STRAIGHT & LEVEU Espie "Butch" Joyce 2
AlC NEWS
3
AEROMAIL
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THIRTY FIVE YEARS AT THE OUTER MARKER Dutch Redfield
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MYSTERY PLANE! H. G. Frautschy
10 TAKEOFF ACCIDENTS/ Roger Gomoll 13 SUN 'N FUN '99/ H. G. Frautschy
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TIGER MOTHS AND RACING Michael Maniatis
24 PASS IT TO BUCK
E.E. "Buck " Hilbert 28 CALENDAR 29 WELCOME NEW MEMBERS
Publish er
TOM POBEREZNY
Editor-in-Cllief
JACK COX
Editor
HENRY G. FRAUTSCHY
Managing Editor
GOLDA COX
COlltributillg Editor
JOHN UNDERWOOD
COlllplller Graphic Specialists
BETH BLANCK OLIVIA L. PHILLIP PIERRE KOTZE
Photography Staff
JIM KOEPNICK LEEANN ABRAMS KEN LICHTENBERG MARK SCHAIBLE
Advertising/Editorial Assistant
ISABELLE WISKE SEE PAGE 30 FOR FURTHER VINTAGE AIRCRAFT ASSOCIATION INFORMATION
AIGMT
by ESPIE "BUTCH" JOYCE PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION
This month, in your Vintage Airplane you will find bi ographies of the Officers and Directors who are up for election as an Officer or Director in the association. These in dividuals are pleased to donate their time and expense to your Vintage Airplane Association. By taking care of the many things that need to be done on a year 'round basis, the dona tion of their time and talent helps ensure that each member can enjoy being a part of the organization. As a general rule, each of these officers and directors will average almost 30 days oftirne in Oshkosh between meetings and other activities. The cost or expense of this effort on their part is paid out of their own pocket. Most of this time is en joyable, but there are times when it is just basic hard work. For my part, I consider it a pleasure and an honor to work side by side with these people each year. Just this morning I was informed that George York passed away the night of May 19,1999. Until George's health caused him to step down as one of your Directors, he was very dedicated to the vintage aircraft movement and re mained dedicated to the cause. George was one of the original group who helped to form the then EAA Antique/Classic Division. He served as an Officer and Direc tor from the time the group was founded until only a couple of years ago when he became ill. George was the chief Clas sic judge at Oshkosh for years. A WW-II Navy pilot, he flew four-engine seaplanes in the Pacific. After the war he re ceived an engineering degree and worked for Jim Gorman in Mansfield, Ohio. He was one of the first inducted into the EAA Antique/Classic Hall of Fame. George was known for his great knowledge of the Beechcraft Staggerwing and also served as an officer of the Staggerwing Club. He was the type of person who would always let you know where he stood on any subject. He would also let you know how you stood with him and I am proud to say that he always let me know that I was his friend. Everyone who knew George will miss him as much as I will. George, tell Brad I said hello. I have mentioned before that I left the Baron at Hawk Air craft in Tampa to have a new paint job applied. In the different things I do for a living, it is nice to have the Baron to travel from place to place. I have been called to do several aircraft appraisals in different locations by a couple of differ ent banks. To fill the gap while the Baron is laid up, I have called N2628K, my 8E Luscombe, into service to help me do my business. The Luscombe is not quite as quick as the
Baron, but it makes up for that deficit by being a ball to fly . With my trusty Garmin 195 GPS and a hand-held com we took off the other week for a cross country down to South Carolina. The trip was around 1.5 hours each way, which was great as the drive would have been 4 hours one way. I landed and taxied up to the gas pump, parking beside a Cessna Citation Ill. When I got out of2628K the line boy (or should I say person now) walked up to me and the first thing out of his mouth was, "Okay, what is it?" At that point I could have told him anything, but I was an honest person and explained that it was a Luscombe 8E, built in 1947. He looked at me and said, "Well , it looks nice anyway." He was just finishing up fueling the Citation, which took a little over 1,000 gallons ofjet fuel. Next, he came over to the Luscombe for a top off. It took a total of 8.5 gallons (I had done some touch and goes the weekend before this trip). I was even able to pay for the fuel with cash. Sometimes sim pler is better! The V AA Chapter 3 Spring Annual Fly-In was held this year at the Moore County airport located in Southern Pines, NC. This event is always held the first full weekend of the month of May each year. There was some confusion as to what is to be considered a full weekend. Here is my opin ion, but should someone have a better definition please let me know. As everyone will agree, the weekend is generally Saturday and Sunday, but if the fly-in activities for the total weekend start on a Thursday or Friday, then those two days should be days that are in the same month as the Saturday and Sunday. Now that we have that out of the way, the weekend at Southern Pines was very enjoyable. It was reported that there were some 170 aircraft in attendance and it should be noted the EAA B-17 was on hand . Rides on the beautiful old bomber were sold out for three days. Also, the Carolina Aviation Historic Foundation's Pied mont DC-3 was there for everybody's pleasure. The awards banquet was a lot of fun, and on Sunday some of us went on a poker run to different airports . When the poker hands were put together my wife, Norma, had the best hand with two pair (she always catches the biggest fish too). I always enjoy the grassroots fly-ins and love to see old friends again each year. Do your thing and ask your friends to join the Vintage Aircraft 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! .... VINTAGE AIRPLANE
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" A 1f .H.
A N E WS
compiled by H.G. Frautschy
VINTAGE CLASSIFIED ADS What do you do when you've got just the right piece for someone else out there who needs it to complete their restoration , but you just don't know where to advertise it so the right people will see it? Why, advertise in Vintage Airplane! A Vintage Airplane Classified ad will reach over 9,000 men and women who are just the people you want to reach, thousands who are actively looking for parts and ser vices for their vintage airplanes. In addition to reaching just the right people, you can do so for minimal cost. Only 50¢ per word, with an $8.00 minimum. At those rates, you can reach each and every V AA Member (and many others who just happen to pick up the magazine and read it in hangars around the country) for less than a thousandth of a cent! Send your ad and payment to : Vintage Trader, EAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903-3086, or fax your ad and your credit card number to 920/426-4828. Ads must be received by the 20th of the month for insertion in the issue the second month following (for in stance, to place an ad in the July issue, you need to have at the EAA Editorial office no later than May 20th). METAL SHAPING AT AIRVENTURE '99 EAA and the Vintage Aircraft Associa tion will again present our metal shaping forum . Just as in 1998 , it will be in the workshop tent next to the VAA Headquar ters, just east of the Theater in the Woods. The same group of highly skilled craftsmen have been invited to return. Again, you will see the compound curve in sheet metal being formed using numerous methods. From the hollowed out tree stump and Marvin Wahl's Box Elder mallet to the Pullmax machine we will be shaping metal. English wheels: kick stretchers and shrinkers, hammers, doi lies, slappers, spoons, forming heads, and shot bags will be demonstrated too. Ever heard ofa "snarling tool?" We will have some. Remember this is hands-on-don't just stand there and watch, try it yourself. A craftsman new to us this year is Steve Stringer who will explain and demonstrate clay modeling. Although used for many 2 MAY 1999
year~ in the automotive design and proto type mdustry, clay modeling has now found its way into the aircraft industry via the ~AA ., An ex~elle~t example is Cirrus De sIgns SR20 Intenor. Wanting to create a completely new approach in aircraft design, Cirrus contacted Alternative Automotive Design (AAD) to assist and guide in the styling and construction of the complete in terior, around the known engineering requirements and placements or mandatory components. The process of clay styling, having been used for over 70 years in the auto industry, has been long thought of as being art form beyond the scope of the av erage handymanl homebuilderl FRP laminator, etc .. We hope that's about to change. AAD's President Stephen Stringer will give hands-on demonstrations and seminars during this year's EAA AirVen ture ' 99. Steve will present a variety of projects from continuous video presentations to con struction of various aircraft related components, along with the methods of cre ating quick (minutes, not days) synthetic gypsum molds, along with methods on pro duction tooling in epoxy tooling foam, all methods, materials and techniques used in the prototype and one-off production of glass, epoxy FRP, aluminum and steel tool ing. One project piece will be the air scoops and wing tips for a restoration project being undertaken by the Valiant Air Command in Titusville, Florida. A WW-II Grumman Hellcat from the bottom of Lake Michigan is being restored by this volunteer group of re tired Grumman and other aircraft industry individuals and enthusiasts. They have re stored many of the available components, but for many areas, no replacements, or re storable parts are available. AAD, along with Eclder Manufacturing of Titusville, Florida constructed two (handed L&R) oil cooler intake scoops complete with inner ductwork from original blueprints. The wing tips, constructed from archive photos and the finished parts, tools and clay work will be on display for all to compare construction methods and time savings. Basic itinerary: Day One: 10-12 a.m., Clay modeling demos of wing tip construction; 2-4 p.m., General question and answers along with video, slide presentations, etc. Day Two: 9-11 a.m., Quick mold making (finished wing tip); 1-3 p.m., Mold making and finishing along with general clay modeling. Day Three: 9-11 a.m., Clay modeling demos of air scoop construction. Day Four: 10-12 a.m., Quick mold mak
ing (fmished wing tip). If you have any questions about our metal shaping activities planned for Air Venture '99, you can call me, Steve Nesse, evenings between 9:00-10:30 p.m.,
CDT,507/373-1674. SWIFTERS ON THE WEB A number of type clubs are getting very active on the world wide web, as they dis cover its ability to get a lot of information out to many people, without a lot of extra work for each "hit." An excellent example can be found at: http://www.napanet. net/-arbeau/swiftlindex.html the Globe/ Temco Swift Home page. Check it out, and if you have a favorite type club home page you're proud of, drop us an E-mail at vin tage@eaa.org, and we'll include the address ...... here in Vintage Airplane.
THE COVERS FRONT COVER . .. Apair of beautiful Stin son 108s shot during the Sun 'n Fun EAA Fly-In. In the foreground is the 108 restored by B~tch Wa~sh ~f Arlington, VA, and right off hiS left wing IS Don Goodman with his 108-3. Photo by Jim Koepnick, shot with a Canon Eos1 n equipped with an 80-200mm lens. EAA Cessna 210 photo plane flown by Bruce Moore. BACK COVER . .. Burt B. Mader painted "See You Next August" as one of aseries of paintings done by him that depict many of our favorite civilian classic airplanes.As Burt explains: "'See You Next August' expresses the joyful, friendly atmosphere that pervades all the attendees of the annual fly-in called 'Sentim.ental Journey to Cub Haven', a well e~tabllshed event involving aI/ who love P!per Cubs, other Pipers, or just airplanes, pilots and down home nice people. It's held where most of the Cubs were built, in Lock H~ve~, PA and until the year after I painted thiS picture was always held in August. Iron ical/y, it is now an annual June event. "Peop/~ faf!1iliar wit~ the Wm . T. Piper Memonal Atrport can Identify the old Piper factory, the office building, and the engi neering buildings in the upper left (southwest) corner of the field and hangars #1 and #2 on the right. ''The day is Sunday - most of the Cubs (up to 250 J-3's alone), plus other makes too, have already gone home. "The guy couldn't leave in his Piper PA-18 Super Cub until al/ his friends had it has that effect on me, too. I hate to leave!" Prints are available , and you can write to Burt at 40 Hudson Rd. , Sudbury, MA 01776.
BIRD MEMORIES Dear Mr. Joyce, I thoroughly enjoy Vintage Airplane-- when I read it I get to relive the past. The letter regarding the Bird was modified a bit from the version sent Dr. Woodward and Dick Hill in 1995. I hear from Dick on oc casion. The letter detailing my experiences with Robin, NC82H, was sent to Terry Bowden also in 1995. This letter was triggered by the photos of Robin in one of the recent magazines and pictures ofthe Bird which graced the cover of your magazine and was used in advertise ments. I own a KR which I built over a period of 12 years and a Bakeng Duce which I recently purchased and fly on occasion. After a lifetime career in aviation I still en joy getting the wheels off the ground. Bird NC876W I was pleasantly surprised to see the pic ture ofNC876W on the cover of Vintage magazine. I last saw the airplane at Naper Aero, Naperville, Illinois in 1987 when I tried to buy it-for the second time. I first purchased it in the summer of 1936 from Spinney Leech (?) a Stinson dealer based at Roosevelt Field, Long Is land, NY. I was the second owner and used it to barnstorm in the state of Connecticut during the period 1936-39. I then sold it to an FBO in North Carolina who planned to use it in the secondary program of Civilian Pilot Training Program. I did not see it again until I visited Naper Aero as a result of information which I received from Dick Hill while at Oshkosh. It is my recollection that this airplane was customized for a well-known aviatrix, a member of the Aviation Country Club of Long Island. The club logo was embla zoned on either side of the cockpit at the time of my purchase. I seem to recall that the upper wing was shorter than that of a Kinner Bird which I owned prior to purchas ing the model C. There were two large fixed landing lights installed in the lower surface of the upper wing. A metal fairing stream lined the lights. There were instrument lights, nav lights and an electric starter pow ered by a large battery installed in the front cockpit. There was no generator. It was an easy starting engine which we hand-propped when barnstorming.
The instrument lights were controlled by a rheostat switch which utilized an open coil of wire and a wiper type contact adjusted with a control knob which the pilot used to control the level of lighting. One night, while returning from a weekend of barn storming, I adjusted the rheostat which shorted, depositing red hot pieces of wire on the fabric floor of the cockpit. I distinctly re call watching those bits of wire bouncing on the fabric under my seat until they cooled, a process which lasted a long lifetime. It was instrumented front and rear. There was a liquidometer fuel gauge which was ex tremely accurate . The cockpits were trimmed with blue leather. The brakes were mounted on the rudder bar and, since there was little space between the bottom of the front seat and the floor, it was necessary to twist one's feet so that the toes pointed out ward. The heels were placed on the brake pedals and the opposite pedal pushed to se cure braking, to tum right hold the right brake and push the left bar. Since the farm ers objected to their alfalfa being tom with a tail skid, I installed a Bassick commercial type full castering wheel of the type used on machinery or pallets. This made for an in teresting situation on the ground, I didn't let many fly it. The exhaust manifold was coated with a black porcelainzed fmish and attracted much attention. Surprisingly the porcelain acted as a flux when welding any cracks. It had a ring cowl and, with the front windshield re moved and a cockpit cover installed, it was a sleek looking machine . I regularly used strips of 800 to 1000 feet in length while barnstorming and it would haul anything which we could put in it and there were times when we tested it. It indicated about 105 in cruise. As I recall it was rather heavy on the controls. On some days I made as many as 70 or more takeoffs and landings from short fields . I was braver and in better shape than I am today. I made a scale model and painted it in the same way that 876 was painted at the time I owned it. I sent some pictures of the model as well as the Brunner Winkle logo, removed from the airplane at the time of re covering of the fuselage, to Dick Hill for his archives. I'm looking forward to seeing it one day, I'd love to fly it, but that's probably
not possible. NC82H, letter to Mr. Bowden, 1995 In April of 1936 I went to work for James Wales in Stratford, Connecticut as a pilot for his seaplane service. At the time, he had a C-3 Aeronca on floats and 82H, on wheels, at the Stratford Airport. I had never flown a seaplane but was hired for the grand sum of $15 a week when I succeeded in getting the C-3, 37 hp, off the water with both of us in it. It was glassy water to boot! My logbook shows that on April 20, 1936 Wales and I flew the Robin to the North Beach airport which is now LaGuardia Field. Edo had a hangar on the west side of the airport which was not much bigger than that portion of LaGuardia occupied by the Marine Air Terminal some 30 years later. We arrived in the early afternoon and some time later had an assemblage of wires, struts, fittings and a couple of floats which I learned I was to install. I didn't know it but Wales had convinced Edo to let us use their hangar after closing, he didn't know that I was look ing forward to a night in a hotel. Edo had redesigned the float attach fit tings and the new type utilized a ball-socket type connection at the strut ends. The sock ets were bolted to the fuselage as well as the floats, the ball-ended struts enplaced and held in place with the rigging wires. Since the ball was free to float out of the socket until the rigging was tightened, nothing was stationary, everything moved in all direc tions. Talk about a Chinese fire drill! With plum bob, eyeball and a fair amount of luck I finished the job as the morning shift re ported for work. We then flew it to Port Washington for li censing where George Gay, of the Department of Commerce and chief inspec tor for Pan American Airways, would issue the license if aU was well. It was necessary to have a starter unless the engine was very small, the Challenger required a starter. We had a starter for a Lib erty engine which would mount to the case. The spline did not fit, however, so we re moved it, mounted the starter and installed a battery. When Mr. Gay tested the starter we convinced him that the Bendix spring appar ently had broken and he issued the license, not without reservation. After all, the spring could not be repaired at Port Washington. - Continued on page 33 VINTAGE AIRPLANE
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Outer Ma r~er Holland "Dutch " Redfield (EM 48441 " VM 27803)
Cutchogue, NY has generously offered to allow us to publish exerpts from his book 'Thirty-five Years At the Outer Marker, " his memoirs of an aviation career that reached from the commercial use of open cockpit biplanes well into the jet age. Over the coming months, weill ride along with Dutch as he flies us from upstate New York lakes to the excitment of an old hand flying commercial aviation's latest machines. It
Prologue It is the middle of a black December night. We are airoome and I am alone in the beautiful upper deck lounge of a span,king new Boeing . The 747, although being used for training tonight , is months away from its final FAA Airworthiness Certification prior to its introduction into the service of the world's airlines. There are only four other people aboard this huge airplane that can carry as many as 440 people. After an in-flight exploration of the main cabin area to see what all positions sound and feel like in flight, I have just returned to the upper deck and am now seated in a comfortable lounge chair. The door to the cockpit has swung shut and latched because of the motions of flight, and I do not wish to disturb the remaining souls aboard that are hard at work in the dimly illuminated crew compartment just forward of my position. I am a trainee aboard with my assigned partner, Bob Weeks, Chief Pilot of the Atlantic Division of Pan American Airways who is also going through 747 pilot training at the Boe-
ing factory in Seattle. This¡ sour first flight on this monstrous ma~hine and our first chance to operate its controls. We are climbing eastward with Bob at the controls and I watch the lights of Seattle slide farther and farther behind the family silhouetted huge wing and engines . The Cascade Mountains sliding in under us are not actually visible in the inky blackness below, but all are aware of their lurking presence as the airplane growls steadily skyward. Suddenly without warning power is snapped back on all engines and a powerful aerodynamic shudder shakes the airframe as the airplane decelerates, is banked steeply, then pitched over into a steep tail-high dive . We are a huge dark shape hurtling earthward toward the unseen mountains below, marked only by our three running lights and the soft glow emanating from the cabin windows. "Good God," I thought, "What am I doing here?!?" If you'll stay with me, I will endeavor to explain while endeavoring to also express to the airman, or nonairman , the great joys , the frustrations , the deep satisfactions
should be an enjoyable journey. ,
.. H. G. Frautschy 4 JUNE 1999
by Holland "Dutch" Redfield
that have been my lot in a career totally d evote d to av ia tion . It started at age 15. Chapter One In July, 1927 when only 11 years old I trundled my battere d Co lumbi a bicycle to the top of a hill in Syracuse's eastside Lincoln Park, arriving there early and then waiting for lon g hours searching the eastern skies for the Spirit of St. Louis flown by C harles Lind bergh, who was to fly over the city durin g hi s triumphal tour of the country after his tran sa tlantic crossing of a few months before. Following the fly-by, he touch ed down a Syracuse 's local airport on the ther side of town, at that time just an emerald green beauti 11 sodded field. uring these days my head was in e clo ds dreaming of airplanes anH a iat0rs, hile poring through flying magazines and malting balsa wood airplane models covered wi tissue and banana oil. But such models, although capable of. flight, were too easily smashed and to me just never looked right. My interest soon turned to exactly scaled non flying models that were meticulous in appearance and detail, and I sa vored t)1eir functional loveliness. On my 13th birthday, after weeks of pestering, my mother drove me to the air or on a Sunday afternoon a pr,ese t Q a $2.00 airplane die . This ay I ended up alone in the drafty Qpen fron cockpit be my ne pilo friend was e to find anyone e lse , and I uess he wanteo to go fly' ng any . I was ba ely able to see over leather cockpit coamings of the biplane powered by a WW I Curtiss OX-5 water-cooled engine, but this few minutes flight turned out to have lasting effects as I fi st experi enced the soft surge oj; lIfting wings and the thrust of a propeller. It has ever since delighted me. Proceeding through grammar school and junior high school at the same time as I, with secret assembly hall signals, spit ball throwing and unscheduled trips to the principal's office , was a sc h ool fr iend , Barb June, w ho fi rst exposed me to, and then shared with me, the same youth ful and avid preoccupation with
doors, as easily lifted tails were hoisted and the planes whee l bar rowed abo ut. Outside in the sun li ght we would help wipe the accumu lated dust off, pump tires and hand pump wonderful smelling aviation gasoline in preparation for the Sunday afternoon ritual of five minute sightseei ng rides up and around the airport. During the summers, the airport would be completely encircled by the cars of Sunday afternoon sight seers who were there for th e so le purpose of watching the airplanes fly. Despite our youth and imma turity we would trail behind and then on our own try to se ll plane ride tickets to those who had been passed up by the more professional airplane ride salesmen. Occasion ally we would make a sale and then be at great odds as to which of the local pilots we should deliver our customers to , the best flyer in our v iew , or the one with the newe st and shiniest airplane. me. " One of us would occasionally be taken along on a passenger fli ght f1 y:ing machines . Bar and I more when only one already-sold customer and more found OUli elves playing had possibly been kept waiting overly hooky ana riding bieycles to the air long for someone else to buy a ride, port on the ou skirts of town where accompanying him as a dead-heading we would poke around du y, f1at second passenger in the open front tired airplanes ,stored fa in the back cockpit. These sought-after but in of c01d han&,ars. When sure that no frequent exposures to the feels , one was lookin g we'd climb into sounds and smell s of flight were tan them then carefully manipulate the talizing and overwhelming, and Barb control sticJ<s and rudder bars while and I would sweep hangars, wash oil watching with fascinatio n th e sur streaked bellies, or anything else that faces move on wingtips and tail. And might need doing in the hopes that we'd stick our noses outside the we'd be noticed when opportunity leather cockpit coamings and, while for such a flight occurred. looking past the dead propellers like It was wintertime and Salt City Air real wartime flying aces, pull the Service had their beautiful Buhl Air trigger and fire our "machine-guns" Sedan completely dismantled with its into the airplane ahead, or carefully parts scattered about the heated lean jockey our inert machines into make to of Salt City' s big hangar. This was believe intricate formations with the largest and fillest airplane operated each other. The wonderful smells at Syracuse and probably all of New and the fabric tautness of the dust York State as well. The Buhl was a covered , highly painted airplanes very rugged six place cabin biplane, conjured up wonderful and imagined powered by a nice cylinder Wright J feats of airmanship as the hangar 6-9 engine of 300 hp. The plane was utilized by Sa lt City for passenger echoed our whispers. On Sundays we would pitch in and charter flights to New York City, De help with the task of brute strength troit, Chicago and all over the country. opening the heavy hangar doors, then The company also possessed a Kin from tightly packed positions , we ner-powered Bird open cockpit would help unravel the biplanes fro m biplane used for instructi on of new their interlocked wing and tail posi pilots and Sunday sightseei ng flights. Because we seemed to be hanging tions and out of the gap in g han gar
".. .but this few
minutes flight turned out to have lasting effects as I first
experienced the soft surge
of lifting wings and the thrust of a
propeller. It has ever since delighted
VINTAGE AIRPLANE
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around and underfoot so much, an awareness of our frequent presence at the field inevitably developed among the airport's aviators and mechanics. At Salt City there were many menial chores that had to be done as part of the Buhl fabric recovery and the en gine overhaul job that was in progress. One day Barb and I were called in from the cold drafty hangar where we had been shuffling around the airplanes in our floppy overshoes. We stepped into the heated front of fice with its glass showcase full of pilot logbooks, leather helmets and aviators goggles, wondering what we had done . We were asked by Fred
around the puffy white clouds I could see outside noisy classroom windows and it became more and more difficult to apply myself to English, Algebra and French when thoughts were really engrossed in flight control pressures and movements, and propellers and fabric covered airplane wings, and powerful radial engines. There were many chores that needed doing on the Buhl as well as the other airplanes housed in Salt City's hangar: removing paint from the Buhl's aluminum cowlings with gooey paint removers, forever sweep ing hangar floors, wiping oil runbacks and dried mud from bellies and un
weights and of incredible strength. We cleaned and polished and helped Ed with magnifying lenses inspect the grayed aluminum crankcase and the close finned black cylinders, and rods, and pistons, and valves of the beautiful Wright en gine laid out on a spotless worktable. Here was developed an appreciation of the great beauty and the power so apparent in every component part of the engine's polished "innards ." The micrometer and magnifying glass examinations that were given every single part of that lovely en gine , and the sensitive fingertip handling that Ed gave them all, left
III daydreamed at my desk as / made imaginary beautiful, graceful banks around the puffy white clouds / could see outside noisy classroom windows and it became more and more difficult to apply myself to English, Algebra and French when thoughts were really engrossed in flight control pressures and movements, and propellers and fabric covered airplane wings, and powerful radial engines. II
McGlynn, Salt City's Chief Pilot, and Ed Boss , their Chief Mechanic , whether Barb and I would like to pitch in and help with the Buhl over haul on weekends and afternoons after school. Our work would be in exchange for some airplane rides , or perhaps even on a more restrictive basis, credit could be given for some flying instruction time which would be paid off when we were old enough to obtain our student pilot certificates at age 16. Barb and I had a year to go for this and although the airplane ride aspects had great attraction, the thoughts of being able to don a pi lot ' s goggles and helmet, then climb into the rear cockpit of Salt City ' s Kinner Bird to actually receive fly ing instruction, compounded into overwhelming fulfillment of our most wonderful dreams. It was inevitable that school skip pin g would begin taking place and with more and more frequency, and that school grades would begin suf fering because thoughts were an y where but in school. I day dreamed at my desk as I made imaginary beautiful, graceful banks 6 JUNE 1999
der-wings of closely packed airplanes, with the latter being done with frozen fingers that resulted from bare-hand handling of gasoline soaked cleaning rags whi Ie lying prone on a cold hangar floor . And we also spent much time in the warm hangar shop, here discovering a won derful camaraderie as we came to know and understand others with the same avid interests. In the Shop Ed Boss taught us to stretch over and stitch the soft pliant fabric envelopes to the Buhl ' s frail appearing yet very strong wooden wing ribs with long, long straight rib stitching needles that were poked through to our partner unseen on the opposite side of the large wing, trail ing yards and yards of rib stitching cord that had to be kept free of tan gles. And on blowy wintry afternoons in the warm shop we learned to savor the euphoric and wonderful banana oil aromas of the nitrate dopes that were used to tauten, strengthen and fill these soft, yielding cotton cloth wing envelopes into graceful, stream lined functional forms that produced shapes and airfoils of very light
lasting impressions of the love that those who are associated have for these geometric creations of strokes and impulses. PART II In the early 1930s American Air ways (now American Airlines) operated Airmail Route Number 21 (AM 21) across upstate New York. Whenever possible, I would forego a hot supper at home and instead have a hamburger and a bowl of soup at the field so as to be there when the evening flight from Cleveland, Buf falo and Rochester landed and took offen route to Albany and New York. Often I was able to climb up on the tri-motor's wing with Tex Perin, an old-time Jenny pilot who had been forced to turn gas man due to many forced landing injuries , shattered jaws, and the like, while I helped Tex fuel the airplane. On wintry nights blowing snow and high winds were the norm. Quite often with the airport covered with drifting snow the captain, after fuel ing, would request ballast in the form of several people to help hold the tail
down as the airplane was taxied across the field to takeoff position . Many times, along with other volun teers, have I proudly draped myself across the horizontal stabilizer of a tri-motor Stinson to prevent it from nosing over as its fat main landing gear wheels pushed through un plowed drifts. Back on the tail in the darkness it was a rough, bitterly cold ride behind the strong propeller streams. The signal, after the air plane had been swung into the wind at the airport boundary, for us to drop off, would be a brief pause before the throttles were opened wide. As the plane disappeared in the night there would then be a long head-down hike through the snow and blustery wind back to the distant hangar lights. Often a trip would have to ovemight at the field and the wheels would be chocked and the airplane left out all night in the wind and bit ter cold . Getting the cold-soaked engines running the following mom ing could require many hours of fatiguing work , with plumber ' s torches and stove piping to duct hot air to the tarpaulined engines, with many spark plug changes, starter changes and battery changes as the day wore on.
Sometimes all of these efforts would be of no avail, in which case it would be necessary for the snugly hangared smaller planes to be wheeled outside so the big airliner could be man-handled inside and positioned in front of the hangar's heater blowers. Attempts to get engines running would continue inside with Ed Boss, because of the plane's run-down bat teries, swinging the propellers by hand on the hangar floor. One cold March day after the en gines of a tri-motor had been thusly warmed, Ed beckoned me inside and T followed him forward through the empty passenger cabin and into the cockpit. Here, he carefully explained how I was to operate the throttles , fuel mixture controls , the ignition switches and the fuel primers. In or der to get the center engine running he had positioned a high platform in front so he could swing the propeller by hand. For a IS-year-old to be in an air liner' s cockpit, then on top of that to feel and hear in the echoing hangar the engine's shuddering into life and responding to my positioning of en gine cockpit controls was an early and appreciated responsibility be cause confusion, misunderstanding,
or misuse of cockpit controls could do great harm and possible injury to Ed. I enjoyed the responsibility. Curtiss A viation had established one of its many nationwide bases of operation at the Syracuse Municipal Hangar, from which they operated a busy flying service using Curtiss Fledging biplane trainers and Cur tiss Robin cabin monoplanes for sightseeing and charter flights. Working for Curtiss was a young Syracuse aviator, Merrill Phoenix, who was in later years to become a very dear friend . One February afternoon Merrill ambled up to Salt City' S office for a visit with Fred Mc Glynn and during the conversation suggested that he would enjoy flying the Bird, as he of ten did, when its engine had not been run in several weeks. Mac intimated that because we were around the field that aftemoon, perhaps Merrill would take Barb and me with him and give us each some instruction time now owed us for our work on the Buhl overhaul. This wintry flight with Merrill and my very first time to experience the response of an airplane to my hands - Continued on page 26 VINTAGE AIRPLANE
7
Our June Mystery Plane is supplied by Pete Bowers, who took the photo of this stubby biplane in June of 1942, while snooping around an abandoned airport in Belmont, CA. The fellow peering in the cockpit is William Larkins, who would become renowned for his historical docu mentation of the Ford Tri-Motor, as we ll as many ot her lit erary aviation projects. You r answers need to be in at EAA HQ no lat er t han July 25, 1999 for inclusion in the September issue of Vint age Airplane. Send your Mystery Plane correspondence 10: Vin tage Mystery Plane, EAA, P.O. Box 3086, Oshkosh. WI 54903-3086. Ijyou 'd prejer 10 send your response via e mail, send it to: vintage@eaa.org Be certain to include both your name and the address in the body ojthe copy and put "(Month) Mystery Plane" in the subject line.
by H.G. Frautschy
built it to show quality. It won afew awards locally. 1 looked in my logbook and noted that 1 was flying it for the photos taken and pub lished in Sport Aviation in February 1975. The photo flight was made on 10-24-74. The plane had never been certified and had an "NX" number when rebuilt. Your photo shows a straight N54082. Later, NX54082 was added. The plane came to another hard part of its life when it was severely damaged when the hangar it was in was destroyed in a tornado. The plane was sold and the new owner said he meant to rebuild it, but that was 10 years ago and nothing so far has been heard. Joe Johnson is the man who also re built the Luscombe Phantom that used to be on display in the EAA museum.
Our March Mystery Plane was familiar March issue] taken in the east in 1960, it to many of you. By golly, we got over 30 has the lines ofearlier Luscombes, more responses, many from members who have so than the Sedan. It was severely damaged later in a bad Tom Hamblet
not taken part in our little guessing game. VAA320
Welcome to you, and thanks to our many windstorm and put up for sale. Grand Prairie, TX
Joe Johnson and Bobby Slaton bought regulars who help fill in the details on one it and brought it to Texas where they reof our favorite subjects, old airplanes. Here are a couple of notes from our members: , - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - . . , DearH.G., 1 want to respond to the March Mys tery Plane in Vintage Airplane. It is a Luscombe Colt, four-place plane designed by Don Luscombe after he left the com pany. The company went ahead and pro duced their design as the "Sedan. " Don had a firm here build two exam ples, and this Colt is the only one that has survived. As noted in the picture shown [in the 8 JUNE 1999
From Marshall, TX we received this note from a man with a boy hood personal recollection of the Colt: Our Mystery Plane for March is the Weatherly-Campbell Aircraft Company "Colt. " This prototype was built in Dallas immediately af ter WW-/J with production planned for early 1947. It had a 190 hp Lycoming engine with fixed pitch propeller, throw-over dual controls, all metal construction with monocoque fuselage, single spar, single strut braced compound tapered wing. Thejlaps were mechanically operated with three positions. Lus combe fans will recognize the lineage. It was designed originally by Fred Knack with Don Luscombe and substantially modified for pro duction purposes by Raymond Weatherly and William Campbell. The Colt was unveiled in October, 1946 during the Texas State Fair at Texas Private Flyers Day, coincidentally as Luscombe was announcing its all metal 85 hp single-strut Silvaire. The Luscombe Sedan came a few years later. Specifications for the Colt were impressive for the time. The gear tread width was over seven feet, it cruised at 140+ mph (top at 160). The roomy sound-proof cabin with sloped instrument panel carrying four adults, 120 lbs., ofbaggage with full tanks (60 gals.) was luxuri ous according to the test pilot. The short-field, rough-field, climb (1,000) fpm) and landing speed (52 mph) performance made the Colt a very desirable airplane at its projected $5,000 price. Our father, Dave "Red" Curry was the test pilot. He is visible at the controls ofthe Colt in the enclosed photographs taken at the new Highland Park Airport near the SMU campus. The Colt gathered dust in the back ofthe hangar until sold at auction when the airport was closed. Dad also served as a test pilot for Globe during the de velopment ofthe Swift. His spin testing resulted in the addition of dihedral to the horizontal stabilizer to improve the stability of the Swift. Dad's friends will remember him as an active pilot, instructor, designee, mechanic and aerial applicator in the Dallas, Corsicanna, Gatesville and Mexia areas. Keep up the excellent work on Vintage Airplane.
Yours truly, Doyle Curry (VAA 22762), Marshall, TX James Curry (EAA 445707), Mexia, TX Sandy Curry, Denver, CO
Other correct answers were received from: H. Glenn Buffington, Baldwin, LA; John Kennelley, Norwalk, IA; Ralph Nortell, Spokane, WA; Peter Bowers, Seattle, WA; Jim Montague, Lake Elmo, MN; Dale Rupp, Mahtomedi, MN; Cy Gal ley, Rock Island, IL; Jim Gurr, Alden, MI; Roger Miller, Middletown, OH; Joseph Handelman, Annapolis, MD; Ted Giltner, Tamaqua, PA; William Knox, Woodstock, GA; Kaz Grevera, Swmyvale, CA; Robert Nelson, Bismarck, ND; Harry Barker, West Milford, NJ; Marty Eisenmann, Alta Lorna, CA; Fred Hollaway, Ontario, CA; Larry Knechtel, Seattle, WA; Alan Moyer, Perkasie, PA; Joe Nix, Toccoa, GA; Paul Smoker, Intercourse, PA; Herbert deBruyn, Belle vue, WA; Lowell V. Curtis, Des Moines, IA; John Clark, Eagan, MN; Jerry Carlyle, Winthrop, ME; Steve Wilson, St. Charles, IL; Gene Chase, Oshkosh, WI; Owen Bruce, Richardson, TX; Lester F. Everett, Jr., Crawfordsville, IN; P. Douglas Combs, Phoenix, AZ. The Luscombe Colt does still exist, and is presently being restored by Jim Zazas, author of "Visions of Luscombe - The Early Years." Jim is slowly making headway on the project. For more reading on this four-place Luscombe, we'd recommend pages 246-247 of that book, as well as the aforementioned article in SpOIt Aviation. ......
Doyle Curry sent along these shots which show his father, Dave "Red" Curry during his test flying of the Colt, circa Fall. 1946.
VINTAGE AIRPLANE
9
"A takeoff accident! How in the world could anyone have an accident on takeoff?"
Takeoff Accidents in Tailwheel Aircraft by Roger Gomoll any pilots consider the takeoff so benign as to be routine. But insurance figures show that takeoff accidents still happen- especially in tailwheel aircraft. Many of these accidents are due to a loss of directional control. Some of the causes are out of the pilot's control, like a blown tire, a malfunctioning brake or tailwheel, or a drastic change in wind speed or direction. But some of the causes of takeoff accidents are within the pilot's control, making many takeoff accidents preventable. Here are a number of ways that you can reduce your chances of having to answer the dreaded question- "How could it have happened to me?"
M
Preflight check First things first. A complete and thorough preflight is in order before each and every flight. And as you preflight your conventional geared aircraft, pay particular attention to the tailwheel. A disconnected, broken, or stretched tailwheel spring or connecting chain will severely compromise your ability to control the aircraft as the takeoff progresses. Pay particular attention to the tailwheellocking mechanism. Steerable tail wheels commonly found on light aircraft may have a plunger that lifts at the extreme travel of the tailwheel for full swivel. If the locking plunger for this mechanism has a lot of play, there may be a chance that the pin may shear with a forceful control movement, leaving you without control at the very time you need it the most. If your tail wheel is a full swivel wheel with a locking control in the cockpit, as found in heavier tail wheel aircraft such as Wacos and Stinsons, inspect the tailwheel with the locking lever in the up and in the down position- making sure that the plunger operates as it is supposed to. When the tailwheel is locked, put a mild sideways force on the fuselage and check for extra play. It's amazing how 10 JUNE 1999
quickly tailwheels wear. The combination of being in a very dirty environment and the rugged use and neglect that they inevitably get makes for a very short lifespan. As you walk around your aircraft, pay particular attention to the brakes. Check mechanical brakes for loose or frayed cables. Check hydraulic brakes for broken or cracked brake lines and for fluid coming from the wheel cylinders. These are indications that your brake system may be failing. In rugged winds you'll need your brakes. They may be your best friend on a dicey takeoff. As you're looking at your brakes, it may be a great time to assess your aircraft's brak ing system . Is it the old, barely serviceable system that came with the aircraft? Does it function only good enough to keep you stopped on run-up? Strongly consider updating your brakes with a new system. On that windy day as you're wrestling your aircraft to a stop on a narrow runway, you'll be glad that you spent the money to install modem, reliable brakes. While you're at the main gear, give more than a cursory glance at all of the parts of the main gear. If a bungee cord is sagging, old, and frayed or a supporting brace or flying wire is cracked and about to break, there may be a wild ride in your future . Crosswinds can create a sizeable sideload on your gear. Putting extra stress on already stressed components could lead to failure.
Taxiing Even before you begin to taxi, check the brakes . Do they engage with even amounts of pressure? As you taxi, check your brakes by using them. Do they operate normally- and stop you in a reasonable distance ? Now is also a great time to check your tailwheel steering. Does it feel loose or uncertain? Does the full swivel mechanism release too easily, leaving you without tailwheel steering in a pinch?
On the Runway One type of takeoff accident is to have a collision on the runway with another aircraft, or to have to brake or swerve your aircraft to avoid another airplane. Countless tailwheel aircraft have been abruptly perched on their noses as a result of hard braking to avoid landing traffic. The way to avoid these kinds of accidents is very apparent: look before you move. Unfortunately, not all of our aircraft are designed to maximize visibility. To make doubly sure that there are no other aircraft in the pattern, try a quick 360 degree tum on the taxiway before taking the runway. That wi ll ensure the best visibility in all directions, and you won't be surprised by the no-radio pilot who decided to make a tum from base to final right over the numbers . Relying on a radio for collision avoidance is using secondary information - your eyes are your best defense. With the pattern clear, it's time to take the active and prepare for that faultless takeoff. Line up on the centerline, using all of the available runway. Move forward a few feet to make sure your tail wheel is straight, and the locking mechanism has taken hold. Then stop. Make a last minute cockpit check- especially looking at flaps, trim, and fuel selectors and gauges. Look again at the wind, and add aileron appropriately. How much aileron should you add for wind? The FAA says that ALL the available aileron is the appropriate amount. At the beginning of the takeoff roll, the stick should be full back in tailwheel aircraft. As you get ready to apply power, take a moment to review your abort plan. Are you prepared to pull power if you haven't achieved your expected speed by a certain point? Are you prepared for an engine failure just before or just after takeoff? With all of these items checked off, you're ready to go. The Takeoff Roll While the brakes are still set, begin adding power. Take a moment before re-
leasing the brakes to check the oil temperature and the oil pressure. When you ' re focused back on the runway, release the brakes and add the rest of the power for takeoff. The distraction of checking the gauges or other things inside the cockpit during the takeoff roll can cause you to lose directional control. If your aircraft begins a gentle turn towards the side of the runway while you're distracted, resist the temptation to immediately get the aircraft to the center of the runway. The best advice in these situations is to stabilize, then correct. Stabilize your course to arrest the movement toward the edge ofthe runway. Only then, begin a slight correction to the centerline if you need to. The first few seconds of the takeoff
As you begin to move, resist the temptation to immediately push the stick forward. For the first few seconds, you want the tai lwheel firmly planted on the ground to maximize the effectiveness of tailwheel steering, or of the locked tail wheel to provide directional control. Only when you are sure of having enough speed to ensure rudder effectiveness should the tail come up off the ground. In light aircraft, a count of three is usually sufficient time to wait. A smooth raising of the tail is always in order. The propeller acts as a giant gyroscope. If you have any doubts about the strength of gyroscopic precession, take a small spinning gyroscope and hold it in the approximate position of a propeller in a tail low position. Then quickly move it to the normal flight position and feel the tendency of the gyroscope to move. The force is proportional to the speed at which you moved the gyroscope. The normal takeoff
For a normal takeoff, you should lift the tail high as high as it normally would be in level flight. This will give you an angle of attack that will minimize aerodynamic drag and maximize your ability to get to your rotation speed. As you increase in speed, slowly reduce the crosswind correction- and slowly reduce the amount of pressure that you're applying to hold the tail into position. At rotation speed, you should have just enough crosswind correction in place to keep your aircraft from moving sideways - and if your aircraft is trimmed properly, you should be holding little, if any, elevator pressure to keep the tail aloft. As you pass through the rotation speed, you can apply a little up elevator to
begin your climb. Establish your best rate of climb speed, and you're off. The soft field takeoff
For a soft field takeoff, raise the tailwheel just slightly when you achieve control effectiveness. This will maximize your angle of attack, allowing your aircraft to lift off at the minimum possible speed. As you stagger into the air at the earliest possible moment, the trick is to begin decreasing the angle of attack without touching the ground until you achieve the best rate or best angle of climb speed. (Your choice, depending upon any obstacle clearance issue you might have.) There are pilots who use the soft field technique as their takeoff technique of choice. They feel that since the conventional geared aircraft is more controllable in the air than on the ground, the sooner they get into the air the easier the aircraft is to handle. They argue that the slower liftoff speed puts less wear on the tires and the landing gear, and puts the aircraft in a better position to be controlled at the earliest moment. Since the aircraft is more at home in the air, the sooner that one can effectively and controllably get the aircraft into the air, the higher the chance of making a safe takeoff. It's difficult to argue with that - especially as one witnesses pilots holding conventional geared aircraft on the ground long past the point of when they should have started climbing. But there are times when the tail low takeoff should be avoided. Here's one: It's a short runway. Most likely grass, possibly dew covered. The aircraft may be under powered and loaded to gross with fuel and gear. The pilot, eager to get the aircraft off the ground, begins a soft field takeoff. With tail low and angle of attack high, the aircraft is in a position to maximize lift- and also to maximize aerodynamic drag. When the aircraft is light, on a hard surface, or if the wind is blowing, most light aircraft will get off the ground in the shortest possible time with full power and the tail low. But this time, in these conditions, with maximum angle of attack, maximum drag, maximum weight, and poorest field conditions, there just isn't enough power to pull the aircraft fast enough to get it into the air. In what seems like a very short time, the aircraft has overflown most of the runway. The pilot is confused, checking the tachometer- looking at the flaps to see if they're down- or is just staring at the treeline coming up all too soon. The choice is to power back and try
to stop, or to charge ahead and hope you gain enough speed to get over the trees at the end of the runway. If the pilot had reduced the angle of attack to a minimum, decreasing the aerodynamic drag by lifting the tail higher, there may have been a chance to get the aircraft airborne. I don 't know about you-but I've witnessed successful ends to this scenario and unsuccessful ends to this scenario . The successful outcomes end in increased heart rate and sweaty palms and maybe some leaves and branches in the gear- or a slight embarrassment as the pilot offloads gear or waits until the wind picks up. The unsuccessful ones have to be trailered out of the woods. Downwind takeoff
Downwind takeoffs offer their own kind of problems. "But who in their right mind attempts a downwind takeoff' you ask? There may be a couple of instances where you may consider a downwind takeoff. One would be when the runway is oriented in a way that makes the downwind option much safer than the upwind option. If there were large trees on one end, for instance- or if you were on a mountain strip that had an unusual grade. Or, you may be flying at Oshkosh during the Convention. On numerous occasions, controllers have asked pilots to land and to depart with tailwinds of more than just a few knots. A miscue here may not only put you in the ditch, but you'll be doing it in front of a hundred thousand people. Be prepared by considering the downwind takeoff. The biggest difference in a downwind takeoff is the apparent wind. A tailwind of 5 knots would make the apparent wind 0 knots when you're traveling 5 knots down the runway. That means that your wingand other control surfaces- will act as if you were standing still on a calm day. Expect the responsiveness of your controls to be diminished during the early part of the takeoff run. The secret to downwind takeoffs is to keep the tailwheel (which may be the most effective control you have at the beginning of the downwind takeoff roll) on the ground until you are absolutely assured of control effectiveness. Takeoff accidents are more common than we ' d like to think. Many of them can be avoided with a bit of planning and forethought. The next time you're ready to go at the end of the runway, review the points we've discussed here, and smile - knowing you've become a little better as a pilot. ..... VINTAGE AIRPLANE
11
WHAT OUR MEMBERS ARE RESTORING
by H.G. Frautschy
STINSON 108
Don Thies (EAA 586798, V AA 29240) (left), Randolph, NE dropped us a note to share photos of his pretty 1947 Stinson 108 Voyager, powered by a smooth running 165 hp Franklin. He has owned it for over 20 years, keeping it on his 1,5 00 ft. strip on the family farm located in northeast Nebraska. A few years ago the fabric started looking bad, so a rebuild with the help of Vernon Sudbeck (right) and his wife Bonnie had the know-how to get the airplane redone. Don's wife also provided a lot of help as well, work that was rewarded with the top Neo-Classic award at the AAA-APM fly-in in Blakesburg, IA. Congratula足 tions to the Thies'!
CUB FUN
Ryan Johnson (center) (EAA 430352), Dodgeville, WI is pictured with his dad, Jerry (EAA 142544, VAA 5878) and brother Cory (EAA 468383 , V AA 22819) in front of the Cubby restored by Mr. Johnson and his sons. The Cubby's restoration was interupted by the restoration of the Piper L-4 shown in the other photo, which Ryan and his dad flew out to Michigan to its new home. "It was awesome - we flew hard all day and it was the best weekend of my life," wrote Ryan . Now the restorin ' Johnsons are looking for a Vagabond or a real J-3 Cub to rebuild. 12 JUNE 1999
Aerial photography by Mark Schiable Ground photography by H.G. Frautschy
As the years pass, Don and Wendy Gaynor of Englewood, FL continue to improve their Beech K35 Bonanza. A completely new paint job frames a neatly reuphol stered interior. This year, they were pre sented with the Best Custom Contemporary Trophy.
A nice Spring morning spent on the porch in a swing or rock ing chair - who could want more? Before heading off to look at showplanes, Dr. Roy Wicker (foreground) takes a few min utes to relax on the VAA Chapter 1 headquarters veranda with his cup of coffee. Later in the day, Roy will be back for a cool cup of lemonade.
Bud Rogers fires up the Chevrolet V-8 firewall forward pack age he and his fellow employees at Thrust, Inc. have put together as a drop-in replacement for a Curtiss OX-5 engine. Engineered so the engine can be installed without mount modifications, the Chevrolet can be run until you desire a change back for historical reasons to the OX. Thrust also offers plans and components for a Thrust engine conversion pow ered Travel Air 4000 replica, which you can see in the back ground. The haze in the background is the smoke from a local brush and forest fire which hampered Fly-In activities on Thursday. For information, call Bud at the number shown on the tool box - 407/324-9433 . VINTAGE AIRPLANE
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Bar Eisenhauer, Winter Haven, FL took home the Antique - Best Monoplane trophy for his restoration of this very nice BL-6S Taylorcraft.
This sharp Piper PA-16 Clipper, powered by a 108 hp Lycoming, belongs to Harry Murray, Jr of Turnersville, NJ.
If the Cub Coupe is your thing, then this is going to be of inter足 est - this is the prototype Piper J-4 Cub Coupe, owned and restored by John McEnaney, Orlando, Flo 14 JUNE 1999
Doug Coombs and the Don Luscombe Aviation History Foundation gave us a treat when they put together something that had been a dream of Don Luscombe's many years ago - a turboprop model 8. While never completed by Don after its conception in 1950, this modified machine with its clipped wings can climb out at an almost ridiculous angle and a nice rate - 2,500 fpm . The turbine engine is an Apex (Solar) T62T32A 1-32, originally used in the Boeing Chinook helicopter as an Auxi liary Power Unit. It develops 150 hp. An NSI CAP 140 prop is mounted to the Ross Aero 2.85:1 gear reduction unit added to the gear reduction on the engine itself, which steps the turbine shaft rpm down from 66,000 rpm to 2,200 rpm at the prop. The DLAHF is in the midst of a final push to secure a permanent home for their organization, which has collected and preserved a large number of tooling and drawings of Luscombe aircraft, and have been actively involved in keeping many a Luscombe in the air. For more infor足 mation, contact them at DLAHF, PO Box 63581, Phoenix, AZ 85082 or call 602/917-0969.
Chip and Sue Fisher of Senoia, GA have been enjoying their recently restored Piper PA-12 Super Cruiser, subject of an article in Vintage Airplane in June, 1998. The stock Cruiser was the winner of the Best Restored Classic (101 足 165 hpj trophy. Great VAA hat, Chip!
N3089B is the constant work-in-progress of Ron Karwacky of Riverside, CA. The persimmon trim on pol足 ished silver really stands out. Ron has been flying this 195 for over 15 years, and, in fact, received his initial tailwheel checkout in this very airplane, with no prior tailwheel experience!
Taking a seat in the shade, some of the spectators and those who have been manning a booth in the Type Club tent get settled in for the afternoon air足 show. If you come to the Fly-In looking for information on a specific brand of older airplane, you can often find what you need right here.
Looking northeast, the VAA headquarters building is on your left, tucked in at the edge of the tree line. Can you spot your vintage airplane?
Betcha haven't seen one of these except in some corner of a book on floatplanes - this is the one and only Piper PA-23 Apache on Edo floats. Flown by Belgian Erik Banck, the Apache is used primarily for twin-engine float training.
Having a fly-in during the school year means a great loca足 tion for a field trip! These school kids and their teachers were just a few of the hundreds who came to the Fly-In to learn about aviation and history. 16 JUNE 1999
Stan Dollan's Meyers OTW still looks great, its deep black paint not yet covered in the fine dust that was the result of the extraordinary drought experienced in Florida this past Spring . Officials had trucks spraying water on a regular basis each day, which helped a lot to keep the dust down. Later in the week, the dry conditions contributed to a brush fire that blackened over 200 acres a couple of miles to the south/south足 west of the airport. End of the week rains helped bring relief to the parched state, and the fire danger for Florida began to ease somewhat after Sun 'n Fun.
Hooray! Bob Coolbaugh is done with his Monocoupe ! With the help of Andrew King, Bob completed the restoration of his 110, powered with a 125 hp Warner engine. The wild color scheme was originally created for the Detroit Air Show, an event similar to today's huge auto shows in many major metropolitan locations.
The Swifters always show with a strong contingent of beautiful air足 planes for us all to drool over, but please don't touch!
VINTAGE AIRPLANE
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Is it our imagination, or is aluminum metal polish getting better and better? This exceptional example of a Cessna 140 is owned and flown by Billy LaForce of Big Sandy, TX.
The little Mooney M-20A seems to be gaining in pop足 ularity. We look forward to the day when we see a fully restored M-20 take home all the marbles in the Contemporary judging category. This nice example is owned by Marshall Seymour, Gold Hill, NC.
Harry Mutter has been campaigning the " City of Angels" Piper PA-12 Super Cruiser on behalf of the Piper Aviation Museum of Lock Haven, PA. This PA-12 is one of two flown around the world in 1949. We'll have much more on this airplane and its restoration in a future issue of Vintage Airplane . 18 JUNE 1999
Holding the Best Custom Classic (over 165 hpj award are Don and Wanda Goodman of Goode, VA. Their Stinson 108-3, restored with help from craftsman Butch Walsh, is an exceptional piece of work.
And then there were three ... Len McGinty, Thonotoasassa, FL, is happy to say he has seen the end of the restoration of the prototype Johnson Rocket. The only one built with a conventional landing gear, the majority of the restoration was done at Kevin and Jim Kimball's shop in Zellwood, FL. The first Rocket now joins Roy Foxworthy'S and Orville Fairbairn's as three fly足 ing Rockets in the world out of 19 produced.
Mike Reese searched for many years looking for just the right Grumman G-44 Widgeon to buy. First delivered to the Coast Guard as a J4F2, it was declared surplus and went through a series of private owners. Once he found it, Mike brought an already great airplane up to the pin足 nacle of standards for showplanes. Mike is the owner of the former home base for McKinnon Conversions. VINTAGE AIRPLANE
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(Top) One of the prettiest speedsters of the post-war age, the Bellanca Cruisair. Th is fine example is owned and flown by Ozzie Levi, Lancaster, CA. (Left) Just fresh from a new paint job, this Luscombe Model 15 Sedan might look familiar. It's been flown by Frank and Marilyn Lamm since 1974. Frank says the Sedan is a good airplane as long as the pilot learns its particular ways and does not try to make the airplane do something different.
(Right) This great looking 1956 Piper Apache was restored by Lori Seymour of Atlanta, GA. (photo by Jim Koepnick).
(Below) Ohh, boy! Thundering along behind a beautiful Wright J-6-9, this is Roy Redman's Waco ATO recreation done for Jerry Wenger of Powell, WY. With a custom paint job that hearkens back to the beautiful work done by the original company in Troy, OH, the ATO is a spec足 tacular airplane.
We'll be looking for you in Lakeland for the 26th Annual Sun 'n Fun EAA Fly-In, April 9足 15, 2000. See you next year! 20 JUNE 1999
TIger Moths
and Racing
by Michael Man iatis, Chairman, The deHavilland Moth Club of the USA hile most American airplane enthusiasts affectionately view the Tiger Moth as the slow flying, forgiving biplane trainer of the RAF during WW II, it is also remembered in England for an illus trious civilian career as personal transport, aerobatics mount, and rac ing machine. In 1925 Sir Geoffrey deHavilland designed the Gipsy Moth, which was the forerunner to the Tiger Moth . During the period between 1925 and 1931 , the Gipsy Moth was raced often in such prestigious events as the King's Cup race, a closed course handicapped race held annually in England. A close in spection would reveal that the Gipsy Moth has all the attributes for racing success. A light airframe, a thin air foil section of only 6.5% thickness and a narrow streamlined fuselage with an in-line engine all combined to make an efficient biplane. As the design matured, the fuse lage developed from a wooden box structure to steel tube construction
W
By the time war broke out in 1939, all Tiger Moths, even civilian owned examples, were absorbed into the military. Most were usedfor training and observation duties. in 1928 . In 1931 the Cirrus engine of 90 hp was replaced by the newly designed Gipsy Major putting out a whopping 130 hp at 2500 rpm. This added considerably to the perfor mance of the aeroplane and brought the Gipsy Moth into the public eye as a higher performance machine.
Also in 1931 the overall growth of the deHavilland company led it to try to attract a military contract by submitting the Gipsy Moth as a pri mary trainer. The first RAF objection concerned the visibility over the nose - it was restricted by the upright engine. The engineers knew they could rectify that prob lem. They would simply turn the engine upside down. Now the nose sloped down from the cockpit top, improving the forward view , and the thrust line became higher , al lowing for better prop clearance . Unfortunately, the RAF was still not satisfied . With the top wing directly over the front cockpit and all those wires, how could a pilot wearing a parachute get out quickly? The en gineers at deHavilland went back to work . They decided to move the top wing forward to clear the cock pit, but in doing so they introduced a e.G . problem . The solution sweep the wings back and then they added more dihedral for ground clearance on the bottom planes . VINTAGE AIRPLANE
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Barnstorming Tiger Moth showing off its slim fuselage and thin wings during ribbon cutting .
Two of the four Super Tigers put together by Roll ison aircraft for the Tiger Club.
G¡AOXS with streamlined hood over Bagington Aerodrome, Coventry, scene for many years of the National and Kings Cup Air Races.
Tiger Moth G-APDZ "The Bishop." The lower wing faring and cockpit fairing are visible in this close up photo.
Thus, the Tiger Moth was born and accepted for use in the RAF. During the thirties, with tensions mounting in an unstable Europe, most Tigers went to the RAF, but some were bought by civilians and u sed in flying clubs throughout England, where the general population had access to flying activities . These consisted of flight
days as an RAF trainer an d now the government was dispo sing of the fleet. Many Tigers left England for flight school s in Holland, Belgium and France. The one bright spot was that at the time one could be had for as little as 150 pounds Sterling. This seemed to be just the catalyst needed to start one of the most famous of all civilian flying clubs - the Tiger Club .
A Tiger Moth could be rented for as little as 45/- per hour. The requirement for joining was 100 hours flight time. You also had to be patient, since you had to wait for a vacancy! training, aerobatics and even racing at some clubs . This also had a large influence in preparing future military pilots. By the time war broke out in 1939 , all Tiger Moths, even civilian owned examples, were absorbed into the military. Most were used for training and observation duties. The postwar period got off slowly for civilian flying in England. The country was involved in a recession and money was tight. The Tiger Moth had outli ved its 22 JUNE 1999
Originally located at Croydon airport in southern England, the Tiger Club was founded by Norman Jones. Croydon was an ideal location, for it was where Rollisons, one ofthe premier Tiger Moth overhaul facilities , was located. A second branch was set up at Fair Oaks airfie ld . Potential members could chose either location . All flying at Croydon was under the supervision of C. Nepean Bishop. Costs were kept to a minimum . A Tiger Moth cou ld be rented for as littl e as 45 / - per
Tied together formation of "The Canon" "The Archbishop" and G ACDC during a Tiger Club Demonstration. ACDC remains the oldest surviving Tiger Moths.
July 1961, Tiger Moths G-ADUY and G-ACDC bending around the Pylons.
hour. The requirement for joining was 100 hours flight time. You also had to be patient, since you had to wait for a vacancy! The Tiger Club was not really a primary training facil ity, but they were interested in the finer points of flying, such as developing the prospective aerobatics pilot, and providing opportunities for racing. Many of the Tiger Moths were raced on the weekend shows put on to enter tain the paying public. These shows were scheduled at different airports during the flying season. They usually consisted of two or three heats of racing followed by parachute demonstrations, aerobatics, some individual acts, and the final racing heats in the afternoon. In 1960 the club moved to Redhill , not far from Gatwick. It had grown to over 400 members and be came internationally known for their weekend displays and participating in National aerobatics and racing competitions. Several Tigers were modified with in verted fuel systems and racing modifications. One such Tiger Moth was called "The Archbishop" after flight leader Nepean Bishop, now affectionately referred to as "Bish." This airplane was modified by removing the upper wing tank and placing the tank in the front cock pit. The center wing section was neatly faired over and a cover placed over the front cockpit with front wind screen removed. The engine was upgraded to 145 hp and the final step in the transition was mounting a Fairy
Tiger Moths and one Jackaroo (modified Tiger) lines up with engines roaring for the start of the National Air Races.
Reed metal propeller. The modifications were so suc cessful that a second Tiger was modified to similar specifications and named the "Deacon." A third Tiger mounted a streamlined canopy from the front cockpit to the rear and also doubled as an air taxi. These aircraft could reach speeds in excess of 120 mph and became quite famous for their racing and aerobatics routines all through the 1960s. But inevitably, such an old design could not remain competitive and by the mid '60s they were clearly becoming outclassed by more modem de signs. Interest in handicapped racing was diminishing in England and some of the large sponsors reduced their financial support. Today the Tiger Club is still in existence now located at Headcorn in Kent, and is still arguably the world's largest and best known all-pilot flying club . They are still putting on aerobatics displays and giving shows in the same tradition as when Norman Jones and Bish were running things and yes, they are still occasionally bending those Tiger Moths around the pylons. Credits : The Tiger Club A Tribute - by Lewis Benjamin Tiger Moth - by Stuart McKay .......
VINTAGE AIRPLANE
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PASS IT TO BUCK by E.E. "Buck" Hilbert EAA #21 VAA #5 P.O. Box 424, Union, IL 60180
WOW! HELLO OLD FRIEND! I wondered where you went. How long have you been here? It sure is good to see you. These were some of the thoughts that crossed my mind when I met this "Old" Friend at the Combat Air Mu seum at Topeka, Kansas in February. Actually there were a couple of "Old" Friends there in the museum. The first one to get my attention was Elton Rowley ' s I N-4 replica . Elton, unfortunately now deceased , gave Matty Laird and yours truly rides in this Milwaukee Tank pow ered "wind wagon" back in 1976 when we had the dedication of the monument to the Wichita Pioneer Aviators. This monument is located on the fringes of the McConnell Air Force Base, and is a beautiful trib ute to the people who birthed the Aviation Center that Wichita was and is today. Just beyond the Jenny was the Number One Meyers OTW. Del Denly, an avid antiquer from Osce ola, Iowa had scrounged, scratched , begged and traded everything he had back in the '60s to get this air plane restored and flying . Harold Lossner of Des Moines did the en gine for him, and a lot of us Antiquers did our best to encourage and help . Del , also now deceased , was a prominent figure in the early days of the AAA Air Power Mu seum . His pick-up and trailer were used to great advantage bringing donated airplanes and artifacts to the fledgling museum . With both of us being Aeronca C-3 aficionados, we had a lot in common. 24 JUNE 1999
------ A good Qia-Harvard I N-4 replica built by Elton Rowley
When Del's health began to fail, and the airplane had to be sold to cover the bills, I wanted it, but just couldn't forego my own family obligations to acquire it. Where it went, I never knew, but here it is .. . Hello again, Old Friend. I could go into great detail about the times we had flying together. Del in # 1, me in #2, Harold Loss ner in #57, and Chuck Downey in his "Fly Navy," but that's all past history only valued by the two of us who have survived. The memo ries are sweet and sorrowful at the same time. On past the Meyers, another "Old Friend" ... a Fairchild UC-61 K, but different now than when 1 last saw it. It had a round engine on it in the old days; now it has a Ranger. The gentleman doing the restora tion told me that he hoped to run it that day. His workmanship on the restoration is pretty darned good. I found it hard to believe, but he'd fabricated the entire cowling, in cluding the nose bowl, from scratch! Now that is an accom plishment. Sand bag and a mallet metal forming is a lost art unless you are a Younkin . In the Combat Museum collec tion are quite a few jet fighters and light bombers. We did see an array of " flight ready " airplanes - a Boeing "Kaydet" (Stearman), a Harvard and so me heavy iron, but I'm narrow minded and aside from the North American 0-47B, I really wasn't too interested. These great big clunkers were the mainstay of the Air National Guard in the late thirties and seeing this one trig gered more memories of my high school days and my first instructor who flew them from Chicago's Mu nicipal Airport. He and his 0-47 were second only to Lindbergh in this kid's mind. The visit was worth the effort and the admission price. At least to me as I learned where and what had become of these fondly remem bered "Old Friends." Take a look at the pictures, courtesy of the Com bat Air Museum. Over to you,
The No.1 Meyers OTW, restored many years ago by Del Denly.
A Curtiss 0-478 - what a beast! VINTAGE AIRPLANE
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THIRTY FIVE YEARS at the OUTER MARKER -Continued ji-om page 7 and feet on its controls made deep and lasting impressions. Many years later, and not too many years ago, I endeavored to convey to myoid friend how much this flight on a bit ter cold day had really come to mean to me over the years. I wrote of this in a poem to Merrill describing the impact of this wonderful event in my life. IT WAS THERE - YOU SHOWED ME!! Merrill - old friend
We are both getting old.
Of some wonderful memories
There's one need be told.
With Barb, I' d swept hangar
When said you to Mc Glynn.
T'would do Kinner Bird good
A long time since a spin.
Oil heater was immersed
Then pried doors along icy track.
Much snow on the ground
As we three pushed her back.
Stiff prop you pulled through
And the switches worked I.
T'was a responsible chore
That for privilege we'd vie.
Five cylinders soon cycling
Prop swished, you stepped back.
Nice sounds us to hear
From collector ring stack.
Cold prop stream you leaned into
How controls worked showed me.
And already life
some feel was there
Though airstreams flow wings
not yet see.
Soon you flew her you climbed her
Up into her sky.
On bright cold winter day
She was eager to fly .
Strong thrust through prop
from engine
So firm and yet so pure.
In snug rear open cockpit
Not much cold for me endure.
Wings structures held very rigid
With shaking struts and tight wires.
Here gracefulness so lovely
Sensed only those who're flyers.
And framed by struts and
tau fabric wings
Tipped the airman's sky,
you banked so I'd see.
Such sturdy plane 26
JUNE 1999
such friendly sky
I was sure no harm
you'd let come me.
Then you yelled,
"here, let me show you"
"You follow me through! "
And you upped her and downed her
Deft touch was there from you.
Such light movements I followed
As graceful turns you did make.
With something so nimble
Could I hope duplicate.
And you said,
"Now you've got her"
"Let's see how you do!"
Oh, Lord, what a feeling
Here held live thing for true!
Such light touches did it
New feels did I sense.
In spite very taut muscles
Not at best when so tense.
The plane's every fibre
With her controls now alive.
Must nudge her so lightly
So's not hurt her I strive.
A shared feel of the sky
Came back to me from you.
'Cause what I was sensing there
This you already knew.
Can recall to-day your helmet
Your hand signals still see.
And the sheer awe and wonder
"Good God, was this me?"
And you made me sense and feel it
And you drove it in deep.
I knew it now and grabbed it
Forever for me to keep.
Only ten minutes up there
But that's all that it took.
And that which you left me
For years others still look.
Then you brought her back
to land her
Controls still felt I with you.
To bare small spot, snow
covered field
Where drifting snow still blew.
Though frozen stiff as I climbed out
For first time did I know.
Yes, at last I knew no longer guessed
The way for me to go.
In the next few weeks as I con templated and savored this wonderful flight a new and powerful drive took over. If there had been any previous doubt on the direction for me to go, the light now illumi nating the picture was precisely directed and with an attraction that was strong and unmistakable.
My father was ill at the time and there was difficulty sharing with him this important phase of my life now being entered, but my mother tried and I know that she saw and under stood what was going on within me . She was later to respond after months of soul searching, and what T now know was agony, by permitting my withdrawal from high school, af ter a promise to return in a year. It was only a short while ago that I learned that Professor Shea, my school principal encouraged this . I have never doubted that this move was the proper one for me, because I have been an extremely happy man in my profession. Age 16 quickly came around and with much trepidation I took my very first flight physical from "Doc" Lewis, the Department of Commerce medical examiner, at his office in downtown Syracuse. Whether I would squeak through, or not, caused worry and apprehension. Flight phys icals to this day have the same effect. A pilot 's logbook was selected from the showcase in Mac's Salt City office and I was prepared to record any flight instruction that might be received. The overhaul on the Buhl continued and my logbook shows several dual instruction flights on the Bird and one on a Taylor Cub, with new flights exceeding 20 minutes. All of my flying time for quite a few years was earned by working for each minute flown and I would do any chore at all, on anyone's airplane , car, or anything else, to earn even five minutes flying time. In Septem ber 1933, after three hours and 30 minutes instruction, I was soloed. It is difficult to describe to the non-airman the wonders of a pilot's first solo. There was a total aware ness of where I was, my left foot was on the left rudder pedal, my right foot on the right rudder pedal, the throttle in my left hand, the control stick in the fingers of my right hand, and the wide seat belt firm across my lap. Goggles are pulled down , then the throttle eased full forward, and the lightened airplane without my in structor is felt to accelerate as it never has before. The landing wheels trun dle and rattle across the lumpy , sodded field as with the rudders I hold a straight course. A gentle pres sure on the now live stick and the
buoyant wings take over with a soft surge of lift. As I climb away I ease my gog gled face over the leather cockpit coamings into the airstreams of flight and look back at my instructor kneel ing on the grass, watching me fly away, and at the moment both of us are very much alone. To better fly, I scan the horizon forward of my posi tion, and the now empty front cockpit with its untended dual controls mov ing as do mine, shouts his absence as the thrott le is eased and I start my glide for the field and my very first and totally alone landing. As I hunch low in the cockpit be hind the Bird's tiny rear windshield, as I bank and descend , the lovely, sodded field slow ly swings into a beautifully framed position, framed by the upper and lower wings ahead of me, and their struts and bracing wires. Their sighs and moans and whistles of flight produce de lightfu l tone cues of much aid to the open cockpit airman. The field boundary fence line slips toward, then beneath, the lower wing panels and alone and not far ahead is my instructor, who during my circuit of the field has walked forward to a position near which I am to touch down. I start my level-off for land ing with the gentlest of pressures on the very live controls, and now with out the pull that kept me gliding on my slide downhill from the landing pattern, speed rapidly falls off. I must keep the Bird's wheels from touching before all lift is gone lest we do an ungainly bounce back into the air. A faster and faster backward movement of the stick becomes more and more necessary to hold the plane's wheels on ly a few inches from the grass tops and they must be kept there until the last ounce of
rapidly fading lift has been nursed driving permit. Yet joys similar to from the wings. solo continue for all airmen, being The stick is now full back and in renewed and savored each time a my stomach. The wings can support personal contribution has been made flight no longer and with a fluff and toward getting any airplane up , or gentle shudder, as the last tenuous down, and it is there whether direct grasp is lost, we settle to the ground ing or being directed, and whether with a whump. I stay busy with the supporting or being supported by rudder to ho ld her straight and the other cockpit crew. All airmen seem dragging tai l skid and the main to sense this, and you will absolutely wheels again trund le and rattle as never fail to see an airman of any with idling engine I roll past my re cockpit position, upon alighting from a flight, as he walks away, not lieved instructor. During my training prior to sole in momentarily turn and look back at the 1930s, all my turns were left turns his p lane with a great sense of ac and I never got higher than seven or complishment. eight hundred feet, nor had I flown outside the airport traffic pattern. The first right turn I ever flew was a To be continued in the July issue ...... few hours after solo when I bravely of Vintage Airplane. departed the circuit pattern one day and climbed to the breath taking height of 3,000 feet, while keeping the airport in sight over my shoulder at all times. There was no such thing as pre-solo sta ll training, just the landing itself, which was al ways made in a full stall with the wings totally devoid of lift. When I soloed, besides the dearth of right turns, I had never made a crosswind landing or takeoff, because on the large Something to buy, sell or trade? grass fields of the day you could land in any direction . When I An inexpensive ad in the Vintage Trader may be just was puzz led why the airplane's the answer to obtaining that elusive part .. 50¢ per word, $8.00 minimum charge. Send your ad and pay nose yawed in a direction oppo ment to: Vintage Trader, EAA Aviation Center, P.O. site to the rolling aileron I was B ox 3086, Oshkosh, WI 54903-3086, or fax your ad using, I taught myse lf to offset and your credit card number to 920/426-4828. Ads this yaw by use of the rudder, must be received by the 20th ofthe monthfor inser and developed coordination ex tion in the issue the second month following (e .g., October 20th for the December issue.) ercises of my own. MISCELLANEOUS Such loneness, self-reliance, self-discipline and great satis BABBm BEARING SERVICE - rod bearings, main bear faction is good for anyone, ings, camshaft bearings, master rods, valves. Call us Toll especially a 16-year-old who Free 1/800/233-6934, e-mail ramremfg@aol.com Web site had just been issued a junior http://members. aol.com/ramremfg/Home. VINTAGE
"As I climb away I ease my goggled face over the leather cockpit coamings into the airstreams of flight and look back at my instructor kneeling on the grass, watching me flyawa'/t and at the moment both of us are very much alone. "
VINTAGE
TRAgER
ENGINE MACHINE WORKS, N. 604 FREYA ST., SPOKANE, WA 99202.
FREE CATALOG: Aviation books and videos. How to, building and restoration tips, historic, flying and entertain ment titles. Call for a free catalog. EAA, 1-800-843-3612. Newsletters for Arctic/Interstate (6 Back issues/$9.00), Beaver/Otter (3/$5.00), Norseman (16/$21 .00). $16.50/4 issues. Free sample: write, call, fax. ALL credit cards accepted. Dave Neumeister, Publisher, 5630 South Washington, Lansing, MI 48911-4999. 800/594-4634, 517/882-8433. Fax: 800/596-8341, 517/882-8341. Wanted to buy, signature of Otto Timm, Detroyat.Dave Jameson, 4322 Bellhaven, Oshkosh, WI 54904, E-mail: djameson@execpc.com VINTAGE AIRPLANE
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Haigh. 616/695-2057.
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JUNE 27 - ZA NESVILL E, 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.
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JULY 1-5 - JACKSO NVILLE, IL - 1999 Er co upe National Convention. Contact: John Wright. Jr, 2317/698-8243. Everyone welcome.
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Fly- In Calendar
JULY 3-5 - WELLSVILLE, PA - Footlight RClllell. 10th annual Fourth ofJuly Tai/dragger Fly-In. Info: John Shreve. 717/432-444101' Email ShreveprtN@aol.colII JUL Y 5-8 - DENVER, CO - Centennial Ai/port. Short Wing Piper Club annual convention. This year's theme: "Rocky Mountain Rendezvous. " Info: Kent O 'Ke lly, 303/979-3012 , (Head winds@msn,com) or visit the SWPC web site at http:www.shortwing.com
The fo llowing list ofcoming events is furnished to our readers as a matter ofinformation only and does not constitute approval, sponsorship, in volvement, control or direction of any event (fly-in, seminars, fly market, etc.) listed. Please JULY 7-11- ARLINGTON, WA -Northwest EAA send the information to EAA, All: Golda Cox, Regional F(v-in at Arlington Airport. COlltact: Bar bara Lawrence-To lb ert. 360/435-5857. or P.O. Box 3086, Oshkosh, WI 54903-3086. Infor I'WW,/Hveaa, org/nweaal. mation should be receivedfour months prior to JULY 9-10 - GAINESVILLE, FL - (GVL) 31st the event date. Annual Cracker Fly-In. Fly Ollt Friday (6:30 pili) to Cornelia (AJR) for dinner, then Saturday Pancake breakfast and Fly-In. Info: Mick Hudson, 770/53 1 0291 or Gary Ames 770/534-2994. JUNE 12 - ALL OVER THE WORLD - INTERNA TIONAL YOUNG EA GLES DA Y. Contact your local Chapter regarding Young Eagles events, or call the EAA Young Eagles Office at 920/426-4831. Fly a youngster! JUNE 13 - ROCK FALLS, IL - Whiteside COllntv Airport (SQ/). 17th Annllal EAA Chapter 410 In/Drive-In. Pancake Breakfast. 7 a.m.-noon. Info: Bill Havener, 815/626-0910.
Fly
JUNE 16 - COOPERSTOWN, NY - (NY54) EAA Chapter 1070 Pancake breaAfast and old Aeroplane Fly-In. 7a.m. -noon. Info: 607/547-2526. JUNE 17-20 - CREVE COEUR, MO - American Waco Club Fly-Itl. Info: Phil COllison. 616/624 6490 or Jeny Broll'/1, 317/535-8882. JUNE 19 - MOOSE LAKE, MN - Lake Air Flying Club Annual Fly-In BreaAfast. 7:30-11:00 a.m. Info: Lany Peterson. 218/485-4441. JUNE 20-25 - DURANGO, CO - Animas Air Park. 31st annual International Cessna 170 Association convention. Bassed at the Doubletree Inn, 970/259 6580. Info: David or Judy Mason, 409/369-4362. JUNE 26 - PROSSER, WA - EAA Chapter 391 Fly-In BreaAfast.lnfa: 509/735-1664. JUNE 26-27 - WALWORTH, WI - Bigfoot Field (WI05). Pancake breakjilst/brunch. Aerobatic demo at 10 a.m., Stearman rides and displays of vintage aircraji, warbirds and experimental". 7 a.m.-I p.m. Info: John Anderson, 414/248-8748. JUNE 26-27 - PETERSBURG-DINWIDDIE, VIR GINIA - 3rd Annual State EAA Flv-In. Contact: Ron VanSickle, 832/932-4709, W"'II'. ,;aeaa.org. JUNE 26-27 - LONGMONT, CO - Van ce Brand Airport (2 V2.ji-eq. 122.975). Rody Mountain Re gional Fly-In. Pancake breakfast and lunch served on both days, For more info, see the RMRFl web page at IIww.greeleynet. comleaaregiollal/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 Air port. EAA Chapter 865 Pancake Breakjast. 7 a.m.-I p.m. Info: Ralph Ballard, 616/684-0972 or Dick
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JUNE 1999
JULY 9-11- LOMPOC, CA - 15th annual West Coast Piper Cub Fly-In. Info: Bnlce Fall, 805/733-1914. JUL Y 10-12 - ALLIANCE, OH - Alliance-Barber Airport (2 DI). 27th AlIllual Taylorcraji Owners Club Fly- In alld Old Timer's Rellnion. DisplaysJo nUlls. workshops, Sat. evening program. Breakfast Sat, and Sun. served by EAA Chapter 82. Sunday worship service, Info: Bruce Bixler. 330/823-9748. Forrest Barber 330/823-1168, jbarber@al liancelink.colII; or check IVlvw.taylorcraji.org JULY 16-18 - COTTAGE GROVE, OR - Oregon An tique & Classic Aircraji Club Bi-Annual Fly- III. Contact: 5411746-3246. JULY 16-18 WEST YELLOWSTONE, MT - 13th an nual Northwest Mountain Region Family Fly-In, Safety Conference and Trade SholV at the Holiday Inn Conference Center. Sponsored by local EAA Chapters and the FAA Flight Stalldards District 0/ fice, Kit plane exhibitors and seminars. Contact: Jim Cooney. FAA FSDO. 1-800/457-9917. wwwjiw. govljsdolhill. JULY 17 - STURGIS, SD - EAA Chapter 39 Fly-In. Pan cake Breakfast and YOllng Eagle rides. Info: 605/347-3356 JUL Y 17 - COOPERSTOWN, NY - (N I'54) EAA Chapter 1070 Pancake breakfost alld old Aeroplane Flv-In, 7 a.lII. -noon, Info: 607/547-2526 JULY 25 - ZANESVILLE, OH - Parr Airport. EAA Chapter 425 Airport. Flv-in. drive-in breakjilst 8 a.m. - 2 p.m. Info: Darrell Todd. 740/450-8633. JULY 26 - BURLING TON, WI - 7th Annual Group Ercoupe Fly-In to Oshkosh. Wheels up I:00 p.m. Contact Svd Cohen 7/5/842-7814. Eve/jane wel come to joill. JULY 28-AUGUST 3 - OSHKOSH, WI - 47th Annual EM AirVellture Oshkosh '99. Wittmall Regiollal Airport. Contael Johll Burtoll, EAA, P.O.Box 3086, 11'154903-3086 or see the lVeb site at: 1V1V1V.airveflture.org AUGUST 7 - LAKE ELMO, MN - EAA Chapter 54 Aviatioll Day Fly- In/Breakfast FundraiseI'. Infix 6511430-1200. AUGUST 8- QUEEN CITY, MO - 12th annual Fly-III at Applegme, Airport, Info: 660/766-2644.
AUGUST 21- COOPERSTOWN, NY - (NY54) EAA Chapter 1070 Pancake breakjast and old Aeroplane Fly-In. 7 a.m. - noon, Info: 607/547-2526. AUGUST 21- SPEARFISH, SD - EAA Chapter 806 Annual F(y-In. Camping onfield. Cream Can Din ner. Awards. Poker run 011 Saturday. SD Aviation Hall of Fame Indu ction Sat. Email: c2Jgolay@mato.com SEPTEMBER 3-5 - PROSSER, WA - EAA Chapter 391 16th Annual Labor Day Weekend F(y-In. Info: 5091786-1034, SEPTEMBER 3-6 - WELLSVILLE, PA - Footlight Ran ch. 10th annual Labor Day Fly-In. Info : John Shreve. 717/432-4441 or Email ShreveprtN@ aol. com SEPTEMBER 4 - HA YWARD, CA - EAA Vintage Aircraji Assn. Chapter 29 Air Fair/Air SholV. Info: 925/455-2300. SEPTEMBER 4 - MARION, IN - 9th Annual Fly In/Cruise-In Pancake Breakfast. Aircraft, vintage cars and motorcycles. rayljohnson@busprod. com SEPTEMBER 4 - STEAMBOAT SPRINGS, CO EAA Chapter 649 Vintage Fly- In. SEPTEMBER 4 - MARION, IN - Marion Municipal Airport. 9th Annual Fly/ln-Cruise/ln all YOII can eat Pancake Breakfast. Features Antique. Classic & Custom Cars as well as all Ai/planes. Info: Ray L. Johnson (765) 664-2588 or rayjohnson@blls prod. com SEPTEMBER 5 - ZA NESVILLE, OH - Riverside Airport. EAA Chapter 425 Airport. Fly-ill. drive-in breakfast 8 a,m. - 2 p,m, Info: Darrell Todd. 740/450-8633. SEPTEMBER 5 - MONDOVI, WI - 14th Annual Fly In. Log Cabin Airport. Info: 715/287-4205. SEPTEMBER 5 - NAPPANEE, IN - EAA Chapter 938 Sundayfor a Sundae Ice Cream Social, 12 to 3 p.m, SEPTEMBER 10-12-ATWATER, CALIFORNIA - Golden West EAA F(y-In at Castle Ai/port. Con tact: Wlvw,gwfly-in.org. SEPTEMBER IJ - OSCEOLA, WI - 19th Annual Wheels & Wings Fly-In. Antique car show, book sale, pancake breaAfast. Info: 800/947-0581. SEPTEMBER II-l 2-MA RlON, OHIO - MERFI Mid-Eastern Regional Fly-In . Contact: Lou Linde man, 937/849-9455, SEPTEMBER 11-12 - EASTON, PA - EAA Chapter 70 FAA Safety Seminar. Annual Fall Fly-In. Fly Market. plaques for all aim·aji. Info: 610/588-0620. SEPTEMBER 17- 18 - BARTLESVILLE, OK Frank Phillips Field. 42nd Annual Tulsa Regional Fly-In, sponsored by EAA Chapter 10, VAA Chapter 10, lAC Chapter 10, AAA Chapter 2. and the Green Coullty Ultralight Flyers. All types ofaircraji and airplane enthusiasts are encouraged to attend. Ad mission is by donation, Info: Charles W. Harris, 918/622-8400. SEPTEMBER 17-19-JACKSONVILLE, IL - (UX) 15th Alillual Bvron SlIIith Memorial Midwest Still son Reunion. I;ifo Suzette Selig. 630/904-6964 SEPTEMBER 18 - COOPERSTOWN, NY - (NY54) EAA Chapter 1070 Pancake breaAj[lst and old Aero plane Fly-In. 7am-noon. Itifo: 607/547-2526 SEPTEMBER 18-19 - ROCK FALLS, IL - North Central EAA Old Fashioned Fir-In. Forums. work shops. fly-market. Camping i1l1d Air Rally, Info: 630/543-6743 or http://members.aol,com/nceaa SEPTEMBER 25 - HANOVER, IN - Wood. Fabric alld Tailwh eels Flv-In. Contact Rich Davidsoll 812/866-5654. .
Franc Badofszky ...... ......................... .
.. ... .. .. ... 22260 Rio De Janeiro, Brazil
Steve 1. Atkins ........ .... ...... ..... ...... ... .. ..
.............. .... Windsor, Ontario, Canada
John M. Bogie .......... .. .... ...... ........ .... ..
....... ......... .... Ottawa, Ontario, Canada
Jack Ferguson .... .... ......... ..... .... ....... .. .
................... London, Ontario, Canada
Klaus Dieter Martin ........... ..... ...... .... .
....................... Landsberied, Germany
Anthony E. Rose ..... ....... Winscombe,
... .. ....... .... N. Somerset, Great Britain
David Graham ....... Co. Laois, Ireland
Bassem Hatem ...... Caracas, Venezula
Hermann G. Zingg ........ ..... ... ......... ....
.. ... ... ... .. .... .. ........... Caracas,Venezula
Richard T. Reynolds ... ...... .......... ...... . .
...............................Montgomery, AL
Michael D. Scrogging ....................... .
.. .. .. .... ... .. ... ... .... ...... ..... ... .Decatur, AL
Frank P. Sperandeo III ....... ....... ..... ... .
.... ...... .... .. ..... .. .. ...... .. .Fayetteville, AR
Joe Chisolm ......... .... ... .. .Phoenix, AZ
Ellis 1. Collier.. ...... ..... ..Chandler, AZ
Maurice 1. Moriarty ... ... Glendale, AZ
James E. Nelson ...... ..... Glendale, AZ
Ray A. Arceneau ... ..... ...... ........ ....... .. .
........ .. .. .... ... .... .... ..Cameron Park, CA
Jeremy H. Bishop ... ..... Pasadena, CA
Ron Covell ... ..... ..... ...... Freedom, CA
John R. Crouse ..... ... Sacramento, CA
Paul A. Devereaux ...... .... ..Aptos, CA
Michael 1. Harris .... ....... Sonoma, CA
Rick Jorgensen .................. Davis, CA
Charles S. Sooter ... .Los Angeles, CA
Bruce E. Tracey .. ... ... .San Bruno, CA
Anthony L. Wright, Jr. ...Auburn, CA
Paul R. Antoinette .... Broomfield, CO
Tom Pool ... ... ...... .... ... ... Littleton, CO
Dan Tietmeyer.. ..... .. ........ ..... Gill , CO
Ronald C. Bradley ...... Longwood, FL
Max C. Bridges ... .... Zephyr Hills, FL
Thomas 1. Byne ....... Palm Harbor, FL
Norman Noyes ....... .. .Port Richey, FL
Tim L. Preston .... .. ....... Tangerine, FL
O. Ashby Reardon ...... ...... Naples, FL
Daniel C. Shaw ...... ......... Geneva, FL
Ed M. Verner .. .. .. .. .... ... Plant City, FL
Charles N . Waldrip ... ...... Orlando, FL
Raymond Walsh .......... .Tavernier, FL
Robin P. Whidden ............ Tampa, FL
Derrick Joe Young .. ......... ...... ... ... ...... .
.. ....................... .. ......Hobe Sound, FL
Ronnie L. Cox......... .sharpsburg, GA
James Rex Grimes .... ..... Carlton, GA
Dick Krysiak .................. Atlanta, GA
Bill Robertson ... ........ Dunwoody, GA
Thomas Sotheriand ...... Ringgold, GA
William E. Woodrum, Jr. .Millen, GA
Robert 1. Brandis ........ Taylorville, IL
Alex Frakt ... ... ............... Oak Park, IL
Brian R. Lemke .................. .Joliet, IL
Gerald Thornhill ....... .. Hampshire, IL
Michael Swinney .... ... .Columbus, IN
David A. Walton .......... .Rockport, IN
Robin P. Blankenship .. ................. ..... .
...... .............. ......... ... ... Louisville, KY
D. Scott Miller.. ....... . Winchester, KY
M . Miller Monarch ....... ... ..... ... ... ...... .
........... .......... ... ....... Hardinsburg, KY
Charles Holmes Ill......... ...... ... .......... .
..... .................. ..... ... Baton Rouge, LA
Gregory Pichon ...... .... .. .... Slidell, LA
Javier Rodriguez ........ .. .......... ......... .. .
.... ....... .............. ...... Baton Rouge, LA
Todd C. Turner ........ ... .... Monroe, LA
Benjamin C. Suddard ... ....... .............. .
........... ..... ....... ..... ....... Wareham, MA
David L. Carder ... ..Cumberland, MD
David B. Garey ..... ....... ..Denton, MD
Joseph 1. Miller.. ... ....... Freeland, MD
Steven Oxman .................... Riva, MD
Matthew Patrick ..... ... Annapolis, MD
Massimo Stucchi .... Stevensville, MD
Warren S. Bolton, Sr.......... .Niles, MI
Kenneth M . Haraldson Ill ...... ... ....... .
......... ..... .... ...... .... ... ... .Cassopolis,MI
Roy D. Hillman ....... Battle Creek, MI
Leonard M. Jansen ....... ...... Niles, MI
Stan Jones ................ .... ... Holland, MI
Dave Keller ....... ... ........ .Brighton, MI
Martin D. Mottweller. ......... Niles, MI
David L. Swift .. .. .......... .... ..Niles, MI
James Thompson ...... ....... .. .Niles, MI
Robert M. Cotter ...... ...... Duluth, MN
Larry E. Milless .... .... .. ... .Anoka, MN
Ross Sublett ...... Brookland Park, MN
Charles Webb ............ Burnsville, MN
James S. Bullock ..... Rogersville, MO
Robert Layne ......... Chesterfield, MO
John T. Williams .... . Kansas City, MO
Campbell F. Barnett ...... Mt. Airy, NC
Timothy K. Evans ..... .Smithfield, NC
Gary Witt .. ... ................ Gastonia, NC
Daniel F. Traynor ....... ..Atkinson, NH
Robert B. Cody ............. Yardville, NJ
Steve Mazzarelli ..... Lambertville, NJ
James Norling ..... ........ Mendham, NJ
John F. Sheridan .... .Kendall Park, NJ
Fred D. Balmer ...... ...... ..Folsom, NM
Eric P. Beebe .. ........ .Kinderhook, NY
Thomas Birch ...... .. ...... Peekskill, NY
Jerry E. Burton ..... ... Branchport, NY
Dennis 1. Seath ............... Queens, NY
Roy Pugh ........ .... .. ........... Akron, OH
Allen Schultheiss ..Beaver Creek, OH
Fred Houston ....... Broken Arrow, OK
David G. King ......... Bartlesville, OK
Fred W. Fehling ........ Waynesburg, PA
Heber Soto .......... .......... San Juan, PR
Steve Corley ...................... Aiken, SC
Gary Markham ..... Murfreesboro, TN
Perry N. Mcdonough ....... ....... .. ..... .. ..
............................... .Chattanooga,TN
Ronald T. Nimick ..... Greeneville, TN
Anthony 1. P. Carew ..... .. .. Austin, TX
Peter N. Coffey ... .... .... .. .Cypress, TX
WaaDee Hudson .... ....... Sherman, TX
1. A. Kelley .............. ......... .Plano, TX
William T. Thursby ...... Arlington, TX
Charles Kevin Ward ......... Sanger, TX
John Elwell ......... ... Brigham City, UT
David P. Widauf.. ............. .Logan, UT
Edward M. Gravely .Martinsville, VA
Ronald King .... ... ...... Gainesville, VA
Ray Tolbert ............... ..... Arnherst, VA
Keith Bracht .............. Anacortes, WA
Greg N. Larson ...... .... ..... Everett, WA
Terry McCartney ...... ..Arlington, WA
Marvin E. Pugh .......... ....... Selah, WA
Clyde Eakins .............. .Janesville, WI
Calvin Greenfield .... ... ... Waupun, WI
Robin Lawson ..... ...... ..Somerset, WI
Robert McLaughlin........... Ripon, WI
Larry D. Rather.. ... Oconomowoc, WI
Larry E. Truchinski ..... ............. ......... .
.... ........ ....... ... .Wisconsin Rapids, WI
VINTAGE AIRPLANE
29
Membershi~ Services Directory_ VINTAGE
AIRCRAFT Enjoy the many benefits ofBAA and the ASSOCIATION BAA Vintage Aircraft Association
~
OFFICERS Presldenl Espie ·Bulch· Joyce P.O. Box 3S584 Greensboro. NC 27425 91O/393'()344 e-mail: windsock@aoi.com Secrelary SIeve Nessa 2009 Highland Ave. Albert Lea. MN 56007 507/373· 1674
Vlce·Presidenl George Daubner 2448 Lough Lane
Hartford. WI 53027
414/673-5885 e-mail: ontique2@aol.com
Treasurer Charles W. Harris 7215 Easl 46th Sl . Tulsa. OK 74 145 918/622-8400 cwh@hvsu.com
DIRECTORS Gene Morris 5936 SIeve Court Roanoke. TX 76262 817/491-9110 e-mail: n03capl@flash.nel Robert C. · Bob· Brauer 9345 S. Hoyne Chlcago.IL 60620 312/779-2105 e-mai: pholopiol@aoi.com John S. Copeland 1A Deacon streel
North~'/J8t4~~01532
John Berendt 7645 Echo Poinl Rd. Cannon Falls. MN 55009 507/263-2414 Phil Coulson 284 15 SprIngbrook Dr. Lawton. M149065 616/624-6490 Dale A. Gustafson 7724 Shady Hili Dr. Indianapolis. IN 46278 317/293-4430
e-mail: copelandl@juno.com
Robert UCklelg 1708 Boy Oaks Dr. Albert Lea. MN 56007 507/373-2922
Jeannie Hili P.O. Box 328 Harvard.IL 60033 81 5/943-7205
Dean Richardson 6701 Colony Dr.
Madison. WI 53717
608/833-1291
EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086 Phone (920) 426·4800 Fax (920) 426-4873
Web Site: http://.etul.organdhttp://www.airventure.org E-Mail: Vintage @etul.org
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Programs and Activities EM AirVenture Fax-On-Dem and Directory . ..... ... ...... . .. .... ...... .. 732-885-6711 Auto Fuel STCs . . ... . ... . . ..... 920-426-4843 Build / restore information ..... . 920-426-4821 Chapters: locating/organizing .. 920-426-4876 Education . . . ...... . .... ... . . .. 920-426-6815 • EM Air Academy • EM Scholarships • EM Young Eagles Camps
EAA
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1002 Heather Ln.
lumper@execpc.com
Hartford. WI 53027
414/966-7627
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sskrog@aol.com
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New Hoven. IN 46774 219/ 493-4724 e-mail: chleflO25@aoi.com
Roger Gomoll
321-1/2S. Broadway #3 Rochester. MN 55904 507288-2810 rgomoll@hertlagehalls.org
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
DIRECTORS
EMERITUS
Gene Chase 2159 Camon Rd. Oshkosh. WI 54904 920/231-5002
George York
181 Sloboda Av.
Mansfield. OH 44906
419/529-4378
E.E. ·Buck · Hilbert
P.O. Box 424
Unlon.IL60180
815/923-4591
e-mail: buck7oc@mC.net
ADVISORS Alan Shacklelon P.O. Box 656 Sugar Grove. IL 6Q554-0656 63(}466-4193 103346.I772@COO"jllJSefVe.com
David Benne" 403 Tanner CI.
Roseville. CA 95678
916-782-7025 anliquer@soflcom.nel
Benefits Aircraft Financing (Green Tree) ... 800-851-1367 AUA .. . .. .. .. .. . .... . . .. ... .. . 800-727 -3823 AVEM CO ........... ... .. .. ... 800-638-8440 Term Life and Accidental . .. ... . 800-241-6103 Death Insurance (Harvey Watt & Company) Editorial Submitting article/ photo; advertising information 920-426-4825 .•.•.••• ••••• FAX 920-426-4828
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Financial Support ............. 800-236-1025
MEMBERSHIP INFORMATION
dar@resprod,com
Robert D. · Bob· Lumley 1265 South 124th SI. Brookfleld. WI 53005 414/782-2633 e-mail:
Flight Advisors information . .... 920-426-6522 Flight Instructor information ... 920-426-6801 Flying Start Program • • ..••••••• 920-426-6847 Library Services/ Research ...... 920-426-4848 Medical Questions .. ... ... ..... 920-426-4821 Technical Counselors .......... 920-426-4821 Young Eagles ... .. ... . .... . .... 920-426-4831
Current EM members may join the Vintage Aircraft Associaton and receive VINTAGE AIRPLANE maga zine for an additional $27 per year. EM Membership, VINTAGE AIRPLANE mag-azine and one year membership in the EM Vintage Air craft Association is available for $37 per year (SPORT AVIATION magazine not included). (Add
$7 for Foreign Postage.)
lAC Current EAA members may join the International Aerobatic Club, Inc. Division and receive SPORT AEROBATICS magazine for an additional $40 per year. EM Membership, SPORT AEROBATICS magazine and one year membership in the lAC Division is
available for $50 per year (SPORT AVIATION mag azine not included) . (Add $10 for Foreign
Postage.)
WARBIRDS Current EM members may join the EM Warbirds of America Division and receive WARBIRDS magazine for an additional $35 per year. EM Membership, WARBIRDS magazine and one year membership in the Warbirds Division is available for $45 per year (SPORT AVIATION magazine not included). (Add $7 for Foreign
Postage.)
EAA EXPERIMENTER
Current EAA members may rece ive EAA EXPERIMENTER magazine for an additional $20 per year. EM Membership and EM EXPERIMENTER mag azine is available for $30 per year (SPORT AVIATION magazine not inciuded).(Add $8 for For
eign Postage.)
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Membership dues to EAA and its divisions are not tax deductible as charitable contributions.
Copyrighl @ 1999 by the EM Vinlage Aircraft Association All righls reserved. VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EM Vintage Aircraft Associalion of lhe Experimenlal Aircraft Associalion and is published monthly al EM Avialion Cenler. 3000 Poberezny Rd.• P.O. Box 3086. Oshkosh. Wisconsin 54903-3086. Periodicals Poslage paid at Oshkosh. Wisconsin 54901 and al add~ional mailing offices. POSTMASTER: Send address changes 10 EM Anlique/Classic Division. Inc.. P.O. Box 3086. Oshkosh. WI 54903-3086. FOREIGN ANDAPO ADDRESSES - Please allow alleasl two monlhs for delivery of VINTAGE AIRPLANE 10 foreign and APO addresses via sunace mail. ADVERTISING - Vinlage Aircraft Associalion 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.EDrTO· RIAL POLICY: Readers are encouraged to submo stories and pholographs. P"~ opinions expressed in articles are solely those 01 the author.;. Responsibility for accuracy in reporti1g rests entirely with the coolributor. No reooneralion ~ made.Maleriai should be senllo: Edilor. 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, EAA INTERNATIONAL CONVENTION, EAA VINTAGE AIRCRAFT ASSOCIATION, INTERNA TIONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are ® regislered Irademarl<s. THE EM SKY SHOPPE and logos of Ihe EAA AVIATION FOUNDATION. EAA ULTRALIGHT CONVENTION and EAA AirYeolure are Irade marks of the above associations and their use by any person other than the above association is strictly prohiMed.
30 JUNE 1999
Gr Orlo Maxfield Northville MI
Started Rying in 1940 in a Ford Powered Funk 1995 Reserve Grand Champion Classic Award - Oshkosh
Orlo Maxfield (right) and his son, John, in front of the plane Or/o bought from the Funk brothers in 1958.
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Thereafter I spun the prop from the rear while standing on the float. I spent more time cleaning the latrine, building ramps and floats and fighting corrosion than I did flying . The last entry of 82H in my logbook is dated May 31 , 1936. This was the end of the Wales flying service and the last that I knew of 82H until your article. Our base was located on the Housatonic River in a building which had housed the Huntington Aircraft factory which unfortunately failed followin g the crash of 1929. Drawings and various parts and assemblies of the planned aircraft were still stored in the loft. With typical foresight we left them there and, as far as I know, no airplane was ever completed and the company faded into oblivion. Hope you find this interesting. Chris Tennstedt, Daytona Beach, Florida
LINDBERGH COMMENTS Dear Sir, I read with a great deal of interest John Underwood's review of the book Lindbergh, by Scott Berg. Your comments on an airplane book are well taken, but I don't believe it will ever be written. In his book "Wartime Journals" Lindbergh writes of resigning from the Air Force Reserve, but I don't believe this resignation was ever effected. Here's why. In 1949 I was crew chief of an F-80B (458613), in the 53rd Fighter Squadron at Furstenfeldbruck AFB, Germany. Parked next to it on the flight line was the Squadron CO's F-80B , tail #458674. It was early morning of a typical morning in Bavaria, low ceiling, but we were waiting for flight crews in case they flew. I was standing in the door of our flight shack, with my eyes on the door of operations, when it opened and out came the familiar figure of our CO Lt. Col. Richard Hunziker. With him was a tall balding man carrying a parachute. As they drew nearer I recognized him, but was really I suppose in a state of shock, but I turned and said to Dick Richards, the CO's crew chief and said "Dick, here comes Lindbergh to fly your plane." After some ribald comments he came to the door, looked at me with eyes bit as saucers, then took off running for his plane. I went over to help Dick with the starting cart and looked and listened as the two pi lots made a walk-around and Lindbergh got in the cockpit. At this time I got the distinct impression that this was his first experience with a jet aircraft. He spent about 15 min-
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2860 N. Sheridan Road, Tulsa, OK 74115 Phone: 918-836-6872
utes in the cockpit before starting up, then he taxied out and took off. We waited with a great deal of interest for his return, and after an hour or so he returned, made the standard 360 degree approach and then greased it in. This was really something, the F-80 was a stiff legged little aircraft and some pilots never made a good landing. He subsequently flew my aircraft I believe three times, once with no tip tanks and thanked me for the trouble of dropping them. On one of the flights I prepared a duplicate Form IA (Aircraft Maintenance Record) he signed off on the flight as "O.K. Flight, good ship. Chas. A. Lindbergh, Col. USAF." So that's why I believe he was still in the AF Reserve, though most historians
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believe he didn't come back until the Eisenhower administration. I just don 't believe Col. Hunziker would have been checking any civilian pilot out in one of his aircraft he was a hard-nose, a stickler for regulation. Lindbergh flew with the Squadron for about two weeks. On one occasion [ asked one of the younger pilots how he liked to fly with Lindbergh, he stated in no uncertain terms that this guy was a great pilot, he could stay on the taillike glue and nobody could stay on his. I regret my Form I A was lost with some household goods in 1965, otherwise I would send you a copy. Yours truly, Lee Ballard, Lexington, Kentucky VINTAGE AIRPLANE
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