SoCal approach just beyond Banning and they vectored us towards Chino . We got a landing clearance as a flight of two and as we got within a half mile, the tower apologized for leaving us at 3,000 feet so close to the field and asked if we needed to circle once. Marc informed them that we were 140s and "could come down like sewer lids" if required. Landing in tandem, we were cheerfully welcomed to Chino by ground control and directed to the growing flight line at the base of the tower.

The excessive oil consumption I had en­ countered at the start of the trip seemed to have been alleviated somewhat by a steady diet of 100 LL with TCP added each time and perhaps by a small amount of Marvel Mystery Oil that Marc had loaned me. My recording tach showed 24.9 hours for the westbound portion of our journey.

After registering and being welcomed 6

APRIL 1999

by all our old and new friends, we were shut­ tled off to the Ontario Hilton, headquarters for the convention.

The two hour time lag was most welcome in the morning!

Convention activi­ ties officially started Thursday morning and after a somewhat pricey breakfast we hopped a shuttle van back to the airport where we were briefed for the fly-out to Gillespie Field in San Diego. 1 climbed in 95V with Marc since he had been able to unload all the baggage, and we joined a five aircraft formation - to use the term very loosely.

The flight leader, Lloyd Sorensen, was familiar with the area and did a good job of threading through the hills, but the follow­ ing gaggle spread out so far that ATC called with a warning that one of the group was about to encroach on Miramar's Class B airspace "and that would not be a good thing!" That 140 got so far afield that the pilot lost contact with the rest of us and ob­ tained an individual clearance into Gillespie. The rest of us were cleared en masse and landed without incident after a really strange approach around the hills.

We were greeted cordially by the ground controller and directed to the museum hangar which houses the overflow from the downtown S.D. Aerospace collection. John Klien, a museum volunteer and aviation en­ thusiast from way back, gave us a very entertaining lowdown on all the aircraft on display. We then walked a few rows down to the Confederate Air Force hangar where those friendly folks prepared a barbecue lunch for us, including all the trimmings.

They also had an interesting display of airplanes and memorabilia which we had adequate time to enjoy. I failed to mention that there had been three or four other gag­ gles of 140s besides ours, so that the ramp was filed with the little beauties. The return trip broke down to smaller groups so that we left as only a flight of three and the re­ sult was much less traumatic. We landed tandem at Chino and headed back to the ho­ tel and an excellent dinner at Tony Roma's Rib Joint just a block away.

Friday morning started off as nicely as the previous day. Our convention host, John Westra, had arranged with a Ford dealer friend for the loan of two large ca­

pacity vans and we never had to wait more than a few minutes for a ride back and forth the entire time. Breakfast was scheduled for Flo's Airport Cafe, a local institution, great fun and good food at reasonable prices ­ the adjoining pilot's supply shop is labeled "Over Flo's." We then shuttled our full bel­ lies to the tower area where we were briefed on today's fly-out to Catalina Island and is­ sued life vests, being assured that the US Coast Guard was alerted and that we would be in the water for only a few minutes in case of a ditching. Again I accompanied Marc in 95V - no sense getting both air­ planes wet, and, besides, he would need a little assistance with the task before us.

We embarked as a formation of six, Ken Morris and Don Alisi in Don's 120 in the lead. Again the formation deteriorated into a gaggle and one member turned back in horror. He showed up at the island later, ei­ ther alone or with a following group. The trip was a delight, smooth air and somehow less daunting than a flight across Lake Michigan. The approach to the "Airport in the sky" as it is billed, is a little hairy at first glance. The runway was scraped off the top of a mountain and looks like a carrier deck.

It's also quite wide which gives the illusion of being shorter than it really is. The land­ ing was anti-climatic.

We explored the terminal area, which has a restaurant and gift shop and gardens with nicely done local history displays. An hourly bus down to the town of Avalon is available and most of us elected to do the tourist routine. The road to Avalon is just ten miles but requires nearly 30 minutes to cover. It's a rough, narrow winding road with a number of switch-backs so tight that mirrors have been installed to view any on­ coming traffic - there is not room for two vehicles to pass in the turns. I sat near the back of the bus and the rocking motion plus gnawing acrophobia from the view to the side had my stomach in no mood for lunch when we got to our destination.

I walked around for 45 minutes or so, enjoying the holiday atmosphere of a some­ what typical tourist trap. It reminded me a little of Mackinac Island. The bus tickets are sold on a scheduled basis and Marc had arranged for an earlier departure than I, so, my queasiness gone, I was able to enjoy a snack on the pier while being amused at the antics of a couple of seals and flocks of gulls conning diners into tossing them scraps. The Avalon harbor is loaded with lovely little sailboats and you could spend all day without being bored.

I got a seat farther forward on the bus for the ride back and it was much less un­

settling. Marc had had an hour to prepare for the return flight and was all ready when I got back to the airport. We left by ourselves and swung around the cliffs to get a view of Avalon from the air, then headed back over the channel where I held the airplane steady in slow flight while Marc neatly spread Larry's ashes over the blue Pacific.

We headed back to Chino with guidance from SoCal approach and fell in behind Jack Hooker in his 120 for the landing. Our hosts had arranged an elaborate cookout at one of the hangars and the annual business meeting was conducted with the enticing smell of beef roasting over hot coals assail­ ing our noses. New officers duly elected, we settled down to the really serious busi­ ness of eating. A champagne cork shooting contest was also in order with two winners managing to hit the hangar wall 110 feet across the ramp.

A full size bus got us back to the hotel without delay and festivities continued at the hospitality room a lot longer than I was inclined to be up.

Saturday morning. The shuttle van ser­ vice, which was beginning to spoil us, ran us back to the Chino airport where we had planned again to breakfast at Flo's. We in­ advertently (honest!) walked into the hangar where the club officers and new members were having a breakfast buffet.

The bacon smelled so good I couldn't get past it so we sat and ate with the newcom­ ers just as though we had been invited. A short walk down the ramp brought us to the Planes of Fame museum complex where our convention member status earned us a discounted admission price.

They have an impressive collection of warbirds, including the only flyable origi­ nal engine powered Japanese Zero in the world. We got to see it fly, along with an early model P-40 and several more mun­ dane WW II era aircraft. Since I had been up close and personal with the warbirds, the earlier and scarcer airplanes of my youth were of even greater interest.

The restoration of the Northrop N9M flying wing was really impressive. Those dedicated volunteers had converted a pile of moldy sticks into a flying aircraft that looks as though it had been carved from a solid block of bright yellow plastic.

An area devoted to racing also turned me on. There stood a Supermarine Schnieder Cup racer which held the ab­ solute speed record for many years, a Curtis R-I racer on floats from the same contests.

(Remember the picture of a young Jimmy Doolittle in helmet and goggles, standing

on one of those floats?) Also in the same collection is Benny Howard's DGA-5, "Ike," and a long nosed Rider Special with Tony LeVier's name on it that I remember best as the Schoenfeldt Firecracker. There were three or four others who are almost as historic, but we didn't have all day. Out­ side, I was surprised to see, with wings removed, the B-50 which was the first air­ craft to fly around the world nonstop. I had all but forgotten the excitement of that time.

We flagged down Carlos, the cheerful line attendant who had kept our tanks topped off each day (100 LL at 1.45 per gallon!) and he ran us the considerable dis­ tance back to the tower area where we sucked up some lemonade and allowed our feet to cool. We had intended to ride the shuttle van back to Ontario for the final night's banquet but were surprised by the appearance of a friend of a mutual friend from home. Our buddy Greg had phoned his buddy Sam and told him to look us up.

He drove his big Lincoln right out to the tiedowns and introduced himself. After ad­ miring our airplanes and swapping a few stories, he took us back to Ontario in high style and made arrangements to take us to breakfast Sunday morning.

The banquet was presented in a huge dining room at the Hilton, decorated with balloons and flowers. I felt slightly under­ dressed for the affair but this was Southern California and everyone was casual, with maybe a dozen neckties in evidence in the whole place. After the umpteen course meal and a few brief speeches, the awards were presented. Marc was called up to ac­ cept the plaque for the "Best Original 140" for 1695V. As he told Larry's story I noted several people having a little trouble with their eyeglasses. There were so many do­ nated door prizes to be awarded that folks began to get a little restless and when the festivities finally adjourned there was a rush to the hospitality suite to imbibe a bit more and swap even more lies.

Sunday morning and a painless check­ out from the hotel (the pain doesn't start 'til the credit card bill arrives). Sam was at the door five minutes early and took us to a de­ lightful home style restaurant where it appeared half of the people in Southern California liked to have Sunday breakfast.

He then delivered us right to our airplanes where we said out good-byes and loaded our bags for the return trip. Don and Mau­ reen Alisi had asked to accompany us on the way home so we cleared out of Chino as a flight of three.

Several of our friends had lauded the

beauties of central and northern Arizona over the flat desert that we had crossed on the way out, and said we shouldn't miss seeing Sedona. We all agreed on that route and after clearing Banning pass we angled northeastward to Parker Dam and the air­ port on the Arizona side of the Colorado River. There was a strip mall within easy walking distance of the runway which housed not only a McDonalds and Taco Bell, but a gambling casino. We resisted the slot machines in favor of tacos and burritos . It was quite comfortable when walking in the shade of the mall's over­ hanging canopy, but when you stepped out into the direct sun you immediately knew the temperature was crowding the century mark.

The airport is less than 1,000 feet ASL and the runway is plenty long so we had no trouble getting back into the air after refuel­ ing. Next stop - Sedona and its renowned red rocks. The scenery is, indeed, spectacu­ lar and I silently thanked our friends for convincing us to come this way. The run­ way has been scraped off the top ofa mesa, similar to that on Catalina, but even longer.

Of course the wind seldom blows in the di­ rection the runway is aimed and we had to demonstrate our proficiency somewhat.

We had the airplanes serviced and tied down, then walked to the Sky Ranch Lodge at the edge of the airport. After checking in, Marc grabbed his camera and departed for scenic photo ops. I adjourned to the patio with a libation, put my feet up and watched the sun go down. After an appropriate ad­ justment time, I walked the couple of blocks back to the airport cafe which is good enough to draw even a non-flying crowd from town and had dinner with Don and Maureen, Carol and Mat Rybarczyk and Doug Corrigan. The latter group had landed at Flagstaff and brought a rental car to Se­ dona rather than miss the sights.

Marc had encountered some interesting tourists and was having dinner with them. I left the key under the doormat and Marc showed up before I dozed off. In the morn­ ing I scarcely had one eye open when the phone rang. The Alisis' wanted to know if we were about ready to go! When Marc in­ formed them that he had promised a couple of young ladies airplane rides at nine o'­ clock, they decided to depart by themselves as they were more anxious to get home that we were. Something about having to report for work...

We had a leisurely breakfast at the air­ port cafe and got to the ramp at the same - Continued on page 28­ VINTAGE AIRPLANE

7

he month is August, the year 1911 . A train has pulled into the Soo depot in Minot, North Dakota where it has discharged passen­ gers and goods of all sorts. The depot itself, a two-story clapboard building with four windows on its northwest fayade, is to the right of the great locomotive and its cars, the engine spewing steam which lends a slightly surreal quality to the scene.

In an upper window of the depot can be seen small children looking out over an as­ semblage which , while it may appear

T

B APRIL 1999

unremarkable, presages an event in avia­ tion history which has gone unremarked in many quarters for nearly 90 years.

There is a horse-drawn ambulance parked at the platform, its driver sitting on his seat making some adjustments. Its back doors are open, whether waiting to receive or to discharge is unknown. On the left-hand side of the ambulance is parked a black hearse. It, too, has open doors around which are standing several men in hats, all looking in the same direc­ tion . Next to the ambulance is parked a

horse-drawn dray-wagon belonging to J. B. Reed Storage, a family known to my family in Minot long ago. The horse pa­ tiently stands waiting, perhaps for more cartage to be loaded, or possibly to unload the same box seen on the wagon.

On the platform there is an odd-shaped crate mounted on a wheeled conveyance.

Having six sides and maybe ten to twelve feet in length, the box seems to be an ob-

By Bill Truax

ject of curiosity to some small boys nearby, one of whom holds the wagon's tongue and looks directly into the camera which is capturing this event and which I surmise has been placed atop a freight car on the siding.

Mostly it is men who are gathered on the dock of the depot. An occasional woman can be seen, but it appears that it is men's work which is being done on this day.

Slightly to the left and several feet from the odd-shaped crate a young man

stands, his white shirt front standing

out from the dark-suited men, a soft

cap on his head, unlike the fairly for­

mal headwear of most of the men on

the platform with him.

On the crate are stenciled words.

"Curtiss Aeroplane," the word 'Cur­

tiss' spelled out in the recognizable

logo script of the day. Below that are

the words, "Dixon's Humming Bird"

and "world's youngest aviator."

The first time r saw this photo­ graph was almost 20 years ago where it hung in the law offices of Ella Van­ Berkom in my home town of Minot, North Dakota. For two years I found myself returning to the scene in my mind, and I decided to explore a means to acquire the photograph. Af­ ter having done so, I submitted it to the editor of my local Montana An- The young, dapper Cromwell Dixon, in a por­ tique Aircraft Association newsletter trait taken In 1911 by "Pach, New York, NY"

for publication in my mystery plane

column. Two replies came back iden­

training from the Curtiss school, and ob­ tifying the young man in the white shirt tained the Federation Aeronautique and soft checkered cap as Cromwell Internationale sporting license number Dixon, a 19-year-old youth from the 43 which was issued to him August 31, Midwest who was the flrst person to fly 1911,just a month before his record-set­ across the Continental Divide. ting flight from Helena, Montana.

I've never been certain why the pho­ The photograph which has so piqued tograph of Cromwell Dixon's passage my curiosity over these years was un­ through Minot has meant so much to doubtedly made on Dixon's trek from the me. Our aviation careers were certainly Midwest to Williston, North Dakota, vastly different, but something about the where he made nine flights at the Williams young man's experience has spoken to County fair. From Williston, Dixon me over the years. Where Cromwell shipped his airplane by rail to Helena, Dixon's aviation career began in Colum­ Montana where he set out to cross the bus, Ohio in 1906 with his construction Continental Divide, a feat which was re­ of a flying bicycle, mine began in markable, not only for his youth, but for Minot, North Dakota when I was 17 the fact that so many had tried and so flying a J-3 Cub. And where Cromwell many had failed.

Dixon made the first flight across the As a pilot for Frontier Airlines and Continental Divide at the age of 19, r later for Continental, I spent many years continue to fly over the Divide as a re­ flying the "high line," a series of cities tired captain who now pursues the joys on the great northern plains which in­ and frustrations of building and flying cluded many of those Dixon came to my own airplanes.

Montana Historical Society Cromwell's mother and sister helped him to build a flying bicycle which he flew at the Colum­ bus, Ohio fair and later in 1907 at the St. Louis Exhibition. It would be just five years until his historic flight over the Divide, and during the intervening years, Dixon made many ex­ hibition flights, balloon flights, received flight VINTAGE AIRPLANE

9

Cromwell Dixon, aviator, at the Montana State Fair, September 30, 1911 .

know. I've wondered if, like me, Cromwell Dixon came to appreciate the rugged, often unforgiving beauties of the Dakotas and Montana, where he made his historic flight. It is hard to imagine on an early morning still air arrival from the west crossing Mullan Pass with a 737, flaps 30 and the gear down and on bug speed, that we were three minutes from the end of the runway at Helena, and Dixon's trip took 40 more minutes.

Coming only eight years after the Wright brothers' feat, Dixon's achieve­ ment was as great in its way as was theirs.

Dixon flew his bamboo and fabric Curtiss

10 APRIL 1999

D-III biplane to an altitude of7 ,000 feet, higher than man had flown previously.

Dixon's airplane appears to be a D-III ver­ sion of the Curtiss D model, the primary difference being that the ailerons pivoted from the rear interplane strut. The other significant difference was the fabric cover­ ing on both top and bottom surfaces of the wing. The engine on the D-III was a V-8 of 60 to 70 horsepower, and the wingspan was 26 feet 3 inches. Taking off from He­ lena's fairgrounds on September 30, 1911 in the early afternoon, Dixon headed for Blossberg, Montana, a 17 mile flight through Mullan Pass where at 5,092 feet above sea level, headwinds and turbulence were the order of the day. Kind folks in Blossberg set a large bonfire ablaze to sig­ nal to Dixon his point of arrival which he reached at 2:34 p.m. He left the deep val­ ley location of Blossberg at 3: 16 p.m. and after struggling for altitude, reached 7,000 feet and landed at Helena at 3:59 p.m., claiming the $10,000 prize offered for the first successful flight across the Continen­ tal Divide. Cromwell had hoped that this money would help him to support his

mother and sister who had given him so much moral support in his search for avia­ tion fame. An account of Dixon's feat was recorded in the Montana Daily Record. "It was one of the most dangerous feats ever attempted by man . Death was pitted against daring and daring won. Treacher­ ous winds above, jagged peaks and declivitous slopes below. It was a gamble.

Had for one instant fear crept into the heart of the bird-boy- -the wind and rocks would have claimed another victim."

It was not to be so. Two days later, Cromwell Dixon's life came to an end as his airplane crashed in Spokane during an exhibition flight. He was just 19 years old and lived scarcely long enough to enjoy the fame and fortune he so richly deserved for his achievements.

The State of Montana has chosen to honor Cromwell Dixon through granite memorials and murals at the Helena air­ port terminal, plus a historic marker high above MacDonald Pass where highway 12 crosses the Divide near Blossberg. One day, several years ago, I drove to Helena from my home in Big Fork to attend a din­ ner meeting of the Cromwell Dixon Society, a group founded here in Montana whose members gather each September 30 to commemo­ rate Cromwell Dixon's deeds and keep alive the memory of the young many who billed himself as the " world's youngest aviator." I was early and decided to try to find the area where Dixon might have landed on his historic flight. Blossberg as a town no longer exists, and the rail­ road which Dixon landed near has been relocated to accommodate to­ day's powerful locomotives. As I looked at the scene, three small air­ craft flew over, Society members paying homage to the young bird­ boy we were joining together to celebrate that evening. ......

FROM THE ARCHIVES

by H.G. Frautschy

The next few editions of"From the Archives" will focus on the Flaglor collection, a donation of negatives ofGolden Age aircraft donated by Ken Flaglor ofKansasville, WI.

The Lockheed 10 Electra was one ofthe fastest transports in existence when it was constructed, and many feeder airlines used it to haul passengers and mail. In produc足 tion from 1934 until 1941, its launch cus足 tomer was Northwest, who flew their fast Lockheeds allover the Midwest.

Popular w ith Pan American Airlines, a number of Central American operators who were Pan Am affiliates also bought Electras. This Mexican registered example was operated by Aerovias ReformaslCMA. SIN 1007 Lockheed 10C, it was delivered on November 30, 1934. It crashed 30 miles southeast of Playa Vicente, Veracruz, Mexico on November 1, 1937.

Last month we took a look at the Curtiss P-6E, a favorite of many a boy in the 1930s. Here's another longtime favorite, based at the same field and with the same Squadron - the 17th Pursuit Squadron at Selfridge Field near Detroit, MI. This is the Boeing P足 26C, built in a group of 23 produced in February and early March of 1936. Flaps were later added to all the P-26 models in service.

Powered by a Pratt & Whitney SR-1340-27 or -33, it could reach a maximum speed of 235 mph and climb as high as 28,000 ft.

VINTAGE AIRPLANE 11

WHEN I FIRST SAW 74 ECHO CHARLIE, or should I say ZS足 AOA, she was resting quietly with both white wings tucked back and nestled in close to her bright blue fuselage. Yes, her wings do fold neatly back. She was in the Western Museum of Flight hangar located on Hawthorne Airport in California.

As a Tiger Moth owner of many years, I was visiting my friend, Ed Clark, owner of the Moth Works, located a few blocks from the airport. Several times over the past years, Ed had taken me over to the Museum to look at his Hornet Moth and other aircraft on display in the Museum. Ed displayed his Hornet at the front of the museum for easy access to the hangar door and Hawthorne's one paved runway.

Although in a museum, he flew his Hornet Moth regularly ... one trip as far away as Seattle, Washington. He and his wife, Connie, loved the Hornet.

Connie, as a matter of fact, picked out the colors when they restored it. By the way, 74 EC stands for the year Ed and Connie Clark were married and EC for Ed and Connie.

Ed has specialized in the restoration of deHavilland aircraft and engines for over thirty years. For many years, he has been building five Gipsy Moths, the predecessor of the Tiger Moth, and two have since been sold. Like many vin足 tage aircraft restorers, Ed had a lot of irons in the fire and he reluctantly decided to sell his Hornet Moth.

Pleasant to Fly . . .

Without the Sting!

America s Only Flying Hornet Moth

By Walt Kessler

The upper landing gear fairings also serve as air brakes, giving the D.H.87's pilot enhanced speed and decent control.

Ted Koston Photography

12

APRIL 1999

74 Echo Charlie was built in Hatfield, England, in 1938 and first flew on July 9 of that year. It was the third to the last one built by the deHavil­ land Aircraft Company. That same month, it was crated and packed for export to South Africa. Arriving in August, it was reassembled and flown on August 23 at Johannes­ burg . It was registered as ZS-AOA to John R. Paget.

Several years later, in 1940, it was impressed into the SAAF (South African Air Force) as #1584. It was used for communications work and during its five years in the SAAF service, clocking about 600 hours.

In April 1959, she was reg­ istered with C. F. Strecker at Roland Schable of Janesville, WI flies Walt Kessler's DH.87 Hornet Moth over the shore of Lake Geneva, WI during a glorious Wisconsin fall season. This shot by Ted Koston was taken from a Stearman flown by Tom Rand . Then it was sold to Foreys of Woodale, IL. several other owners (here it

gets a little sketchy) : a Mr.

gust of 1985 . Clark completely over­ the left seat, taxiing proved to be a chore.

Malherbe, then J. D. Haupt and W. C.

hauled the engine in September of 1986. I was not familiar with the full castering Whitfield at Benoni in 1968.

New guides, sodium filled valves, cylin­ tailwheel or the Bendix mechanical brakes The original Gipsy Major 130 hp en­ ders, rods, pistons and rings were installed, and their idiosyncrasies. gine was replaced with a Gipsy Major IC plus accessories and many other parts.

Needless to say, my first few takeoffs engine rated at 145 hp. The newer engine Sixty weight, straight mineral oil is and landings on Hawthorne's hard surface had been in storage for some time and then used in the Gipsy engine during the sum­ runway reminded me of some of my first installed in the Hornet in April of 1968. mer months. The airframe has 1,600 hours flight lessons years ago. They weren't that During April of 1973, the engine had 312 and is covered with linen. Paint is Delstar great! I also heard all these wild stories hours since a major overhaul. On October blue acrylic enamel and Fleet white with about the Hornet being tail heavy, which 5, 1978, the registration was canceled as Midnight blue for the striping. The linen she isn't, and how bad she is in a cross­ ZS-AOA and the Hornet Moth was ex­ was put on about 12 years ago and the fab­ wind, which she is. Several years before I ported to the United States. She spent ric still passes the punch test. Although bought the aeroplane, Ed had wiped the considerable time in storage in California I've had lots of experience in taildragger right gear out at Mojave Airport in a strong after purchase by her new owner. Robert aircraft, including 17 years in the Tiger crosswind that caught him off guard . I McJohnston, who subsequently sold her to Moth, flying the Hornet Moth proved to be was prepared for the worst.

Ed Clark of Hawthorne, California, in Au­ After all, this was a 56-year-old beau­ a real challenge for me. When I first got in tiful antique airplane. To make matters worse - and to my knowl­ edge - it is the only Hornet Moth flying in North America, so it is a very rare airplane, indeed, and I didn't want to bend it. Plus, I was to fly it back from California to Illinois.

In addition to the normal pre-flight and walk around, there is one very im­ portant check we make. The wings on the Hornet Moth fold back for storage.

Both sets of wings are hinged to the fuselage . The hinges are located threeWith its left wing folded for storage, ZS­ ADA rests on the airport at Lake Geneva, WI. That's not an extra pair of wings behind the Hornet Moth - Walt enjoys British aircraft, and his Tiger Moth sits awaiting a flight.

14 APRIL 1999

Ted Koston Photography

The cabin of the Hornet Moth has a handy dual grip stick, and a pair of large toggle switches for the magnetos mounted near the center of the instrument panel. The horizontal trim across the middle separates two panels. The instrument board can fold down for easy maintenance, and the lower board folds up for access to a small storage area . The sliding panel on the left, when opened, reveals a transponder and other modern electronics.

quarters of the way back from the wing leading edge. When the wings are in fly­ ing position, we make sure that four spring-loaded pins, located at each lead­ ing edge, are securely locked into the fuselage. After the pins are inserted, leather straps extend over the pins and snap ftrmly into place.

A jury strut is hinged to each top wing spar near both sides ofthe fuselage. When flying, both jury struts are held in place by a metal bracket beneath each top wing.

Before the wings are folded back, the jury struts are swung down and the lower ends are positioned and attached to the lower wing spar. They are locked in place by turning them with your hand . This gives added support to the wings before folding them back.

At the top wing trailing edge, located at both wing roots, a 32" by 18" section of the trailing edge is hinged to the wing. This section will fold up and forward to lie flat on the upper surface of the wing . This must be done before the wings can be folded back. With the 32" section of the trailing edge folded forward, the void cre­ ated allows the upper wings to fold back partially over the top of the fuselage.

The lower wings, when folded back,

Capetown, South Africa, Youngs Field Aerodrome, November 1966. Frank Wilson, who took the photo, met Walt at EAA Oshkosh and send him photographs of the Hornet Moth, when it was painted in a style obviously influenced by the Hollywood movie released around the same time.

are designed to allow the trailing edge to slide beneath the fuselage. In the flying mode, we make sure that both hinged sections of the trailing edges of the up­ per wings are down in their normal position and locked in place.

It is fairly easy to get in or out of the Hornet. Once up on the left wing walk, while crouching between the wings, you swing your right leg in over the seat, then you pull yourself across, putting all your weight on your right leg. It helps to grab the steel wing-bracing bar in the cabin overhead as you climb aboard.

The leather seats do not adjust but are quite comfortable. The rudder pedals can be adjusted to one of three positions, de­ pending on your height.

The cabin is simple and very elegant.

You are surrounded with brass, a walnut wood instrument panel and bright, shiny aluminum. The cabin roof overhead is all clear window, which makes for great visi­ bility. When it does get too hot, one merely reaches back and pulls a neat sun shade forward that locks into place over­ head. There is even a rear view mirror that makes it possible to see behind you while taxiing or flying.

The art and the quality of the early craftsmanship is evident throughout the cabin's interior. Both walnut and leather upholstered doors actually bow outward, which gives both occupants plenty of el­ bow room. The left door holds the large brake handle and the throttle and mixture

VINTAGE AIRPLANE

15

At Kessler Field, Walt's private airport west of Chicago, the Hornet Moth strikes a pretty pose as it waits for Walt to start the Gipsy Major engine and take off to enJoy the smooth evening air.

controls. Above the left door pillar is the elevator trim adjustment.

At the left side of the instrument panel is a large aluminum lever called an air brake. When pushed down, both landing gear struts turn flat against the slipstream, thus reducing the airspeed considerably.

The lower half of the walnut wood in­ strument panel is also on a brass hinge.

Lifting the panel toward you and upward, reveals a large storage area. Also cleverly hidden inside is a Mode C Transponder, altimeter, amp gauge, intercom and Escort II radio.

A sliding door at the left of the panel lets you access the radio for communicat­ ing and navigating, and viewing the altimeter. The panel of instruments is au­ thentic 1938 and yet when you lift the hinged panel, there are all the modem day electronics hidden away from view.

I might add that Hawthorne Airport, where the Hornet was based, is only a lit­ tle more than three miles away from LAX . It's in Class B airspace, so all these "modern electronics" were neces­ sary and convenient.

In between the seats is a velY comfort­ able leather armrest that also flips open for an additional storage area for sunglasses, plotters, pencils, or whatever will fit.

The "Y" stick, or control column, is po­ sitioned at the center of the cabin floor. It is spring loaded to move forward to allow easier entry and exit. The stick does take some getting used to, as it does not sit di­ rectly in front of you.

It's a little difficult to pick the right po­ sition for the elevators before takeoff, but after a while you do get the feel of it. You have to sort of guess at a position before the speed builds up to tell you if the nose is too high or too low. Also, because of 16 APRIL 1999

left. A push of the starter button on the panel and it belches to life. The Gipsy Major settles down and idles with that fa­ miliar sound that reminds one of a Model A Ford engine. Recommended procedure is to idle the engine at about 800 rpm for about four minutes. Oil pressure should be between 30 and 40 Ibs. when cold.

Within the cabin, it is a little noisy but not too bad. You can still hear and con­ versation can be carried on, however, headphones are the order of the day.

The Bendix differential brakes, once you get used to them, are easy to use .

Full rudder pedal is demanded in either direction, or when the ratcheted hand brake lever is pulled, both wheel brakes function together.

The Hornet's angular nose does sit high while taxiing, which doesn't help with for­ ward visibility. Lined up into the wind, we do our engine check and go through our pre-takeoff checklist. There is no tem­ perature gauge, so after about four minutes we run the engine up to 1800 rpm for a mag check, then full throttle for max power check. The brakes hold well!

After checking the trim, throttle, brakes, mixture, oil pressure, fuel selector lever, compass, air brakes, doors and belts, and we clear our area, we give her full power for takeoff. Today, the wind is right down our favorite grassy runway.

We set the stick position for neutral while we build up our airspeed. We bring the tail up as soon as we have elevator control and hold the stick forward. Now our view is much better. The takeoff run

the very wide cabin, the fuselage sides, starting from the instrument panel for­ ward, angle sharply in toward the nose and are not parallel with your direction of take­ off or landing.

The P 11 compass, which is five inches in diameter, sits at the center of the cabin just in front of the control column. It has a neat little light that is positioned just above it.

The fuel gauge is located between the two leather seat back, at your right elbow.

The onlofffuel selector is a vertical lever that slides up and down, and is located next to the fuel gauge. 74 Echo Charlie does have a complete electrical system, shielded ignition, nav lights and a strobe at the bottom of the fuselage.

Starting the Gipsy Major engine is dif­ ferent. First you must "tickle" the carburetor; that is, hold down a small but­ - Continued on page 25­ ton to flood it. At the same time, you reach around the front of the engine with your right hand, to the left 130 horsepower Gipsy Major side of the engine. A lever attached to the Weight (including standard equipment) .. 1,255 Ibs.

fuel pump is wobbled Useful Load695 Ibs.

up and down until Length Overall .................... 24 ft. 11.5 in.

you hear the fuel start Span .......................... 31 ft. 11.4 in.

to trickle and flow. Span (with wings folded) ............ 9 ft. 0.5 in.

After buttoning both Height ......................... 6 ft. 7.0 in.

cowl doors, we turn Maximum speed at sea level ......... 121-124 mph

the wooden prop Cruising speed at 1,000 ft./2,050 rpm .. 103-105 mph

(made in Australia) Endurance (with normal tanks) ........ 6 hours

over about six or Stalling Speed ................... 40 mph

eight times (all Takeoff run in 5 mph wind ........... 135-175 yds.

switches off) . Re­ Climb to 5,000 ft.................. 8.75 min.

member, the British Service Ceiling ................... 14,800 ft.

engine turns the op­ Gliding angle (air brakes on) .......... 1 in 8

posite from the Price .......................... L875

American - to the

SPECIFICATIONS DEHAVILLAND HORNET MOTH

Built when a compass still cost extra, the 1938 Piper Cub Sport could be had with all sorts ofoptions. ne look at the front half of John Meyer's 1938 Cub and you know something different has been re足

stored. Certainly the Piper Cub has long been the darling of the Vintage Airplane world, sought after by thousands hoping to enjoy the simple ways of the airplane so many used to learn about aviating. But even Cubs come in different varieties, and with each year's model subtle changes were made. Most obvious on the exterior of early J-3 Cubs were the "barbed hook" fuselage stripe and three-piece windshield. Built up with three pieces of plastic held together by a pair of metal strips, it would be a couple of years before a one piece molded unit was installed. Even though the J-3C had much in common with the J-2, the biggest difference was the new Con足 tinental A-50 engine, a new, more powerful engine meant to replace the ground-breaking A-40.

O

John Meyer, of Hudsonville, MI, and his 1938 J-3C Cub Sport.

By R.G. Frautschy

VINTAGE AIRPLANE

17

Leslie Hilbert

The original steerable, non-swivel tailwheel was tough to find. Originally an option on the Cub Sport, one was finally tracked down, with a rare tire found by Clyde.

The similarities were most appar­ ent in the wing structure . Basically the same, except for the curved root rib, the wing has built-up metal ribs and wood spars. The ribs proved to be quite a challenge for John (EAA 144458) of Hudsonville, MI and his fellow restorers, his cousin Sam Beach (EAA 550081) and the "Cub Doctor ," Clyde Smith, Jr. (EAA 48316, V AA 20765).

Sam hails from Greenville, MI and had some extra time on his hands one summer while he was between engineering jobs. Sam's two-week trip down to Hudsonville, MI would help solidify one more restoration team member's hero status - John's wife, Lois. During the time the Cub was being restored, Clyde Smith would spend extended periods living with the Meyers, so the maximum amount of time could be spent on the project. Lois kept the restorers fed and took care of so many other chores that John says he really came to appreciate his wife's patience with all the extra traffic in the house, ex­ tra cleaning, etc. Certainly, her work contributed to the success of the restoration project as much as the work done by the other folks . From 18 APRIL 1999

The cockpit of the J-3C Cub Sport was also different from the trainer model. The uphol­ stered side panels and varnished floorboards were unique to the model. The pre-war black face instruments with the Cub logo were expertly rebuilt and refaced by Keystone Instruments, Lock Haven, PA. The magneto switches are the pushbutton variety, changed a year later after complaints about the switches came to Piper's attention.

John, Sam and Clyde, they all say: "Thanks, Lois!"

When Sam arrived with his suit­ case, he sat down to build ajig so the ribs that were so badly damaged while the Cub sat in a chicken coop could be rebuilt. None of the ribs were usable, so a new set had to be constructed using the thin corrugated aluminum and small rivets. For two weeks Sam was "the rib man." Prov­ ing his prowess with the lightweight structure earned him the right to re­ build the ailerons, which were in poor shape as well. He also spent a lot of time with a bead blaster nozzle

in his hand, cleaning off the many small parts so Clyde and John could evaluate them for airworthiness.

John Meyer came to own the Cub in a way that would not be one he would choose, but it all worked out fine in the end. A wayward grandson of the owner sold the airplane with­ out his grandfather'S knowledge, but thanks to a forgiving grandfather, John was able to obtain clear title to the airplane and the paperwork for it as well, including the logs. Once it was at his home shop, his check of the airplane made him realize it was a project he felt was beyond his level

of expertise. That's when he called in the "Cub Doctor."

Clyde Smith, Jr., has been men­ tioned before in the pages of Vintage Airplane, for a very sound reason.

Clyde's been around Piper airplanes ever since he was born . His father, Clyde Smith, Sr., worked in the Piper plant in Lock Haven, PA for most of the time the plant was open. Starting in 1941, Clyde, Sr. was Piper's chief test pilot during WW-II, and was the head of the experimental test flying department through the 1950s. He retired from Piper in 1975. His son was born in December of 1947 dur­ ing the heady days of the post-war lightplane boom.

Dad didn't push junior into avia­ tion, preferring to allow the young man to choose his own path. Still, as he matured, he did enter aviation, earning his A&P and an engineering degree, and just a couple of weeks after graduating from college, young Clyde went to work in the drafting department of Piper Aircraft.

In the early 1970s, his interest in

homebuilt aircraft led him to the an­ on the Cub Forum, one that has inter­ nual EAA member's Convention in ested Piper fans spilling out of the Oshkosh, WI, and as things turned tent straining to hear each word. out, as Antique / Classic Division The father and son team of Smith members discovered Clyde worked and Smith have restored a number of at Piper, they began questioning him Pipers, including a Vagabond, a Clip­ about the correct configuration about per and a J-3, the same one formerly their various projects. He'd head owned by the Piper employees flying back to Lock Haven with a notebook club. For many, the crowning full of questions, and before he knew restoration will long be the PA-12 it, he became "the man." He'd be the Super Cruiser which earned a Grand first to tell you, how­ ever, that "the man" The J-3C also came with a set of snazzy aileron cable exit fair­ is really his father, ings, and you can also see the very necessary aileron gap seals. especially in the be­ ginning, when he'd ask his father to fill in the missing details.

These days, Clyde Smith, Jr. is kept busy putting on Piper restoration clinics, where he shares his 20-plus years of Piper experience with fel­ low restorers, and each year at EAA AirVenture, he puts

VINTAGE AIRPLANE

19

All of the side glass is thin Plexiglas®, replacing the original but delicate 0.60 in. acetate win­ dows. The "peanut shell" wheel pants are reproductions of original metal pants available as an option on the Cub Sport, as are the metal shock cord covers on the landing gear. Both were installed on the airplane when it was delivered, but brakes, another option, were not.

John and Clyde opted to install an original set of brakes.

Champion Classic trophy at EAA Oshkosh '86, and previously at the Sun 'n Fun EAA Fly-In. It seemed to pick up the hardware everywhere it went, and deservedly so.

With such a resume , it wasn't too hard for John to know who to ask , but would he come? Happily, they were able to come to an agreement , and for the next three years , Clyde would spend an extended period of time working side-by-side with John and Sam as they rebuilt an airplane said to be in deplorable shape.

There was plenty to do! Once the fuselage was cleaned up and ready for paint, Clyde applied Randolph Rand-O-Plate primer, followed by a coat of white Fuller O'Brien epoxy paint. "The white color," Clyde ex­ plained, "makes it look newer and al so it's easier to inspect in the tail where it is dark. You can see rust im­ mediately, and you can detect cracks.

It also gives me a good white base coat for the tubes in the cabin which are painted yellow."

Cub yellow is not the densest color, but ha s poor hiding qualities.

Later, when it came time to paint the C econite 104 fabric and the sheet metal, a base coat of white was used again to mak e certain the yellow would have the proper hue.

All sorts of little details put Clyde 20

APRIL 1999

to the test, including the engine oil tank. Not your regular "kidney" tank, this tank was a rolled piece of galva­ nized steel, soldered together and then painted. The boot cowl had to be replicated, as did the three-piece windshield. A set of cast aluminum engine valve covers had to be found to replace the badly corroded parts found in the chicken coop, and Cub restorer Dave Henderson was able to come up with those.

Each visit with the Meyers would resu lt in a little bit more of the Cub being complete, and finally, nearly three years after beginning with a pile of parts that had been walked on by chickens, John Meyer's J-3C was ready to take to the air, restored to exacting standards as it was the day it rolled out into to sunshine in the valley of the west branch of the Susquehanna river. It first flew again after its restoration on September 5, 1995 . John Meyer was thrilled with the final product of their labor, and of his new friend, Clyde Smith, Jr. "I can't say enough about his workmanship," enthused John, "He is an interesting guy to work with ­ we have a lot in common . . . it was a fun project for me."

The following summer, a trip to Oshkosh was made , and the judges and spectators got a gl impse of the past. The week was spent answering questions (when Dan Knutson was­ n't out looking at other Pipers with Clyde Smith!) and when it was time for the awards ceremony at the EAA Theater in the Woods, the announced winner of the Bronz e Age (1933­ 1941) Champion of EAA Oshkosh '96 was Piper J-3C Cub Sport NC21646, restored by John Meyer, Clyde Smith and Sam Beach. Stick­ ing to the original script was the best way to get just what John wanted, and pretty Cub just like it was , al­ most 60 years ago. ......

Sitting behind a Continental A-50 swinging a Flottorp prop (made just a few miles down the road from John's boyhood home), John Meyer enjoys flying his Cub Sport from the back seat, where thousands of new pilots first soloed.

Aeronca retiree and SIN 2 Chief restor­ er Bob Hollenbaugh of Middletown, OH sent in this month's Mystery Plane.

The photo was taken while he was a student at Parks Air College in Cahokia, IL, just south of East St. Louis, IL. In 1940, the large amphibian was flown in to be serviced, then it hopped over town to Curtiss-Steinberg field.

April Mystery Plane

in the early thirties at the Boulevard Airport in Philadelphia. I never saw it fly, but it had to get there!

It looks like someone 's noble ex­ periment.

Harry Luecke (EAA 322834, V AA 24214) Now we can answer Harry's decades long question - who's "no­ ble experiment" is this?

The January "Mystery Plane " is the Hall-Aluminum "Monoped. " The Monoped was the personal air­

by H.G. Frautschy craft of Charles Ward Hall, who was dedicated to the use ofaluminum in air­ craft structures at a time when wood Our January Mystery Plane from Townson is still active. I remember him and steel tubing were the accepted ma­ George Townson created a little stir of back in the early thirties when he was terials. He also pioneered the concepts interest from those who remember the working at the Northeast Philadelphia ofweight control and ofusing aerody­ project, including Harry C. Luecke, of Airport when I was learning to fly. He namic forces for stress reliefor transfer. must be in his eighties, since I am 84.

Lexington, NC: Perhaps this plane can be described 1 have enclosed two photos (one be­ as lookin g like a porcine Rearwin Dear Sir,

low and on the next page) of the Speedster. It derives its name from the It is good to know that George January Mystery Plane that were taken unusual landing gear, a single central retractable Goodyear 22 x 10.4 wheel, supplemented by small outriggers lo­ cated in a sesqui-wing lifting strut combination. By all accounts the air­ plane was easy to fly. Hall used to joke about reading the newspaper while flying down to Washington , DC from his Bristol, Pennsylvania factory.

The cockpit of the little private transport was well instrumented and had a Lear radio . The control stick was suspended from an overhead mounting in the cockpit, thus reducing the number ofcontrol cable pulleys and length ofcable run required. The aircraft structure was all aluminum.

Powered by a 120 hp Ranger six cylinder model 390 engine swinging a steel Hamilton-Standard prop, the litVINTAGE AIRPLANE

21

tle Monop ed had a top speed of 130 for a wood spar upper wing. mph. Wingspan was 32 feet; length The experience gave him sufficient 25 feet. co nfidence in his skills to set up his Hall lost his life in the Monoped on own engineering firm, and begin bid­ 21 Augus t 1936, when th e airplane ding on Navy contracts. It was a move struck a tree in heavy fog at Hopwell, that would keep him prospero us dur­ New Jersey. At the time of the crash ing the Great Depression ofthe 1930s. th e plane had logged more than 530 With good judgm e nt and effici e nt hours. The Monoped was his next to management Hall kept his firm small last design and probably his favorite of and prosperous during this p eriod the 31 aircraft ofseven different types when one major co mpany after an­ other went bankrupt. he created in his lifetime.

Charles Ward Hall's greatest legacy Hal/ 's co ncep ts did not die with him, ho wever, and his pion eering use was th e pursuit of weight control, an of aluminum was adopted by many idea more important now than when he other firms. He was an engin eering was blazing new trails in structure. genius whose advanced ideas on metal Unfort unately no example ofHall's workin g ease d the transition from wood and fabric to all metal aircraft for the u.s. Navy.

Starting his caree r as a building contractor, Hall 's radical search for improved methods got him into so much trouble with the building trade unions that he was forced to seek an ­ other fie ld. He had his first airplane ride with the famous Ruth Law in 1909 and in 1916 learned to fly Curtiss MF flying boats at the Rodman Wana­ maker school in Washington, Long Island, New York. By 1922 he had built his first aircraft, a tiny 25 foot win gspan biplane flying boat, con ­ structed entirely of aluminum except • Hany Luecke_

22 APRIL 1999

handiwork survives today.

Ref: Airpower, Sept . 72 , Now There's a rare Bird- Walt Boyne Wings, Jun e, 75, Th e Flying Hall­ marks-Walt Boyne Ke ep 'Em Flying and Keep Us Guessing, H.G,!

Cheers, Larry Knechtel EAA 391208, VAA 17648) Seattle, WA Correct answers were also received from: Doug Rounds, Zebulon, GA ; Harry O. Barker, Jr., West Milford, NJ; Pete Bowers, Seattle, W A and Joseph J. Tarafas, Bethlehem, PA. ......

PASS IT TO BUCK

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

Little Rocket No. 2

1930 All American Fl y ing Derby - Little Rocket - Command Aire - Lee Gehlbach - Albert Vollm ecke - Joe Araldi - Sun 'n Fun Museum - Lakeland, FL They all come together, although it is been many years since the All American Flying Derby of 1930.

The All American Flying Derby was sponso red by the American Cirrus Corporation, makers of the Cirrus line of aircraft engines . To promote their engines, they offered a 15,000 do ll ar prize for the win足 ner. The race course was some five thousand miles long, starting and finishing in Detroit, MI. The en足 trants had to have American Cirrus engines installed in their aircraft to be eligible to compete.

Command Aire's "Little Rocket" came home with the prize!

Lee Gehlbach was the winning pi足 lot, and Albert Vollmecke was the little race plane's de s igner. Jo e Araldi is the builder of "Little Rocket #2" and after flying it, he has it on loan to the International Sport Aviation Museum on the Sun 'n Fun grounds in Lakeland, FL. The significance of this airplane, The Little Rocket, is somehow lost

Joe Araldi pil ots the Little Rocket No. 2, pow ered by a Wright Gipsy in place of the ori ginal American Cirrus Corporation engine. Albert concurred on the engine change, remarking that t he Wright would have been the choice if the Rocket had gone into production. Purpose-built to enter and w in the All American Air Derby of 1930, the sleek monoplane won the 5,541 mile race, reaching speeds of up t o 200 mph on one leg. It's average speed of 127.11 mph.

~&..-............

Joe Araldi, builder of Little Rocket No. 2, checks his work on one of the eleva足 tors of the replica racer.

VINTAGE AIRPLANE

23

The exquisite woodwork done by Joe Araldi on the Little Rocket No.2 can be seen in these two views of the aft fuselage. The lightweight but strong design by Albert Vollmecke is evident in the light bulkheads and veneer turtledeck.

The unique wheels are a testament to the genius of Albert Vollmecke, who did all he could to get every bit of speed out of the Little Rocket. Each of the wheels also incorporates the only shock absorbing in the landing gear. The skinny wheels and tires didn't help any on the bump soaking-up department! Joe Araldi and his friend Harry Stenger built them up, machining the castings and recreating the remarkable units.

in the shadow of the Gee Bees, the Howards and the Big Iron growlers of that era. But here was an airplane de­ signed and built from scratch in just about four months for the sole pur­ pose of winning that race!

The four cylinder in-line engine with supercharger put out about 110 hp. Installed in this super-light little airframe it went like a streak! Eigh­ teen airplanes started the race, but only ten finished. The Cirrus engines had problems that were eventually conquered, but their reliability in those days was tongue-in-cheek.

Serial No.2 came about in an un­ usual way. Joe Araldi had to go and open his big mouth to the original de­ 24

APRIL 1999

signer, Albert Vollmecke during a Cognac frontal passage they were im­ bibing, and Albert game him the prints for the original aircraft on the promise that Joe would build one.

Well, seven years, upteen trillion dollars, a zillion phone calls to Albert, and the labor of half of the Florida aviation community, and there stands Little rocket number two!

The story has been well told sev­ eral times - Skyways, Vol. 23, July 1992, and Vol. 26, April '93 feature the No.2 airplane and the trials and tribulations of its building. From its start with Joe's admiration of his Command Aire biplane and his de­ sire to meet its designer, to the

passing Cognac front, the revelation of the Little Rocket plans, the germ of an idea, and the culmination of that first flight.

Aero Digest, Sept. 1930 had the whole American Air race in great de­ tail, including the original National Aeronautic Association record sheets. Joe was born sixty two years too late to be part of it, but believe me, he's flown that race many times in his mind after test flying serial number two. His admiration for the designer and the pilot, Lee Gehlbach who flew it to victory are soon evi­ dent when you read or listen to his story.

Little Rocket ushered in a number of super-light racing planes in the next few years. Howard's Mike and Ike, Chester's Goon and Jeep , Folk­ erts' SK series, and The Miles & Atwood racer were built after the Lit­ tle Rocket proved it could be done.

Still, the big growlers like the Laird­ Turner and the Marcoux-Bromberg Special and their ilk were the big crowd pleasers.

After flying this "built to win" air­ plane, Joe decided the best place for it was in a museum, so it rests in a place of honor in Lakeland, a tribute to the man who designed it and the pilot who flew it to victory.

When you come down for the Sun 'n Fun EAA Fly-In this year, drop into the International Sport Aviation Museum and join with other race plane fans as they admire this beauti­ ful airplane. Reflect for a minute or two on the pioneering victory it made, f( Bc<ck ... back in 1930.

-Continued from page 16­ is short and the Hornet gets off in less than 200 yards. We are lightly loaded and are underway.

Aileron control is pretty good. At 70 mph we climb out at about 600 feet per minute rate of climb.

The Hornet Moth cruises as nice as my Cessna 182. It is a very stable plat­ form, easy to trim and we even have a rudder trim . .. a ratcheted horizontal bracket beneath the instrument panel that is easy to adjust.

The Hornet Moth's nose really slants downward below the horizon - more nose down than other aircraft, which gives it excellent forward visibility while in cruise. There is a tendency at fITst to take­ off and climb too steeply. As a result attention should be paid to the airspeed in­ dicator rather than the feel or aspect of the Hornet. At 2,050 rpm, we do about 105 mph in cruise.

The Hornet handles beautifully for long

cross country trips. The stall, which oc­ curs at about 40 mph, is quite gentle.

Coming into the pattern, speed is easy to dissipate as we can push down the air brake lever at any speed, either for slowing down or decreasing the float on landing.

The air brake reduces top speed about 35 mph. Without the air brake, the Hornet tends to float and the glide is very flat.

On downwind we bring the power back to about 1,700 rpm and about 80 mph .

Our pre-landing check is simple: brakes, mixture, fuel, doors, belts on, look for traf­ fic . On final, at about 400 feet, I pull down the air brake lever with my left hand and the Hornet settles back to about 65 mph. Rudder and elevator control are fme but aileron control is a little slow.

It takes a while to get used to the con­ trol column, especially in turbulent conditions and not having it directly in front of you. Over the fence we come in at 55-60 mph and do a wheel landing. Most pilots land the Hornet using the wheel landing technique.

The Hornet has a springy but very strong gear that sometimes gives you some excitement when you least want or expect it. Landing run in a 5 mph head­ wind is supposed to be about 125 yards.

With wheel landings, however, the landing roll is much longer.

Ninety degree crosswinds are as bad with the Hornet as they are with most tail­ draggers . Anything over 8 to 10 mph makes your landing or takeoff a No-Go situation. As we taxi, the wings are very close to the ground, so we must be in full control all the way to shut down. At 1,000 rpm I close the throttle, switch off the mags and then open the throttle. When the engine stops, I close the throttle. Mag, ig­ nition switch and radio are turned off.

One thing I have learned flying the old antiques, including the Hornet Moth . .. they are all different. Each one has its own moods and characteristics and most handle differently from each other. Know­ ing how to fly one taildragger doesn't make you an expert on all taildraggers. As

THE HORNET FLIES HOME _ _ __ To help with the flying chores I enlisted a good friend of mine - Roland Schable from Janesville, Wisconsin. Flying out of the L.A. basin can be a zoo, especially flying an unfa­ miliar 56-year-old airplane. As we departed Hawthome, our intent was to follow a highway east with Blythe as our first fuel stop.

The L.A. area had the usual haze and what seemed like a hundred freeways all going in different directions.

When we landed at Blythe, the temperature was 110° on the runway. After refueling and doing our runup, the rpm indicator needle got tired and started to oscillate and then the cable snapped. It really didn't affect the flight any because, in anticipation of this happening, I had put a pencil mark on the throttle quadrant, indicating where cruise power should be.

Upon reaching Phoenix's Deer Valley Airport, all of a sud­ den our 4-cylinder engine started to sputter and lose power.

We found out later it was fouled plugs in the front cylinder.

Temperature was about 105°, so with 25% of our engine power lost, we made a "porpoise" type landing. My friends, Bob and Carol Curtin of Scottsdale, Al, took plenty of pic­ tures and can prove it.

Another friend, Mike Kelley also of Scottsdale, graciously let us use his hangar for the night. Before leaving the next morning, we changed both fouled plugs and the engine was fine again.

Over Flagstaff (elevation 7,011 ft.), we were at 9,200 feet following a highway and on both sides of us mountain peaks jutted upward to almost 12,000 feet. I wondered if 74EC had ever flown this high before. With a fuel stop at Hol­ brook, we went on to Coronado Airport at Albuquerque, NM.

With blue skies all around us at Albuquerque, a stationary front had settled in just over the Sandia Mountains to the east ... this held us up for two days. Finally, early the morning of the third day, we were ready to depart Coronado Airport. During the runup, the engine started missing again.

This time it was the back cylinder's plugs that went bad. For­ tunately, we had along six spare Lodge plugs (British) and we replaced both fouled plugs.

With fuel stops at Tucumcari and Dodge City, we finally ar­ rived about 8:30 p.m. at Topeka Airport, where we stayed the night. We did almost 800 miles this one day.

Next morning we were off at 8:15 and made a fuel stop at Ottumwa. What a wind! Roland got out and as I taxied in for fuel, he held the wings as best he could. (Our charts also blew out the open door.)

We launched from Ottumwa's 1,100 foot taxiway, instead of the runway. The winds were blowing about 25 mph, gust­ ing to 35. Several hours later we arrived over my strip near Marengo, Illinois with a 90° crosswind blowing right out of the west at 25 mph. So, we landed at my neighbor's strip which is an east/west runway. After the winds diminished, we flew Echo Charlie back to my place, a short hop away.

She sure loves grass runways.

The total distance of the journey was about 1,840 miles, and flying time took about 21 hours. Over the mountains and passes and through the valleys, we followed highways and other check points until we got to the flat lands. There we used a Trimble handheld GPS I had borrowed from good friends, Don and Maureen Alesi. What a neat tool!

It was a great and exciting trip and one we shall always remember.

VINTAGE AIRPLANE

25

I said, they are all different. The key is to know your airplane in­ side and out. Know its good habits and especially its bad ones, if it has any.

Of 165 Hornet Moths manufactured by deHaviliand from 1934 to 1938, less than 40 remain. The original D.H.87A models with the tapered wings are almost extinct; only one in Australia, one in a museum in Edmonton, Canada and, I believe, several in Great Britain.

Presently there are only about 12 Hornets flying in the world with 74 Echo Charlie being the only one in North America. She is registered in the U.S. as 74 EC Experimental-Exhibition and in South Africa as ZS-AOA. She has been featured in several Hollywood movies. In 1989 74EC was in a five hour miniseries on NBC called "'Til We Meet Again," based on the novel by Judith Krantz. She was also in one segment of the "Designing Women" television series.

The Hornet Moth is one neat airplane, but, like some women I know, does demand your undivided attention.

It's also an endangered species. Like other antique aircraft, there aren't too many of them left. We need to preserve them all.

In order to do this, we need to get more tricycle gear pilots and new pilots into tailwheel type airplanes or, in the future, the only antiques around will be the modem Spam-cans oftoday.

Let's fly! ....

1 wrote to six names and addresses found in the Hornet Moth's logbooks, all ofthem at least 50 years old. 1 put a $1 bill in each envelope with a short letter seeking information on the Hornet.

Most thought I'd never hear from anyone. Four weeks later, Jack Spencer sent me a letter with about 20 docu­ ments, pictures, schematics, etc. on the Hornetl Would you believe it, his father owned it and his family had not lived at the address 1 mailed the letter to in 30 years I His father passed away 18 years ago. Jack was joy­ ous and overwhelmed to hear from the owner ofhis father's beloved Hornet Moth. This air-to-air shot was taken by Jack riding in a Fairchild and shooting with a "Baby Brownie" Kodak camera when he was 12 years old.

He sent me the history ofhis father's aviation career and was quite enthused. He also sent me copies ofhis father's logbook.

1 sent him several 8xl0 pictures of the Hornet as she looks today, and he wrote back and said the pictures now hand in his pub.

He told me there were two Hornets in South Africa, and the other one is now in the South African Air Force Museum.

What a small world we really live in! - Walt Kessler 26

APRIL 1999

DEHAVILLAND HORNET

MOTH HISTORY

The Homet Moth D.H.87A was touted as a magnificent two place cabin biplane. "Gone forever are the days of draughty cockpits - helmets - goggles - long distance conversa­ tions through voice tubes. The modem air tourist flies in the comfort and quietude of the Homet Moth Cabin" ... so the British ads expounded.

The year was 1936 and although introduced on May 9, 1934, many Homet Moth owners and pilots were not very happy with its long tapered wings. Also, instead of a touring ship, many were being used as trainers and low time pilots were having problems with the sharp stall characteristics.

So, Geoffrey deHaviliand decided to change things. he added more wing area and made the wing tips sort of square.

Thus, the D.H.87B was bom.

The Homet Moth was the 87th in a long line of deHaviliand aircraft. A pilot report in 1935 stated that, "The center of gravi­ ty was arranged so that, once the aircraft was in the air, there is no necessity to use the rudders at all.

"Ordinary flying maneuvers can be carried out perfectly by the use of elevators and ailerons only. On a cross-country flight, the pilot can take his feet off the rudder pedals and con­ trol the machine entirely by the stick."

The fuselage of the Homet is all wood with longerons and struts covered with plywood. On the outside of the plywood are additional longeron stringers which support the fabric covering. Inspection plates are located in the floor of the fuselage - one large enough to put your head into, which makes for easier inspections.

The biplane wings have two spars of solid spruce and, of course, interplane struts are located on each side, joining the top and the bottom wings. Ailerons are on the lower wings only.

The wings fold back for easy storage. Overall width when folded back is only 9 ft. 10 in. In 1934, deHaviliand introduced the trim tab to the Homet Moth, instead of the trimming gear for the tail plane. The Homet is also equipped with a castering tail­ wheel. Beneath the two seats is plenty of storage area for tools, extra oil and other flight gear. The battery is located beneath the right seat.

Luggage area for 130 Ibs. is also provided right behind the seats and over the fuel tank, which holds 35 Imperial gallons.

The instrument panel is finished in walnut veneer and houses the standard instruments of the thirties: airspeed indicator, rpm indicator, altimeter, tum and slip indicator, vertical climb indica­ tor, magneto switches and oil pressure gauge. The upper half of the panel that houses the instruments is hinged. By unsnap­ ping a leather strap at the top of the panel, the entire instru­ ment panel folds toward you for easy access to the instruments, wires and cables. The bottom half of the panel lifts toward you and storage space is provided all the way to the firewall.

A one-piece windscreen closes the front of the cabin and both side door windows are of the sliding type for ventilation.

Walnut wood trim surrounds both side windows.

The control column is "Y" shaped so that each occupant can use the controls.

Dunlop wheels and Bendix mechanical brakes are standard equipment. Both brakes are applied by pulling a single ratchet bar located on the left door.

Dual fuel pumps are also standard equipment, as the fuel tank is such that it will not gravity feed. The Homet Moth was originally equipped with a 130 hp Gipsy Major engine. In 1935 you could buy one for L875 or about $1,300.

In, Open House and Air Show pancake breakfast.

Competitions. Free shuttle to Hill Aerospace mu­ seum. lnfo: Jerry Taylor, 801/629-8251.

MAY 30 - ZANESVILLE, OH - Riverside Air­ port. EAA Chapter 425 Fly-in, drive-in breakfast 8 a.m. - 2 p.m. 1nfo: Darrell Todd, 740/450-8633.

Fly- In Calendar The following list ofcoming events is furnished to our readers as a matter ofiriformation 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, Au: Golda Cox, P.D. Box 3086, Oshkosh, WI 54903-3086. Information should be received four months prior to the event date.

JUNE 4-5 - BARTLESViLLE, OK - Frank Phillips Field. 13th Annual National Biplane Con­ vention and Exposition. Biplane Expo '99. Static Displays, forums, seminars, workshops, exhibits.

Biplanes and NBA membersfree, all others pay admission. Info: Charles Harris, Chairman, 918/622-8400 or Virgil Gaede, Expo Director, 918/336-3976.

JUNE 4-5 - MERCED, CA - 42nd Merced West Coast Antique Fly-In. Info: Virginia or Ed Mor­ ford, 209/383-4632.

JUNE 5-6 - ELKHART, IN - EAA Chapter 132 Fly-In Breakfast and Elkhart Airshow. Info: 616/699-5237.

JUNE 11-13 - MATTOON, iL - 3rd Annual MTO Luscombe Fly- In. Luscombe judging and awardsJonims and banquet. $50 cash to Luscombe that flies the fartest to attend. Contacts: Jerry Cox, 217/234-8720 or Shannon Yoakim, 217/234-7120.

Wing Piper Club annual convention. This year's theme: "Rocky MOllntain Rendezvous." Info: Kent O'Kelly, 303/979-3012, (Headwinds@msn.com)or visit the SWPC web site at htlp:wlVw.shortwing.com JULY 7-11 - ARLINGTON, WA - Northwest EAA Re­ gional Fly-in at Arlington Airport. Contact: Barbara Lawrence-Tolbert, 360/435-5857, or wlVwnweaa. org/nweaa/.

JULY 9 -II - LOMPOC, CA -15th annual West Coast Piper Cub Fly-In. Info: Bruce Fall, 805/733-1914.

JULY 10-12 - ALLIANCE, OH - Alliance-Barber Airport (2DJ). 27th Annual Taylorcrafl Owners Club Fly-In and Old Timer's Reunion. DisplaysJorums, workshops, Sat. evening prog.ram. Breakfast Sat. and Sun. served by EAA Chapter 82. Sunday worship ser­ vice. Info: Bruce Bixler, 330/823-9748, Forrest Barber 330/823-1168,jbarber@alliancelinkcom;or check www.taylorcrafl.org JULY 16-18 WEST YELLOWSTONE, MT - /3th an­ IlUal Northwest Mountain Region Family Fly-In, Safety Conference and Trade Show at the Holiday Inn Conference Center. Sponsored by local EAA Chapters and the FAA Flight Standards District Of fice. Kit plane exhibitors and seminars. Contact: Jim Cooney, FAA FSDO, 1-800/457-9917, wwwjaa. govlfsdolhln.

APRIL 25 - HALF MOON BAY, CALIFORNIA ­ 9th annual Pacific Coast Dream Machines fly-in at HalfMoon Bay Airport, 10 a.m. - 4 p.m. Antiques, classics, warbirds. vintage autos, tnlcks. Contact: 650/726-2328.

JUNE 13 - ROCK FALLS, iL - Whiteside County Airport (SQI). 17th Annual EAA Chapter 410 Fly­ In/Drive-In. Pancake Breakfast, 7 a.m.-noon. Info: Bill Havener, 815/626-0910.

MAY 1- ABiLENE KS - Abilene Aviation Associa­ tion Annual Fly-1n '99 and Pancake Feed. Info: 785/263-3970.

JUNE 16 - COOPERSTOWN, NY - (NY54) EAA Chapter 1070 Pancake breakfast and old Aeroplane Fly-In. 7a.m. - noon. Info: 607/547-2526.

JULY 25 - ZANESViLLE, OH - Parr Airport. EAA Chapter 425 Airport. Fly-in, drive-in breakfast 8 a.m. - 2 p.m. Injo: Darrell Todd, 740/450-8633.

MA Y 7-9 - PINEHURST/SOUTHERN PINES, NC ­ Moore County Airport (SOP). EAA Chapter 3 Spring Fly-In. Trophies, EAAfellowship, Friday golftour­ nament, Sat. banquet/guest speaker, Sunday poker nm, YE.flights, vintageaviationfilms, HQ: Holiday Inn, Southern Pines, 910/692-3212. Info: 910/947­ 6896, -1853 (Fax) or the web: www.southern ­ aviator.com/ad/

JUNE 17-20 - CREVE COEUR, MO - American Waco C1l1b Fly-In. Info: Phil Coulson, 616/624-6490 or Jerry Brown, 317/535-8882.

JULY 28-AUGUST 3 - OSHKOSH, W1- 47th Annual EAA AirVenture Oshkosh '99. Willman Regional Airport. Contact John Bur/on, EAA, P.O.Box 3086, WI 54903-3086 or see the web site at: www.airven­ ture.org

MAY 8 - ALPENA, MI (APN) EAA Chapter 1021 "Spring Bust Out" Pancake breakfast, 8:00 AM to 12:00 noon. Aerobatics demonstration by a local Yak 55 and Glider Towing Demonstration by Alpena Soaring Club. For information phone 517-354-5465 or 517-354-2907 or email rbock@northland.lib.mi.us MAY 15 -ALLIANCE, OH -Alliance-Barber Air­ port (2DI). Taylorcrafl Foundation and Taylorcrafl Owners Club welcomes all to the Armed Forces Day Military Vehicle showJeaturing reenactments and military displays. Food being served all day. Sod field - use caution. Info: Forrest Barber 330/823­ 1168, jbarber@alliancelink.com; or check www.taylorcrafl·org MAY 15 - COOPERSTOWN, NY - (NY54) EAA Chapter 1070 Pancake breakfast and old Aeroplane Fly-In. 7 a.m. - noon. Info: 607/547-2526.

MAY 16 - WARWICK, NY - EAA Chapter 501 Annual Fly-In at Warwick Aerodrome (N72). 10 a.m.-4 p.m.

Food available, trophies. Judging closes at 2 p.m.

Unicom 123.0 Info: Harry Barker, 973/838-7485.

MAY 16 - ROMEOVILLE, IL - Lewis Romeoville air­ port (LOT) . EAA Chapter 15 Fly-In breakfast. 7 a.m.-Noon. Contact; Frank Goebel , 815/436-6153.

MAY 28-30 - ATCHISON, KS - Ameilia Earhart Memorial Airport. KC Chapter ofAAA 33rd An­ nual Fly-In. Potluck dinner for registered guests Fri. night, Awards banquet Sat. night. On field camping, hotels, other accomodations available.

Info: Gerry Gippner, 913/764-8512 or Stephen Lawlor, 816/238-2161.

MA Y 29 - OGDEN, UT - Memorial day weekend Fly-

JUNE 19 - MOOSE LAKE, MN - Lake Air Flying Club Annual Fly-In Breakfast. 7:30-11:00 a.m. Info: Larry Peterson, 218/485-4441.

JUNE 20-25 - DURANGO, CO - Animas Air Park.

31st annllal lnternational Cessna 170 Association convention. Bassed at the Doubletree Inn, 970/259­ 6580. Info: David or Judy Mason, 409/369-4362.

JUNE 26-27 - WALWORTH, WI- Bigfoot Field (W105).

Pancake breakfast/brunch. Aerobatic demo at 10 a.m., Stearman rides and displays ofvintage aircrafl, warbirds and experimentals. 7a.m.-I p.m. Info: John Anderson, 4/4/248-8748.

JUNE 26-27 - PETERSBURG-DINWIDDIE, VIR­ GINIA - 3rd Annual State EAA Fly-In. Contact: Ron VanSickle, 832/932-4709, www.vaeaa.org.

JUNE 26-27 - LONGMONT, CO - Vance Brand Air­ port (2V2,ji-eq. 122.975). Rocky Mountain Regional Fly-In. Pancake breakfast and IlInch served on both days. For more info. see the RMRFI web page at wwwgreeleynet.com/eaaregional/index.htm JUNE 27 - HAMMONTON, NJ - (N81) EAA Chap­ ter 216 Red, White and Blueberry Festival Fly-In Pancake Breakfast. Info: George Bigge, Jr., 609/582­ 5630.

JUNE 27 - NILES, MI - Jerry Tyler Memorial Airport.

EAA Chapter 865 Pancake Breakfast. 7 a.m.-1 p.m.

Info: Ralph Ballard, 616/684-0972 or Dick Haigh, 616/695-2057.

JUNE 27 - ZANESViLLE, OH - Municipal Airport.

EAA Chapter 425 Airport Awareness Day. Fly-in, drive-in breakfast 8 a.m. - 2 p.m. Info: Darrell Todd, 740/450-8633.

JULY 3-5 - WELLSViLLE, PA - Footlight Ranch.

10th annual Fourth ofJuly Taildragger Fly-In. Info: John Shreve, 7/7/432-4441 or Email ShreveprtN@aol.com JULY 5-8 - DENVER, CO - Centennial Airport. Short

JULY 17 - COOPERSTOWN, NY - (NY54) EAA Chapter 1070 Pancake breakfast and old Aeroplane Fly-In. 7a.m. - noon. Info: 607/547-2526.

AUGUST 8- QUEEN CITY, MO -12th annual Fly-In at Applegate, Airport. Info: 660/766-2644.

AUGUST 21- COOPERSTOWN, NY - (NY54) EAA Chapter 1070 Pancake breakfast and old Aeroplane Fly-In. 7a.m. - noon. Info: 607/547-2526.

SEPTEMBER 3-6 - WELLSVILLE, PA - Footlight Ranch. 10th annual Labor Day Fly-In. Info: Johll Shreve, 717/432-4441 or Email ShreveprtN@aol.com SEPTEMBER 4 - STEAMBOAT SPRINGS, CO ­ EAA Chapter 649 Vintage Fly-In. SEPTEMBER 5 - ZANESVILLE, OH - Riverside Air­ port. EAA Chapter 425 Airport. Fly-in , drive-in breakfast 8 a.m. - 2 p.m. Info: Darrell Todd, 740/450-8633.

SEPTEMBER 1O-12-ATWATER, CALIFORNIA ­ Golden West EAA Fly-In at Castle Airport. Contact: Wltw.gwjly-in.org.

SEPTEMBER II-12 -MARION, OHIO - MERFI Mid-Eastern Regional Fly-In. Contact: Lou Linde­ mall,937/849-9455.

SEPTEMBER 17-19 - JACKSONVILLE, IL - (IJX) 15th Annual Bvron Smith Memorial Midwest Stinson Reunion. Info:eSuzette Selig, 630/904-6964.

SEPTEMBER 17-18 - BARTLESVILLE, OK ­ Frank Phillips Field. 42nd Annual Tulsa Regional Fly-In, sponsored by EAA chapter 10, VAA Chapter 10, IA C Chapter /0, AAA Chapter 2, and the Green County Ultralight Flyers. All types ofaircraft and airplane enthusiasts are encouraged to attend. Ad­ mission is by donation. Info: Charles W. Harris, 918/622-8400.

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

Contact: Bob Hasson, 302/770/6420.

VINTAGE AIRPLANE

27

-Continued from page 7­

a few rniles short by going to Dumas. I had time the tourist ladies did. I visited with lived there for a time long, long ago and each in tum while Marc gave the other a thought it would be fun to see again any­ bird's-eye view of the town and surround­ how. The field has been relocated since my ing wonders. One was a schoolteacher era, has two paved runways and a neat little from Boston and the other a visitor from Is­ flight office. The place was deserted for the evening but a telephone on the porch with rael, both delightful to talk with.

We had 95V topped off again and left the operator's phone number prominently displayed brought a prompt response. for points east about noon.

The jovial manager soon appeared and Once more across the desert, but as ad­ presented us with the keys to the courtesy vertised, a lot more scenic than further south. The meteor crater was a command­ car along with good advice for dinner and ing sight; if it had struck just a little to the overnight accommodations. After stuffing north it would have wiped out those build­ ourselves at the Steak House and unloading ings! Much further to the east, we landed at our stuff at the motel, I picked up the local Albuquerque's Double Eagle n airport out­ phone directory to see if there were any side the ABQ control zone for fuel. A names I still recognized after 47 years ab­ brand new looking corporate aviation facil­ sence. Sure enough, J. L. Kennedy still ity with nice amenities, but no restaurant. lived at the address I dimly remembered. I We settled for snacks from the vending gave him a call and asked if he would have machine and headed out again, skirting time to meet us at the airport the next morn­ north to miss the tall terrain. We had tenta­ ing. Said he'd make time.

1. L. and his dear wife Zelma were there tively planned to make Borger, Texas our when we arrived. He had found some old next and overnight stop, but nightfall began snapshots and had posted them on the of­ to catch up with us and we decided to cut it fice refrigerator before we got there. An hour's reminiscences ensued while we got the airplanes fueled and loaded, and I promised to see them again in another 40 some odd years.

Marc tried to contact our former as­ sociate, A. C. Cooper, who had returned from the Chicago area to his home town of Stillwater, Oklahoma and was working at the FBO there, but was unable to reach him by phone so we decided we'd just surprise him. A couple of hours through sunny skies and we did, indeed, surprise A.C. He Something to buy, sell or trade? was delighted to see us and took time An inexpensive ad in the Vintage Trader may be just to give us the grand tour, including an the answer to obtaining that elusive part.. 50¢ p er aviation museum in the terminal word, $8. 00 minimum charge. Send your ad and pay­ ment to: Vintage Trader, EAA Aviation Cel/ter, P.O. building comprised mostly of WW II Box 3086, Oshkosh, WI 54903-3086, or fax your ad military aircraft parts from the sur­ and your credit card number to 920/426-4828. Ads plus bombers that were stored there, must be received by th e 20th ofthe month for inser­ then scrapped after the war. They tion in the issue the second month foll owing (e. g., also had an impressive display of October 20th f or the December issue.) photographs and models of all the MISCElLANEOUS different machines that had ended BABBITT BEARING SERVICE - rod bearings, main bear­ their careers there. ings, camshaft bearings, master rods, valves. Call us Toll We rolled out again on the runway Free 1/800/233-6934, e-mail ramremfg@aol.com Web site http://members.aol.com/ramremfg/Home. VINTAGE with a 90+ degree temperature and ENGINE MACHINE WORKS , N. 604 FREYA ST., were again pleased with the perfor­ SPOKANE, WA 99202. mance of the little C-85s. Northeast across the Oklahoma landscape, towns FREE CATALOG: Aviation books and videos. How to, building and restoration tips, historic, flying and entertain­ began to appear closer together and it ment titles. Call for a free catalog. EM, 1-800-843-3612. even looked as though something might grow in the soil down there. We Newsletters for Arctic/Interstate (6 Back issues/$9.00), Beaver/Otter (31$5.00), Norseman (16/$21.00). $16.50/4 intercepted our outbound map lines issues. Free sample: write, call, fax. ALL credit cards and landed again at Pt. Lookout, Mis­ accepted . Dave Neumeister, Publisher, 5630 South Washington, Lansing , MI 48911-4999 . 800/594-4634, souri.1t was Marc's turn for a nostalgia 517/882-8433. Fax: 800/596-8341, 5171882-8341. trip so we rented a car and drove down

VINTAGE

TRADER

'~7

to the lake where the Mills' summer place had been and Marc shot up a bunch of film for old-times sake. He also remembered where a lovely lakeside restaurant was and we had a delightful dinner before retiring to a lakeside cottage for the night after picking up some breakfast provender at a local store.

Wednesday morning after a breakfast of bacon and eggs fixed the way we liked them, we headed back to the airport, plan­ ning to take our own sweet time departing since it was an easy flight home from here, but a check of the weather put a burr under our blanket. A front was rapidly approach­ ing and we made haste to depart. We skirted that storm for over two hours- a good escape route to east was always pre­ sent but we hung to our direct line without incident. We landed again for fuel at Pitts­ field, Illinois . This time the field was attended even though we utilized the credit card operated do-it-yourself pump system.

Visiting briefly with the pleasant city em­ ployee who does all the airport chores, we grabbed a quick snack and departed again for the last leg.

Big weather was still present off to our west but we proceeded without having to deviate from course. Just north of Peoria it began to darken in front of us and we de­ scended to below a thousand feet AGL where the visibility was unlimited. We re­ alized that we were beneath a thunder buster when the shock hit. By the time I could throttle back and slow to an unbreak­ able speed, it was all over and we were in relatively smooth air again. We had passed the cold front and the temperature and dew point were nearing the same number.

In front of us little sausages of very thin fog began to appear; weather to the east of us was reported as deteriorating although still VFR. To the north we could see clouds begin to gather and it looked as though we might not get home in our airplanes this af­ ternoon. As we approached Earlville, it appeared we could make DeKalb and Marc said it was about quitting time for friend Steve who worked there and we could pre­ vail on him for a ride home if we had to give up at that point.

Passing DeKalb the clouds to the north didn't appear to be any closer so we pressed on without any problem. A few miles fur­ ther and I diverted from Marc's trajectory, heading for the Funny Farm while he went on to The Landings; we both announced entering the pattern at the same time.

After tieing down, I tried to remember when I had had that much fun in any two week period. I had to give up. .....

Greg 1. Stevenson............................... Bob A. Smith ............Tallapoosa, GA .......Ashrnore, Queensland, Australia

Kevin E. Kipper.. ..... ..New Lenox, IL Tom Schweiger ............ ....... .. .............

..... .. ......... .... .. ...PettnauiTelfs, Austria Gary Kozak .........Downers Grove, IL

David G. Diedrichs ........Morrow, OR

Brent A. Burford .... ............................ ........ ..................Calgary, AB, Canada

Ryan Mueller.. .............. Belvidere, IL

Richard A. Sewell... ..Terrebonne, OR

Glen M. Abrahamson .......Pfeifer, KS

Paul D. Dougherty, Jr........Bethel, PA

Frank 1. Rosato, Jr. ... Mandeville, LA

David A. Mankamyer.. ........ ... ........... .

............................ ...... Davidsville, PA

Steven Stultz .... ..........Columbus, OH

Mark McPeek ... ........ ...Coos Bay, OR

Atli Thorottsen .....Reykjavik, Iceland Anthony Gerard Charlton ............ ...... ............. .... ..........Riyad, Saudi Arabia

Mike Demattia ........ Bellingham, MA

Clas Bergstrand ........Malmo, Sweden

George T. Foster...... .Somerville, MA

Paul G. Shultz ..... ........Fairbanks, AK

Ross H. Phipps ...... Framingham, MA

Robert E. Taylor. ........ .......Kenai, AK

Dana N. Griffin ......... ... ...... ............... . .. .. .. ................ ........Silver Spring, MD

Greg Otterson .. .. Chester Springs, PA Scott young .. .................. ....Butler, PA A. James Anderson ........... .................

W. H. Pierce USN (Ret) .................. ... ........................... ....Montgomery, AL

..............................Shady Shores, TX

Alan S. Bradford .............. Euless, TX

George L. Fox ... Sterling Heights, MI

Michael Graham .... .......Houston, TX

George W. Clarke III. ........ ....... .......... ..... .................... ..... .. .Sierra Vista, AZ

Walker Hill... ................. Flushing, MI

Robert May ........ ..... ...... Houston, TX

James G. Knight.. ........ Waterford, MI

Edwin A. Davis ...... Green Valley, AZ David A. Symanow ......Plymouth, MI

Richard A. Turner ........ .................... ..

................................ Friendswood, TX

A. Hans Friedebach ...... Victoria, MN

Frank R. C. Bacon .... ...Park City, UT

Melvin 1. Huber ......... Perryville, MO

Reg A. Hubley .......... Free Union, VA

Dr. John W. Nelson, Jr.. ..Liberty, MO

Mark A. Miller .. ...... .... Yorktown, VA

Greg Vaughn...... ..Independence, MO

G. Harper Beal... ........ Hyde Park, VT

Edwin A. Moore ...... .. ......Nesbit, MS

Lee F. Morelli ........ ...................... ......

........ ...........Middletown Springs, VT

Larry D. Rallens ................. Mesa, AZ

Michael D. Bell .......... Elk Grove, CA

John Lampe ............San Lorenzo, CA

Max Norris .......... ....Sacramento, CA

David Nye ...... .... .. Santa Barbara, CA

Ryan C. Saul ...... .........Lancaster, CA

Donald A. Dodge ......... Dupuyer, MT

Robert D. Ashman ............Tampa, FL

Bo Gamble ................Goldsboro, NC

Wesley Bacon..................Tavares, FL

Chip W. Davidson .... ... Kenmore, WA Warren R. Baier .....Fond Du Lac, WI

Steven R. Smith ........ w. Millford, NJ Stephen Betzler.. .... .. ....Delafield, WI

Christopher 1. Burklund .................... .

.............. ...... .... ...... Safety Harbor, FL Steve T. Cawthon .... .. Henderson, NV Thomas J. Kretschman ....Verona, WI Joseph H. Hughes .Milledgeville, GA

Walter Thorne .......... ...New York, NY

Jeffrey N. Rinka ........ .. Waukesha, WI

Robert L. Lanier ...... Cartersville, GA

Julius J. Thurn ............... Dunkirk, NY

Dale Williams ........... Whitewater, WI

VINTAGE AIRPLANE

29

Membershi~ Services Directo!y_ VINTAGE

AIRCRAFT Enjoy the many benefits ofBAA and the ASSOCIATION BAA Vintage Aircraft Association

~

OFFICERS President Esple 'Sutch' Joyce P.O. Box 35584 Greensboro. NC 27425 910/393-<J344 e-moil: windsock@oo.com

Vice-President George Doubner 2448 Lough Lane

Hartford. WI 53027

4W673-5885 e-mail: anfique2@aol.com

Secretary Steve Nesse 2009 Highland Ave. Albert Lea. MN fHfJ7 507/373-1674

Treasurer Chanes Horns 7215 East 46th SI. Tulsa. OK 74145 918/622-8400

DIRECTORS John Berendt 7645 Echo Point Rd. Cannon Fails. MN 55009 507/263-2414

Gene Monis 5936 Steve Court Roanoke. TX 76262 817/491-9110 e-mail: n03capt@flash.net

Phil Coulson 28415 Springbrook Dr. Lawton. MI 49065

616/624-6490

Robert C. ' Bob' Brauer 9345 S. Hoyne

Ch3~~~~9~~m20

e-mol: photopllot@OQ.com Dale A- Gustafson 7724 Shady Hill Dr. Indianapolis. IN 46278

317/293-4430

John S. Copeland

1A Deacon Street

North~~3~:}tfs 01532 e-mail: copelandl@juna.com Jeannie Hill

P.O. Box 328

Harvard. IL 60033

815/943-7205

Dean Richardson

M~~I!a~~~r~ri 7 608/833-1291 dor@resprod.com

S.H. "Wes" Schmid 2359 Lefeber Avenue WauwcrloSQ. WI 53213 414/771 -1545 shschmid@execpc.com

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

Web Site: http://.eaa.organdhttp:llwww.airventure.org E-Mail: Vintage@eaa.org

EAA and Division Membership Services 800-843-36 12 _• . •• _. .• . _. • FAX 920-426-6761 (8:00 AM -7:00 PM Monday- Friday CST) • New/renew memberships: EAA, Divisions (Vintage Aircraft Association, lAC, Warbirdsl.

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

Programs and Activities EAA AirVenture Fax- On -Demand Directory . . . . ... .. ... . . . . .. ... . .... . .. . 732-885-671 1

Auto Fuel STCs .. . .. . ... ... .. . . 920-426-4843 Build /restore information . . .... 920 -426-482 1 Chapters: locating/ organizing . . 920 -426-4876 Education . . . . ... ... .... . ...... 920-426-681 5 • EAA Air Academy • EAA Scholarships • EAA Young Eagles Camps

Robert D. "Bob" Lumley 1265 South 124th St. Brookfield. WI 53005 414/782-2633 e-ma il: lumper@execpc.com Geoff Robison

~~~EH~~~~~~7?J

219/493-4724 e-mail: chief7025@a ol.com

D IRECTORS

EMERITUS

Gene Chase 2159 Canton Rd. Oshkosh. WI 54904 920/231-5002

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

George York 181 Sloboda Av. Mansfield. OH 44906 419/529-4378

E.E. "Buck" Hilbert

P.O. Box 424

Union. IL60180

815/923-4591

e-mail: buck7ac@rnc.net

Roger Gamoll

321-1/2 S. BroadWay #3

Rochester. MN 55904

507288-2810 rgomoil@hentagehalls.org

Alan Shackleton P.O. Box 656 Sugar Grove. IL60554-D656 630-466-4193 103346.I772@Compuserve.com

David Benne" 403 Tanner CI.

Roseville. CA 95678

916-782-7025 antiquer@softcom.net

Benefi ts Aircraft Financing (Green Tree) .. . 800-851-1 367 AUA ........... " .. . . . " " " " 800-727-3823 AVEMCO . . . ... . ... . . . .. . .. . . . 800-638 -8440 Term Life and Accidental . " " .. 800-241-6 103 Death Insuran ce (Harvey Watt & Company) Editorial Submitting article/photo; advertising information 920-426-4825 • • • • • ••••. . • . FAX 920-426-4828

EAA Aviation Founda tion Artifact Dona tions . . .. ...... . .. 920-426 -4877 Financial Support .. . ... . ... ... 800-236-1025

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

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

EM Membership, VINTAGE AIRPLANE mag-azine and one year membership in the EM Vintage Air­ craft Associat ion is available for $37 per year (SPORT AVIATION magazine not included). (Add $7 for Foreign Postage.)

ADVISORS Steve Krog 1002 Heather Ln. Hartford. WI 53027 414/966-7627 e-mail: sskrog@aol.com

Flight Advisors information ..... 920-426-6522 Flight Instructor information . . . 920-426-680 1 Flying Start Progra m . . . .... . ... 920 -426-6847 Ubrary Services/ Research ... . .. 920-426-4848 Medical Questions ............. 920 -426-4821 Technical Counselors .... . . . ... 920 -426-4821 Young Eagles ..... . ........ . ... 920 -426-4831

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

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

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

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

EM Membership, WARBIRDS magazine and one year membership in the Warbirds Di vi sion is available for $45 per year (SPORT AVIATION magazine not included) . (Add $7 fo r Fo r eign Postage.)

EAA EXPERIMENTER

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

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

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.

Copyright

e 1999 by the EM Vintage Aircraft Associalion

All rights reserved.

VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by Ihe EM Vinlage Aircraft Associalion ollhe Experimental Aircraft Associalion and is published monlhly at EM Aviation Center. 3000 Poberezny Rd" P.O. Sox 3086. Oshkosh. Wisconsin 54903-3086. Periodicals Postage paid at Oshkosh. Wisconsin 54901 and at addrtional mailing offices. POSTMASTER: Send eddress changes 10 EM Antique/Classic Division. Inc.. P.O. Box 3086.

Oshkosh. WI 54903-3086. FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via sortace 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. EDITO­ RIAl POLICY: Read"" are encouraged to S(Jbmrt stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility lor accuracy in reporting rests eotire~ with the contributor. No renumeralion is made.Materiai should be senllo: Ednor. VINTAGE AIRPLANE, P.O. Box 3086. Oshkosh. WI 54903-3086. Phone 9201426-4800.

The words EM, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, FOR THE lOVE OF FLYING and the logos of EM, EM INTERNATIONAL CONVENTION, EM VINTAGE AIRCRAFT ASSOCIATION, INTERNA­ TIONAL AEROBATIC CLUB, WAR BIRDS OF AMERICA are ® registered Irademarks. THE EAA SKY SHOPPE and logos of the EM AVIATION FOUNDATION. EM ULTRALIGHT CONVENTION and EM AirVenture are trade­ marks of the above associations and thei r use by any person other than the above association is strictly prohibited.

30

APRIL 1999

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Gr G. Leslie Sweetnam Woodstock, CT Began flying July 1997 Joined VAA March 1998 AHends fAA chapter fly-ins - Favorite fly-in : Tail Wheel Fly-In at Robertson Farm, Connecticut

AUAis

G. Leslie Sweetnam rolls out his '52 Cessna 1708 for another flight.

"My wife gave me an introductory flying lesson for my fiftieth birthday and I passed my Private Pilot checkride 10

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To become a member of the Vintage Aircraft Association call

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