STRAIGHT & LEVEU Bspie "Butch" Joyce
2
AlC NEWS
4 AEROMAIL 5 THIRTY FIVE YEARS AT THE OUTER MARKERI Dutch Redfield
10 ST. LOUIS - CITY OF FLiGHT/ Scott Langa
14 PERSIMMON AND SILVERI H. G. Frautschy
18 THE ADVENTURES OF YELLOW BIRD/ Cully Caldwell
22 MYSTERY PLANE! H. G. Frautschy
25 PASS IT TO BUCK B.B. "Buck" Hilbert
27 WELCOME NEW MEMBERS 28 CALENDAR
Publisher
TOM POBEREZNY
Editor-in-Chief
JACK COX
Editor
HENRY G. FRAUTSCHY
Managing Editor
GOLDA COX
Contribudng Editor
JOHN UNDERWOOD
Computer Graphic Specialists
BETH BLANCK
OLIVIA L. PHILLIP
PIERRE KOTZE
Photography Staff
JIM KOEPNICK
LEEANN ABRAMS
KEN LICHTENBERG
MARK SCHAIBLE
AdvemsinglEditorial Assistant
ISABELLE WISKE SEE PAGE 30 FOR FURTHER VINTAGE AIRCRAFT ASSOCIATION INFORMATION
ST
EL
by ESPIE "BUTCH" JOYCE
PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION
It's the beginning ofJuly, and EAA AirVenture 1999 is just down the end of the runway , so to speak. This year should be once again a great show the entire family should be able to enjoy. The weekend of June 12 were the dates for the first annual Vintage Aircraft area work party. The work weekend was headed up by Bob Brauer, your new Convention V AA Maintenance Chairman. Bob and the crew were able to install new windows at the V AA Head quarters and build a foot bridge across the large ditch just south of the type club tent (just to the northwest of the shower house). There were a number of other projects that got com pleted during this weekend. My thanks go out to everyone who helped during this work weekend. If you'd like to know how you might be able to assist Bob Brauer in doing Mainte nance and other projects of that nature, you can contact him at 3121779-2105 or E-mail atphotopilot@aol.com. Steve Nesse has again put together a great workshop tent area for your enjoyment and education, hosted by your Vin tage Aircraft Association. Some of the most well known names in the metal forming and shaping industry will be there. The tent is located just south of the V AA Headquarters building. Should you like any further infonnation about this activity, contact Steve at 507/373-1674. Located next to the Maintenance tent is one of the most popular services that the Vintage Aircraft Association pro vides for its members - the Type Club Headquarters. In the past this area had been chaired by Joe and Juila Dickey. They did a great job in making this area very popular. This year, they have passed the torch to your Director Roger Gomoll. Roger tells me it sounds as though there is going to be an other great turnout. If you have any questions about the type club tent, contact Roger Gomoll at 507/288-2810 or rgo moll@heritagehalls.org . Our flyout this year is chaired by Bob Lumley - for ad vance information you can contact Bob at 4141782-2633 or lumper@execpc.com. The Past Grand Champion reunion is chaired by Steve Krog. We expect a record turnout for this year. We encourage past grand champions to come back to Oshkosh so we can continue to enjoy viewing these beautiful aircraft. For more information about this activity , please contact Steve at 414/966-7627 or sskrog@aol.com.
The aircraft parking for the Vintage Aircraft area is chaired by George Daubner, assisted by Geoff Robison, who is also the Chairman of Security for our area . Should you have any parking concerns you can contact George at 414/673-5885 or antique2@ao1.com. You can contact Geoff at 219/493-4724 or chief7025@aol.com. Volunteers are always needed to help us man the different activities in the Vintage Aircraft area during AirVenture and our Manpower booth is chaired by Anna Osborn. Anna will open the booth on Sunday, July 25, for you early arrivals. Should you like to contact Anna in advance of the show you can do so at 803/896-4614 or annajohn@ktc.com. There will once again be an Association gathering Sunday night during EAA AirVenture at the EAA Nature Center. Tickets for this event can be purchased at the red bam in ad vance ofthe gathering. Should you need any assistance or need any information any time during the fly-in, V AA Headquarters is the place to come. During the day, there is generally someone there who can help. Just stop at the information booth and say, "Help!" Should there be something that I might be able to help you with, contact me at 336/393-0344 or windsock@aol.com. There are a couple of items T should pass along to you for information. As many of you know, each year for over a decade we have given out a Participants Plaque, featuring the convention logo and a photograph of your airplane on the AirVenture flightline. A great memento for you to take home and hang on your hangar wall or in your den . For VAA members, that plaque is free for the asking. Bring your VAA card and be sure and stop by V AA Headquarters and pick yours up! For those who are not VAA members, if you'd like to have one of these plaques, the cost is $10.00. You can sign up to be a V AA member at V AA Headquarters, as well as any other EAA membership booth on the field . Also, an added benefit of VAA membership is the dis count you will receive when you purchase items from the Vintage Aircraft Association's store. You can easily gain back your membership cost at Oshkosh this year. Ask a friend to join up with us we would love to have them on board. 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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Venture Oshkosh '99. If you're flying an Antique (built prior to Sept. I , 1945), Classic (9/1 /45 through 12-55) or Con temporary (1955 through 1960) into the Convention, these signs are just the ticket you need to get to the right spot to park. You can even use them when you go to other fly-ins!
VAANEWS
compiled by H.G. Frautschy
ELECTION REMINDER Don't forget to mail in your ballot for the election of Officers and Direc tors of the EAA Vintage Aircraft Association. Included in your June is sue, just tear it out, fill in the appropriate blank s and send it on its way with a stamp on it. To be counted, it mu st be received no later than July 25, 1999. PARKJNG AT OSHKOSH? We'd all like to make a volunteer's job a little easier as they stand in an or ange vest directing a line of airplanes to the right spot for parking. You can do your part by using the highly legibl e sign included in this issue of Vintage Airplane. Have it ready to hold up to the Flight Line Operations volunteers after you clear the runway at EAA Air-
TH E C OVE R S FRONT COVER . .. Ron Karwacky's Cessna 195 has been alabor of love for over 15 years. Read how he keeps it so bright in this month's feature, "Persimmon and Silver," starting on page 14. EAA Photo by Mark Schaible, shot with aCanon Eos-1 n equipped with an 80-200 mm lens on Fuji 100 slide film . EAA Cessna 210 photo plane flown by Bruce Moore. BACK COVER . .. "Three Bullets" is aphoto of three of recreational avia tion's most rare types , the Texas Bullet. From left to right we have: Tom Melby's N78849, N78851 belongs to Marc Holiday, and N78852 is owned and flown by Robert Brown. Tom and Marc's airplanes are based at Lake Elmo , MN and Robert keeps his in Marietta , GA. "Pop" Johnson , the Bullet's designer, would be proud! 2 MAY 1999
NEED EAA AIR VENTURE INFO? If you're planning to attend EAA AirVenture by flying in, you'll need to obtain a copy of the NOT AM issued by the FAA. The easiest way is to simply pull it out of the June iss ue of Sport Aviation- it 's on pages 64A&B. You can also access it via EAA's "Fax On Demand" service. Call 732-885-6711 and be ready to enter the Fax number you wish to have a copy of the Fax-On Demand Directory sent to . Follow the voice prompts for your in structions . The NOT AM (and the Fax-On-Demand Directory) is also available on EAA AirVenture's website at httpllwww.air venture.org We strongly recommend you obtain your copy of the NOTAM as early as you can and familiarize yourself with the instructions. It's not hard to fly in, and many pilots consider it a lot of fun , but there are a lot of aircraft inbound to Oshkosh, and it helps knowing what yo u' re supposed to be doing without having to rustle through the papers in the cockpit trying to find the NOT AM. Keep your eyes outside and follow the controller's directions , and we'll see you at EAA AirVenture Oshkosh! AIRVENTURE 1999 Plenty to do, and plenty to see! The 1999 edition of EAA AirVenture promises to be a humdinger, with the Salute to Air Show Legends headlining the daily airshow and presentations at the Theater in the Woods. Not only that, but the new Forums plaza is shaping up to be the best place imaginable to learn about all sorts of sport aviation informa tion. Be sure and pick up your program when you get to the Convention site, and take a few moment to read it - then you won't have to smack your head with your palm at the end of the week and say "Nuts, I missed the ___!" Vintage Airplane Association high lights include: T he VAA Picnic: Check in at the in formation booth in the VAA Headquarters building for tickets. This
is always a sellout, so be sure and get your tickets early. The picnic starts at 6 p.m. on Sunday, Aug. 1 at the EAA Na ture Center. A scrumptious buffet-style turkey dinner will be served. Tickets cost $8. VAA Wo r kshops and Forums: In addition to the regular forums held in the Forums Plaza, special events will also take place near the V AA Head quarters building, located just east of the Theater in the Woods. Be sure and visit the Type Club tent, where you can learn about your favorite type of air plane. Right next door is the V AA Workshop tent, which will be bustin ' at the seams with all sorts of hands-in metal shaping going on. Also , be sure to take you children over the EAA KldVenture, located next to the new EAA Leadership Center at the EAA AirVenture Museum. Model rocketry, airplane models and all sorts of other activities will take place. Get in on the fun! For more information on V AA hap penings, be sure and stop by the V AA Headquarters building, and pick up a copy of the VAA's own daily newslet ter, Aerograms. EAA AirVenture - "i t's the world of aviation in a single place for one week a year." NEW VAA CHAPTER Congratulations to our newest chap ter, V AA Chapter 35 in Graner, IN. A brand new charter was issued to them placing them in good standing. We look forward to hearing from president Randy Hunt concerning Chapter activi ties, and remind all other V AA Chapters that you can submit photos and articles to Vintage Airplane. Let us see what you ' re up to! VAA HALL OF FAME The V AA Board Of Directors has se lected the following people for induction in the Vintage Aircraft Asso ciation Hall of Fame: Edward Wegner, Plymouth, WI Gene Chase, Oshkosh, WI Tom Flock, Rockville, IN Congratulations to our three in ductees, and we ' ll have more on their individual contributions to the vintage aircraft movement over the past 40 years in a later issue of Vintage Air plane . They ' ll be inducted during ceremonies held on Friday, October 22, 1999.
MOTHS AT EAA AIRVENTURE One of the groups we look forward to seeing at EAA AirVenture '99 is the DH Moth Club, who plan on having about a dozen biplanes at the Convention. Michael Maniatis, chairman of the club, sent in these Moth photos to help whet your appetite:
Bill Weiss
Ed Katzen
Greg Ross
Gerry Schwam
Michael Maniatis
Bayard Dupont
Watt Martin
GEORGE YORK 1924-1999
George York , EAA 11310, VAA 1085 passed away May 19, 1999 after a long illness. A life long resident of Mansfield, OH, he left only when duty to serve in WW-ll called . Joining the Navy, he learned to fly in one of the CPT program schools, this one in Helena, MT. George's mount during that time was a 1941 Aeronca Chief, and he enjoyed the aircraft type for the rest of his life, serving as a valu able resource for many restorers of the Aeronca. he cherished his own Aeronca Chief which he restored in the ear ly 1960s.
George flew the standard Navy trainers of the day, and eventually served in the Pacific theater of operations, first flying the TBM, then the PBY Catalina and finally he was flying the Martin PBM Mariner out of Ok inawa when the war ended. Home to Mansfield by the fall of 1946, he enrolled in Ashland College, and joined the Naval Reserve. After two years of school, he was employed by the Gorman-Rupp pump company, working around his class schedule for the last two years of college. He served Gorman-Rupp for 38 years , progressing from research engi neer to sales. During his time at G-R, he formed a friendship that would last a lifetime. A fellow airplane enthusiast and WW-Il Air Force veteran, Jim Gor man, wou ld eventually come to run Gorman-Rupp, but his passion outside of the company was airplanes. He and George would own a number of air planes together, including an airplane that would forever link the two men, the Beech Staggerwing. The two found that many others shared their love of the Beech bird, and the Staggerwing c lub would benefit from their enthusiasm. After Dub Yarbrough stepped down as president of the club , and George and Jim assumed
the leadership positions, with Jim serv ing as president and George as the Secretary/Treasurer. George also pub lished the Staggerwing News, and continued to hold both positions until his death. Most of you will know George as the untiring volunteer who for over 20 years served as the Chairman of Classic judg ing during the annual EAA Convention in Oshkosh. A Director of the Division since 1980, he served as an advisor to the Board prior to that. George also served the Board as Secretary from 1988-1991. We'll miss George 's forthright obser vations on the state of vintage airplanes, and we know many will miss his astute observations concerning Classic air plane restorations.
TONY PIPER 1915-1999 The second of three sons born to William T. Piper, "Tony" was the first in the family to become a licensed pilot. Instrumental in the acceptance of light planes into the military, Tony was both pilot and instructor during the trials at Fort Sill that showed the worth of off the-shelf lightplane designs as Army Liaison airplanes. He was also a key fig
- Continued on page 29 VINTAGE AIRPLANE
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RYAN 5T ADDITION With Reference to page 1 1 of the May issue of Vintage Airplane, and the photograph of Ryan ST-A NC14955, sin 111. In the caption it was stated only four ST models were built, all of them in 1934. To keep history straight, there were actually five of the ST's built, all with the Menasco B-4 (95 hp) from 1934 to 1937. The last one, serial num ber 155 was sold to Haller Aviation, Pretoria, South Africa, in 1937. It car ried registration number ZS-AKU. Only one of the original five STs is in existence. It is serial number 117, NC 14985, presently under restoration in Dayton, OH. The ST -A in the photogra phy no longer exists, other than its paperwork. Best Regards, Ev Cassagneres EAA 311976, VAA 13785 Ryan Aircraft Historian Cheshire, CT
Ev is right on the button. Joe Jupt ner 's u.s. Civil Aircraft only shows the US registered Ryan STs, but the exported airplane does not appear. - H.G. Frautschy EAA CAMARADERIE DearEAA, Last spring I brought a neighbor friend of mine , John Leiby, to Sun 'n Fun '98 at Lakeland, Florida. We set up a camper and spent about five full days enjoying the convention, and fly
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JULY 1999
ing my PA-16 (N5674H), which was parked in the Antique/Classic parking area. This was not the first Sun 'n Fun for John, but the one that had the most impact. To add to the excitement, I had the opportunity to fly an air photo shoot with Jim Koepnick in the EAA photo ship. The pictures came out fantastic! John was so impressed with the EAA, and sport aviation that he asked me to teach him to fly. Using a Cessna 150 from our local airport, John com pleted his aviation training by taking his private pilot check ride on 28 December 1998. The enclosed picture (below) is John (white shorts) and I standing in front of my PA-16 "Clipper." Now John plans on fmding an airplane of his own and getting more involved in sport aviation. Thanks to the great impression made by EAA, and all the friendly people in volved with your organization, another person has made a commitment to be ing involved in sport aviation and attaining a pilot's license. Next month is John's birthday and I have decided to purchase him a membership in EAA. Sincerely, Mark W. Johnson, EAA #327080, VAA 13450 Riverview, Florida L-16 REBUILD Dear Sir: I see in April VINTAGE AIRPLANE (Hooray for the new name) magazine you printed "A Few Questions." Per
haps you could print a few more. I have restored USA NG L-16A 47 1271 and an starting on US NG L-16A 47-878, back to original factory colors as best as I can determine. 1) Where does the factory data plate belong? 2) Does anyone have any info on L 16 use in Korea? 3) Does anyone have info on these SIN aircraft? 47-1271 started in the Oregon Army National Guard and went to CAP in Utah. 97-878 started in Army NG in Fargo, North Dakota went to CAP in Fort Lauderdale, Florida and was wrecked. This was before CAP used "N" numbers so this aircraft was NEVER on the civil register and has no Airworthiness Certificate. 4) What must I do besides rebuild it to look like its brother in order to obtain an Airworthiness Certificate? Thank you, Tony Mark! EAA 377515, VAA 28854 P.O. Box 90
Marydel, MD 21649
Dear Tony, J'lllet the L-i6 experts out there an swer your markings questions, but I can add my two cents worth on the airwor thiness question. Since it has not been on the civil register, you will need to have a FAA inspector peiform a Conformity In spection. Normally done in these cases when the aircraft is completely restored, it would be best ifyou confirmed the FAA's desires by contacting your local FSDO office and inquiring about having an inspection done. Don't delay when you get to the end ofthe restoration - de pending upon their workload, it can be weeks or more before the inspector can get to you. Very early on in the process, and long before you go to the FAA, you'll also want your A&P mechanic who has an inspection Authorization to be involved. Be sure and take lots ofphotos as you re store the airplane, and organize them neatly in a binder so the inspector can easily see what type of work was done, especially those areas that he cannot easily see. - H.G. Frautschy ......
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lIve ears
att Outer Marker Part II in our continuing series of Dutch Redfield's early career in aviation during the heady years before WW-II. When we left Dutch last month, he had iust experienced the thrill of his first solo, in a Bird biplane.
Chapter Two It was during this very early phase of my flying career that Salt City A vi ation began having financial problems and a former army pilot that had no commercial aviation experience took over as company manager and com pany pilot from Fred Mc Glynn, who had resigned. The flight instruction that I re ceived on the Kinner Bird in payment for my work on the Buhl was mostly given by the company's new pilot, Byron Glover, and the training under standably was somewhat similar to that given military pilots , except Glover had never instructed. The overhaul of the big Buhl Airsedan was now completed and it was resplendent with a beautiful hand rubbed orange and black paint job. Despite its new management, it wasn't long before Salt City was gasp ing its last. Soon the big hangar was boarded closed and the company's two airplanes were moved across the road for dead storage in the hangar being operated by Harry Ward. Here they began gathering dust. The Bird was later sold, but the Buhl for many
years was seldom flown. For my efforts on the Buhl major overhaul I was owed about four hours flying time, and I was concerned with the company dissolving that I might not receive it. For some time I had hoped to be able to fly the beautiful Buhl which I had been very close to. Glover was aware of my longing and I had let him know that I would trade the four hours of owed flying time on the Bird for one hour of dual instruc tion on the Buhl, if it could possibly be arranged. One November morning he said to me, "Come, let's take the Buhl for a ride ." I thought perhaps he just felt like doing some flying himself and whenever there was an offer of an air plane ride I was always quickly ready to go. Several airplanes had to be moved and with some help we finally pushed her through the hangar doors and onto the ramp. The oil was checked, 20 gallons of fuel were put in as we both pre-flighted and checked her over. I climbed into the left pi lot's seat to operate the engine primer, ignition switches and hold the brakes with the rudder toe pedals while
Glover pulled the large propeller through by hand. Two extra long stacks directed en gine exhaust far aft along the Buhl 's belly . The exhaust sounds of the big engine were always beautiful as it came to life and idled. Avoiding the whirling prop, Glover walked around the lower wing, climbed aboard and slid into the right front seat where I had previously installed the dual con trols in hopes I might get a few minutes stick time. He said, "Okay, let's go, you've always wanted to fly this thing!" I guess he had nothing to lose because he too was soon to be out of a job, as was Mc Glynn. But I was totally unprepared and surprised at his taking the right seat position, which was not equipped with brakes. Although I had flown the airplane quite a few times in the air, I was now to encounter new and very powerful thrust , long trundling takeoff run s, strong propeller torqu e requiring much heavier offsetting rudder inputs, and much heavier control forces in all regimes of flight. It was a stick-con trolled, 6-place cabin airplane and considered a big and " hot" airplane
by Holland "Dutch" Redfield VINTAGE AIRPLANE
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for its time; it was. lonely airplane but I was elated as we truck to the airport. There was a strong south wind jounced over the grassy field. My brother Scotty had a flat-tired blowing and the grassy field was wet As we again climbed steeply into and battered Model T Ford sedan and green from an overnight rain . the increasing wind , I looked back which I was able to buy from him for The wind did much to mask the much through the wing brace wires and $10.00. Barb and I stripped the body higher liftoff and landing speeds and struts and down past the trailing edge from it, then drove the chassis, four the wet grass covered my bumbling of the shorter tapered lower wing wheels and the engine (there wa s efforts to achieve and maintain take nothing else left), while seated on a off and touchdown alignment. The wooden box that was nailed to an un control forces and control inputs secured plank laid crossways necessary to handle this air across the frame. Our "car" had no fend plane in the low level Buhl Air Sedan CA-G, NC8450, as it was operated during 1933 by Salt City turbulence of the ers or floorboards and, Air Service at Amboy Airport near Syracuse, NY. strong wind, I just flung back rain and was not prepared slush during bad for. With my very weather. Also , re limited experience member that thi s I had become ac was in the days of customed to the horse-drawn milk fingertip control wagons with addi pressures required tional hazards that in flying the Bird are unknown to the and the feels of flight youth of today. as obtained from a cock There was room for pit position that was two of us to ride on the un considerably aft of, not forpadded box. When there were ward of, the airplane's wings. All three, we rigged a longer plank feels and forces of the Buhl were very which the weight of the two inside oc new to me. panel and cupants held down for the unscheduled We completed about six landings saw a small gathering near the gas extra passenger. Our grateful rider sat and they seemed to be getting better. pump alongside Harry Ward's hangar. on the end of this board which pro At the end of our last landing roll News that "Glover was soloing Dutch jected outside and beyond the frame . Glover unfastened his seat belt and Redfield on the Buhl!" had gotten Here he perched between the front and stepped aft in the cabin. I thought he around the airport fast. Many more back wheels with his feet dangling a was looking for some matches from experienced aviators felt the event few inches above the pavement. This his jacket draped over a back seat and might be worth watching. was a most miserable position for our I flew a couple more "passable" extra passenger on sloppy days but he was incredulous when he stepped out of the airplane. With the prop stream landings and then taxied back across was afforded some degree of comfort flopping his pant legs he held the door the airport toward my friends . As the from the pants-scorching heat emanat and shouted forward. "Okay, she's prop clattered the engine to a stop I ing from the exhaust pipe that ran all yours. Go ahead and do it!" The set the parking brakes and was a very close by. door closed with a whump and I was proud guy. There was much back Later we were able to fabricate suddenly all alone as he stepped clear slapping and a lot of wisecracks. I sa something out of wood framing and and stood at the wing tip. vored them all. chicken wire that vaguely resembled Why Glover took this responsibil I am certain that this was the great the streamlining of a racing car body. ity I do not know. Today I'm not sure est confidence builder of my life and I The steering wheel was lowered and a I would call it good judgment on his still savor it because it revealed some heavy gauge galvanized rain pipe part, or mine. But it was a far bigger thing in my makeup that I hadn't three times the size of the original thrill for me than my first solo. At the known was there, something that had carried the engine exhaust the length time I had only six hours of solo time n't been called on before. It instilled of the car. The yapping terrier-like and was a kid of 17. I knew I had to not cockiness, but confidence. sounds directed into the forward end do it and I wanted to do it. But I knew The beautiful Buhl gathered dust in were transposed en route and emitted a corner of Harry Ward's hangar for from the other end with deep-throated what I had hold of and I was scared. It was with considerable relief that quite a few years and was flown but booming echoes that perhaps lacked I got the airplane around the field and little. I never walked by her without a authenticity but were nice to hear. safely down the first time. I expected twinge of remembrance and a thump Despite our newly fabricated car no more and started to taxi slowly of her wire-braced taut, orange fabric body that at last gave us something to sit in, instead of upon, and a later in back toward the hangar. But Glover, wings. I never flew her again. stalled windshield, the seating standing alone on the field, waved for me to fly it around again, and I swung Becoming old enough to drive had arrangements remained unchanged her around tail to the wind and taxied immediately meant an end to bicy and we had no floorboards . In spite back to takeoff position. It seemed a cles, hitchhiking and riding the mail of our vulnerability on snowy wintry 6 JULY 1999
days, a favorite uncle presented me with a tom and disintegrating raccoon coat that had somehow stretched to at least seven feet long. I used aircraft rib-stitching cord and curved needles and was able to baseball stitch it back to a semblance of usability. Barb June's mother somwhere dug up a fake raccoon coat that bore little re semblance to the real thing. With old discarded aviator ' s hel mets and heavy gloves, we more than once battled our way to the flying field through wintry drifts of snow. This was done more , I guess , to be able to say that we had done it and perhaps prove to ourselves, at least, a possible display of some kind of alle giance to the unplowed, snow-drifted airport, the dormant hangared air planes behind frozen hangar doors and the snug at-home aviators. Our lo yalty was seldom appreci ated by anyone but old Bill Churchill, who ran the airport lunchroom and al ways seemed able to get there . We would have a hot bowl of Churchill 's soup , walk through co ld hangars and then head home with a g low of ac complishment. A local aviator, Charlie Smith, flew charters and hopped passengers in a beautiful SM-8A Stinson monoplane. In his spare time he had given me some instruction and soloed me on a Taylor Cub owned by Clayt Welch. This was in payment for some cleanup work I had done for Clayt. I enjoyed this and liked Charlie, but flying this 36-hp light airpl ane was just not like flying larger plan es with the ir open cockpits and bigger engines. Charlie asked why I didn't talk to Clayt about possibly looking after his two airplanes, a Waco F and the Tay lor Cub. I went to Clayt, he was receptive and it was agreed I would keep his airplanes clean, grease the rocker arms on the Waco, se ll pas se nger ride s on Sundays, assist his flying students when they were at the field, sweep the office and be a gen eral handyman. In exc hange for th ese serv ic es a small amount of pay was agreed upon for lunch money plus gasoline money for the Model T Ford. The rest of my pay was to be taken out in flying time on the Waco and the Cub. This new job tipped the sca les for me and with little re luctance I left sc hool. Although I promised that I
would go back in a year or two, I never did. May I again say that my com plete happ in ess with aviation has never caused me regrets and I know now had I delayed a few years that at later dates my age and experience level would have been a hindrance. The Waco F was a new and lovely graceful open cockpit biplane that was far ahead of its time in looks and per formance. Clayt was very proud of it and Twas proud to be associated with Clayt's operation. Thus began an un ceasing and strong affinity for Waco airplanes and open cockpit biplanes. I later came to operate three di fferent Wacos of my own. Flying the F was far different from the Bird which I had been flying the most, and far different from the Buhl, the Waco 10, the Curtiss Robin and the deHaviliand Moth that I also had some time in. It was nimble and very light and sensiti ve on the controls and a very stable airplane that hard ly had to be more than "wished" around. It wou ld lift off the ground and fluff to flight with a very short roll and then c limb with unabated drive at a very steep angle. To land the airplane was pleasant and easy. The lift of its two hi g h li ft airfoils and the dra g of the wing brac ing struts and wires perm it ted steep but slow glides and short , soft touchdowns, as very close to the ground the wings smoothly and slowly unloaded their lift. The Warner radial e ngin e pro vided far more power than needed. It was by far the smoothe st and peppi est e ngine that T had yet flown behind . The individual short stacks e mittin g ex hau st se parately from each of the seven cylinders were a de li ght to the ears, from idle to full throttle . At night the blue-flamed short exhaust stacks glowed cherry red and formed a seven-point flicker ing blue ring just behind the Waco's nose, and reflected flickering blue on the silvered under surfaces of the up per wing panels. This beautifully blended combina tion of a fine engine and a light agile airframe produced a fine looking and snappy performing airplane that was far ahead of standards of the day, and it was a real joy to fly . Clayt's Taylor Cub was fun to fl y too, but sitting completely enclosed in the fabric and isinglass box of its tiny thin-walled cabin, co mpletely out of
the flowing airstreams and sounds and feels of flight, just wasn't the same. I tolerated it because any kind of flying was fun and I wished to build up my flying hours no matter what airplane I was flying . The Cub always seemed to be going . It was one of the first ones built by Taylor Aircraft and the first light airplane on the field. Tn later years the Cub turned out to be a very popular trainer because it was easy to fly and could be operated at low costs. For Sunday afternoon passenger hopping, the Waco was an easy air plane to sell rides for because everybody seemed to want to ride in the snappy red and silver Waco. My success at selling tickets as I wan dered among the parked cars made me believe that I was a pretty good sales man after all. Clayt Welch's business was doing well and I was wonderfully happy and content and busy. One of C layt's students rented the Waco F to fly north to Quebec , Canada, to visit some frie nds on vaca tion, planning to come back the next day for a business appointment. On that morning, Clayt received a phone call from the Quebec airport manager that hi s Waco had crashed and the pi lot had been killed. News got around quickly and the whole airport was saddened and I was crushed as preparations were made to go get what was left of thi s fine air plane. Clayt, his wife, and I drove up to Quebec in his 1930 Model A sedan, towing a small two-wheeled trail er because we had been told that was all we would need to bring back the few parts remaining. It had been a damp, foggy morning and the pilot was anxious to get back home. The Waco 's instrument panel, although sparse, was also equipped with the bare basics for aircraft control by instruments. A gyro-operated tum needle, a ball bank, a vertical speed in dicator indicating climb or descent in feet per minute. These supplemented the normal airspeed indicator, engine tachometer, and non-sensitive altimeter. This instrumentation was barely enough for control even if the pilot was familiar with their use. Our pilot wasn't. Impatient with the slow-clearing weather, he finally took off against the advice of local airmen and the Waco was quickly out of sight in the fog. VINTAGE AIRPLANE
7
Those at the airport could soon telI that he was in real trouble by the sounds that were coming from the leaded sky. The Waco's engine screamed, then la bored, as the airplane was heard to several times dive steeply, apparently recover, then climb heavily. It was be ing terribly misflown as vertigo took over, forcing the pilot into insane air plane control as he responded to the now totally misleading "feel" cues of flight. The Waco could only contribute to its fight for life its now ignored but wonderful inherent stability and docile characteristics. If the needles of instrument flight were even perceived, their vital mes sages went ignored, or unbelieved. Flight by instruments shall forever be a delicate art, requiring extensive con centrated training and much continued practice. The instruments of flight must be believed and other airman senses ignored. Both embryonic and more experienced airmen have learned this in a last flash of recognition as they were meeting their maker. The feels of flight go berserk and fail to reB JULY 1999
spond to the pressures of flight di rected to elevators, ailerons and rudder as they are frantically deflected into flowing airstreams. Spatial disorien tation compounds into exasperating befuddledness despite frantic efforts to survive, and the pilot no longer knows which way is up. The Waco and the wide-open Warner engine could be heard through the fog in screaming dives and faltering recoveries, each one lower. The suspense was awful. Her last dive reverberated fearsome sound with the struts, wires, and engine at terminal speeds. It ended with a can non-like "whump" that was heard for many miles. It took hours to find her. Straight down she had centered her propeller hub on a boulder as large as a house. Then a few weeks later an army pi lot on leave, accustomed to the performance of 400-hp military air planes, rented Clayt's Cub and flew a short distance south to Cortland, New York. Her he endeavored to put on a 36-hp air show for some friends. With
an overloaded, under-powered air plane, the Cub spun out of a low wing-over. The pilot's passenger was killed and the airplane was demol ished. Clayt Welch's flying service no longer was. It was only a short time following the demise of Welch Flying Service that one ofClayt's former Waco stu dents, Bill Heffernan, decided that he might give the flying business a whirl. Another Waco F was purchased and Heffernan Flying Service was es tablished. Jack Moore, a former Gates Flying Circus pilot, was to operate the airplane commercially. At other times it was to be kept available for Heffer nan's personal flying. I considered myself fortunate in being able to pick up and continue my "handyman" du ties with this newly-formed outfit. The opportunity of being able to continue flying a Waco F pleased me. But this airplane did not fly as well as Clayt's. The engine was worn and tired and leaked streaky oil over the cowlings and on the hangar floor, and its airframe had lost the fine edges of
aerodynamic alignment that produce a good flying airplane when the previ ous owner had put it on its back in the middle of the airport after nosing over from a vicious ground loop. We never were able to rig out a wearisome left wing heaviness. Being very aware of what had hap pened to Clayt's Waco, and why, I was determined to find out for myself a lit tle about flying by instruments. The second "F" was instrumented similar to the one in Canada. I waited for cloudy days with 2000 to 3000 feet of clear air below and on these days I would en deavor to climb a few hundred feet up into the overcast while attempting to maintain control. Time after time I came falling out of the cloud base, but as soon as visual ground reference was attained, recovery was simple; then I would try again. After a while, I was able to inter pret and mange the instruments long enough to fly straight and level and make straight climbs and descents of short duration . Later I was able to make shallow turns of varying amounts by timing with the sweep hand of my wristwatch. Should some of today's aviators be aghast at this possible lack of concern for other air traffic, please note that there was no airport control tower, no radios or airways traffic control, and no one flew cross-country on instru ments anyway. I had the clouds all to myself because no one else wanted any part of them. One winter afternoon when practic ing, I found myself doing pretty well and ended up climbing 5000 feet through the thick clouds. We broke on top and the Waco streaked through the wispy white of the cloud tops and into a beautiful, totally new world of bright blue sky, sunshine and billowing clouds forming white mountains with shad owy, ominous valleys below. Although bitter cold so high, I re mained real snug in the rear open cockpit as I hunched forward close be hind the small curved windshield . With my goggles down , the engine smells and heat warmed my face when I peered over the leather-padded coam ings, thong laced to the cockpit rims. Peering aft over my leather-jack eted shoulder could be seen the brilliant white billowing cloud tops, beautifully framed by the shuddering orange horizontal stabilizer and its
trailing elevators, and the black verti cal fin and its trailing rudder, now responding to trial movements of my feet, the empennage surfaces geomet rically tied together by the streamlined tail brace wires. For 30 or 40 minutes I cavol1ed up there alone in another world of un be lievable beauty. I would roar down dark valleys with the Waco's wing tips brushing the sides, then steeply banked swooping pull-ups up and over the white of the billowing peaks, with a plunge down into the dark valleys on the other side. Tightly banked turns around mountain peaks, and loops, and wing overs and stalls close to the peaks, falling down the mountain sides on re covery. And as I looked down, the plane's faithful shadow cavorted with us, always completely circled by a small but perfect bright rainbow of many brilliant hues. Such a joy, what sense of speed, such appreciation of nimble, responsive airp lan e being tightly maneuvered in close proximity of the yielding wispy clouds. But the sun was getting low and the cloud tops below were changing to ominous and gray. There had been no breaks and I had not seen the ground for a long time. When we had climbed into the clouds, the base of the overcast had been at 2,000 feet. I was now at 7,000 feet and re alized that there was 5,000 feet of cold and wet cloud to descend through . I was also acutely aware that [ had to maintain contro l of the airplane while also keeping the en gine running smoothly at reduced descent rpms in probable icing con ditions. As we entered the cloud tops I swallowed a few times as my attention riveted to the turn needle, the airspeed indicator and the tachometer. As we descended, it became darker and the fog of the clouds closed in above. I could barely see the wing tips and the fog eddied and swirled off the wet wings and struts. Now a light film of white ice could be seen forming on the interplane struts and wing leading edges . Unlike the stable air and smooth steady climb ofa while ago, conditions were now turbulent and the airspeed and turn needles did not want to stay put. My hands and feet were busy, applying the pressures of corrective control. The Waco kept drifting from my
descent heading and the pesky left wing heaviness was very bother some. This was the longest stretch that I had ever flown solely by in struments and my descent was being made purposely slow. The forces and the feels of flight that were send ing signals to my body were becoming more and more difficult to ignore as the needles of flight seemed to be telling me one thing, my body strapped to the pilot's seat, another. I had to concentrate very hard, forc ing my control inputs to be in response to the needles flickering be fore me and not to what my senses felt. I was not sure how much longer I could do so and the air was getting more turbulent and upsetting. I felt alarm as I neared 2,000 feet still in the enveloping cloud mass. But now it seemed getting lighter and I stole a glance over the cockpit coaming. The wings and struts could now be seen slicing through whiter wisps of cloud. Suddenly I was un derneath the heavy overcast and in the clear. It was snowing lightly and through the reduced visibility I looked down at roads and buildings that appeared familiar, yet I was un able to identify them , nor my position. Here I was , but where was I?, and which way was the airport? I was confused because I thought I should be west of town, but nothing below fit this supposition. I circled and circled, trying to sort things out. It was with incredulous disbelief that I finally concluded that we had descended out of the overcast many miles from where I had started my climb, and were now actually east of Syracuse instead of west. Powerful upper air winds had drifted the slow flying airplane many miles as I succumbed to my new airman's world above the clouds. Darkness was near and it was with relief that I felt the Waco's wheels touch down and then trundle across the frozen clumpy sod. I was busy keeping her rolling straight with the rudders. As she came to a stop I found myself shivering, perhaps from cold. I lifted my goggles and sighed. The Warner's popping idle sounded good and I felt warmer. It has been a very rewarding day.
To be continued in next month's edition of Vintage Airplane. ...... VINTAGE AIRPLANE
9
out to gawk at the latest aeronautical technology, to marvel at at tempts to harness the air, and to take inspiration from the heroic achievements of the aeronautical pioneers. It was St. Louis at its most engaging. Seemingly oblivious to the danger, Lindbergh climbed into the Spirit of St. Louis in New York on the morning of May 5, 1927, taxied across the field, and flew toward the Atlantic Ocean for the longest and most difficult flight up to that point of his ca reer. His completed plane was 27 feet, 8 inches long, 9 feet, 10 inches tall, and 46 feet wide from the tip of one wing to the tip of the other. Although he could fly it as fast as 129 miles per hour, Lindbergh flew slower over the ocean to conserve fuel. En route, the plane encountered high winds and an electrical storm and Lindbergh endured the agony of keeping himself awake and alert through 33 grueling hours of flight. But when Lindbergh landed in Paris a day and a half after taking off from New York, there was enough fuel left in the tanks to fly a thou sand more miles and Lindbergh announced that the Spirit of St. Louis had flown perfectly. Immediately, Lindbergh and his little silver plane were surrounded by thousands of fans cheering for him in his triumph. Together, he and his plane had successfully completed a flight many had thought impossible. Today, the original Spirit of St. Louis is on display at the na tional Air & Space Museum of the Smithsonian Institution in Washington, D.C. But St. Louisans can see a replica of Lind bergh's plane much closer to home - at the Missouri History Museum in Forest Park. The Missouri Historical Society, Trans World Airlines, Inc. and Save A Connie, Inc., an organization of retired TWA pilots and other personnel, have teamed up to re store the replica that has been on loan from the Historical Society to Lambert International Airport since 1975 . Now re stored, it is on display at the Missouri History Museum and hangs in the Grand Hall of the Emerson Electric Center.
Years of display in the Lambert International terminal, not to mention the many years before that when the replica had been flown all combined to make a replica in sore need of TLC. The fabric peeled back on the wings revealed some damaged ribs and the warped plywood you see here.
THE ORIGINAL SPIRIT OF ST. LOU IS
When Charles Lindbergh became the first person to fly solo from New York to Paris in 1927, he was instantly heralded as a hero throughout the world. But Lindbergh insisted that his air plane, the Spirit of St. Louis, receive its fair amount of praise for the feat, because he believed that he could not have made it if it hadn't been for this very special plane. In deciding to attempt the flight, Lindbergh knew he was un dertaking a very dangerous task. The journey would be long; there would be no landfalls for an emergency landing; no co-pi lot would accompany h im and relieve him for periods of necessary sleep. With so many dangers facing him, Lindbergh believed that one of the keys to success would be the plane he chose to fly. He approached a group of St. Louis businessmen for financial backing and named the plane that eventually was built with their support the Spirit of St. Louis, in honor of the city which shared his aviation dreams. Collaborating with engineer Don Hall at Ryan Aircraft, Lind bergh laid out the requirements for the Spirit, creating a plane that he thought light enough, yet durable enough to safely com plete the long, nonstop flight across the Atlantic. The plane was designed with only one set of wings to enable it to cut through the air with greater ease. Instead of two or even three engines, the Spirit had only one, reducing the plane's overall weight, one of the considerations Lindbergh considered critical.
The forward nose cowling is one of the most recognizable cowls in aviation history. It is made up of a number of intricate pieces, all of which had to be reworked or cleaned up. VINTAGE AIRPLANE
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To make the Spirit even lighter, Lindbergh directed the plane's body to be built of welded steel tubes covered with cloth, and its wings to be built of wood, wire and cloth. He also vetoed the inclusion of many items found in some other planes of the period, including navigation lights, fuel gauges and a radio. He even decided to make his historic flight without a parachute. All of these measures con tributed to a plane whose weight was less than the planes of rival pilots who were anxious to be the first transatlantic solo flyers . They also made the flight more dangerous .
The replica is accurate in a wide variety of ways, including the use of a wicker seat for the aft "Lindbergh" seat.
The nose of the replica features a second cockpit, used during filming of the movie "The Spirit of St. Louis," starring Jimmy Stewart. The Standard Steel prop is mounted on the crankshaft of the Wright J 5 engine, complete with the distinctive front-mounted magnetos.
ABOUT THE REPLICA . ..
A new overhead skylight was constructed to replace the one
installed in the center of the one-piece wing. 12 JULY 1999
The 2,850 pound airplane that became the replica of the Spirit of St. Louis was built in 1928 by B. F. Mahoney Air craft Corporation, the successor to the company which built the original Spirit of St. Louis, Ryan Airlines of San Diego. One of several Ryan Broughams (this one is SIN 153) built that year by Mahoney, the model was similar in design to Lindbergh's plane. The plane was the property of several owners before be ing purchased in 1955 by movie aviator Paul Mantz to be modified for use along with two other replicas in the film depiction of Lindbergh's flight, The Spirit a/St. Louis . Sharon Smith, curator of the Missouri Historical Society ' s Lindbergh collection, said : "It was used mainly for still shots, although supposedly it was flown . If that was the case, Jimmy Stewart, who played Lindbergh in the film , would have sat in the pilot's seat, and a professional pilot would have sat where the extra fuel tanks had been in the original plane." In 1962, donations totaling $10,000 from 36 Friends of the Mi ssouri Historical Society made it possible to purchase the replica from Tallmantz Aviation, Inc. of Santa Ana, Cal ifornia. New certification of ownership was filed with the Federal Aviation Administration and on June 7,1963, the replica was presented to the Missouri Historical Society on
Loaded up on a dolly sans landing gear, wings and tail, the Spirit of st. Louis replica is rolled into the Grand Hall of the new Emerson Electric Center at the Missouri Historical Society's museum in St. Louis's Forest Park.
behalf of the donors by Wooster Lam bert, an investor in the original Spirit of St. Louis, at a ceremony at Lambert Field. Almost immediately, the His torical Society agreed to lend the replica to the New York World's Fair commission to exhibit in the Missouri Pavilion, but plans to fly the plane to New York City were thwarted. " In order to secure FAA experimen tal flight certification so that the plane could be flown, the plane was first successfu lly test flown at Lambert Field," explained Smith. "After land ing, however, winds caused the plane to tip over, damaging its nose. As a result , it was recommended that the plane not be flown. " Despite this setback, the replica was displayed for a year at the New York World's Fair before returning to St. Louis in November 1965 on a flatbed truck. It was then stored briefly at the home of Joseph Desloge in Florissant, Missouri. In 1967, the Missouri His torical Society authorized aviation company Remmert-Werner to repair the replica at a cost of $79,000, and it was flown downtown in commemora tion of the 40th anniversary of Lindbergh's transatlantic flight. Following the commemorative flight , the plane was housed in a hangar at McDonnell Douglas until Lambert Airport completed its new in ternational wing . The replica became a part of the airport's display in 1975 and has been on loan , annually re newed, ever since. Throughout its display period at Lambert International, the replica has been cleaned and dusted several times a year, initially by McDonnell Douglas engineer Art Davies and subsequently by the Historical Society's Collections staff headed by Bob Mullen. Notwith standing this attentive maintenance regimen, the display environment took its toll on the replica. "The plane will require conservaThe plane is assembled on the Hall's floor before being hoisted 30 feet into the air, where it was secured with cables. The Spirit replica will be on public display when the new wing opens in the fall of 1999. VINTAGE AIRPLANE
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(Top) Long and sleek, the Cessna 195 was intended to give the busi nessman pilot retractable plane performance without the hassles of maintaining the retraction mechanism. The trim color of Ron's 195 is Persimmon. (Right) Ron Karwacky (center) with two of his airport buddies, Bryan Rosen (left) and Mark Holmes.
Big Ron's Backhoe Service in the Los Angeles basin is Ron's business, and to get away from the grit of everyday mak ing a living, Ron heads out to the airport to fly his 195. A pilot for 15 years, he and his then partner, Jay Jonas, had been working on a 450 Stearman project when the opportunity came along to buy the big Cessna in 1987. At that time it had slipped into a bit of disrepair, parked outside and oxidizing in the LA smog. Seeing a long road ahead for the project, they had been casting about for a good flyable airplane, and $15,000 later, after a late night "hey, if you're interested in a 195 ..." type of call, Ron owned a 195. There was only one hitch. He hadn't soloed yet. Neither had his partner. Nope, not even in a Cessna 150 or a 16
JULY 1999
Cherokee, or any thing , let alone a long-legged, tail wheel equipped Cessna, or the fire breathing 450 hp Stearman they were working on. Sure, he'd been flying and winning awards with giant-scale, radio controlled airplanes for a number of years , and had some dual (including some aerobatic flying) in full size air planes, but he'd never progressed to flying one all by himself1 Providence played its part for the two owners, for about a week later Ted Warner, a CFI with about 10,000 hours in tail wheel airplanes, walked into their hangar and asked if they were the two fel lows who owned a couple of airplanes they didn't know how to fly. Over the
years, Ted and Ron became close friends , a relationship that continues to this day. By the end of Ted's dual instruction tutelage, Ron found himself at the controls
ofthe 195, ready and signed off to fly it all by himself. Most people look at him in credulously when he describes the events after he bought the 195, but to him it was no big deal, due in large part to the attitude he went into learning how to fly the air plane, and the dual he received from Ted. While the 195 does not jump to the fore front when you' re thinking of trainers, it worked well for Ron, who went on to fl y the fas t ( 165 mph), comfortable " Busi nessliner." His taming of what some have dubbed "a beast" proved once again that many airplanes are given undeserved sec ond- hand reputation s, rather th an th e respect they deserve. Based at the legendary Flabob Airport near Los Angeles, the 195 has been a con stant "work in progress" for Ron, never spending much time at all out of service, eve n whe n the dec isio n was made to change out the Jacobs fo r a new rebuild, one of the last done by Jim McCorklin, Ja cobs' then shop foreman ip Payson, AZ. This particular 195 actually started out as a 190, powered by a 240 hp Continen tal. The only difference between the two models is the engine installed at the fac tory, and seeing one converted to the 195 is no big surprise. First delivered as a cor porate airplane, it shuttled between the St. Louis and Kansas City areas for the first 14 years. In 1971 , Norm Goyer, then the proprietor of an FBO in New York state, did the conversion after a skilled airline pilot, Edson Raymond, neatly executed a forced landing with the airplane. The prop decided to depart the engine while in "YFR on top" flight over the Berkshire mountains. Landing upillll on a beginners ski slope during the summer, the damage done to the Cessna was a small wrinkle put near the top of the rudder when a tree branch caught it as the airplane was swung around at the top of the illll, and a pair of damaged right wing and elevator tips. The cowl and engine were junk as well , fin ished off by the violent departure of the Hamilton-Standard 2D-20 prop. (I wonder where it wound up ... ) After purchasing the 190 from Edson , Norm replaced the damaged parts, sal vaging a military L-126, which had a 300 hp Jacobs installed. That same Jacobs, a nearly new zero-time overhauled unit, would faithfully serve Norm and his fam ily for many years and over 750 hours . Ron put over 1,000 hours of ills own time on it before a couple of rings broke in the No.4 cylinder. Nothing major, but the de cision was made, and a new engine from Jacobs was put in.
During all of th e timen he has owned it, Ron kept polishlng and maintaining the Cessna, polishing it first with a couple of brands before settling on the Nuvite, which his friends Kent and Sandy Blankenburg a lso prefer to use on their polished airplanes. Th e interior has re ceived an equal amount of work, much of it the handi wo rk o f Ma rk Ho lmes. Mark 's bee n You can almost smell the leather as you peer inside the sumptuous with the proj ect fo r so cabin of the 195. Mark Holmes gets much of the credit for how the interior looks, including the 3/4" ca rpet and carefully applied trim. long he has done a cou ple of items twice, like the seats. The fi rst go a round had vi ny l covers, bu t n ow the smell of cushy leather upho lstery greets you when yo u poke yo ur nose in the cabi n. Oh, the creature comforts! Cess na used to ad vertise the 190/ 195 to the we ll hee led busi nessman: "For those whose choice is unre stricted . .." and in other promotional material The panel of the 195 has plenty of room f or rou nd dial goodies. As they gushed: "The 190 with so many vintage airplanes, radio placement can be a bit of a and 195 are all metal, challenge ("Now where'd I put that GPS?") but as the solid state high wing, single en radios available today seem to get smaller and smaller (and run cool gine planes which offer er) it seems to get a bit easier to f ind a spot to shoehorn in a couple the utmost in personal of Com radios and a transponder. comfort and pleasure in cross-country flying. The 195 may have gained a less than sterling reputation due to the perception These planes are built ofthe fin est materi als throughout, and in no cas e is any that its size and somewhat limited visibil sacrifice ofquality made for price. Instead ity over the nose combine to make it "a they are built with the main thought in beast," but if you take the time to speak mind to give the fine s t in p ersonal with experienced owners, they'll tell you that it really is a pleasant airplane to pilot, aircraft·" Cessna's big business airplane proved to particularly if it is a well maintained , straight airframe. Gaining and maintaining be useful for all sorts of flying, from float operations (the U.S. Air Force, Army and pilot proficiency in the type also seems to be a big factor, and they'll be the first to National Guard ordered a total of 63 LC 126 for light aircraft support, search and recommend you find an experienced rescue and instrument training work) to 190/ 195 instructor to guide you through skis and plain old wheels. One of the useful the process. That's precisely what Ron did, in addition to the time he's spent get innovations for the 190/ 195 landing gear was the crosswind gear, which allowed a ting to know his airplane inside and out. For Ron Karwacky, the use of some pilot to land the airplane wings level in a cross wind with the nose of the airplane major elbow grease and his loving care yawed as much as 15 0 . Needless to say, a of his Cessna 195 give him the privi 190/ 145 so equipped gets a few quizzical lege of enjoying, every weekend, one looks while landing or taxiing sideways of aviation 's most luxurious airplanes down the centerline! ever built. ~ VINTAGE AIRPLANE
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18 JULY 1999
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or years I have read with envy the articles of pi足 lots who fly their light planes around the world. Like most who love flying, I really enj oy heading out to some dis足 tant place, especially one where I've been before. I have been known occasionally to stick my neck out a bit, but crossing those big ponds, well I must admit, that's when I draw the line. But then there are other ways to skin a cat and that's what this story is all about.
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(Photos 1, 2 & 3) As you can see, it's quite simple to pack the Cub away. The wings and struts hang in carpet slings. The tail wheel is removed and the spring is bolted to an angle bracket which is secured to the floor. The motor mount is bolted to a frame which is lag bolted down. We attached our engine come-along to the u-bolt welded to the top of the door opening.
In 1987 a good buddy of mine talked me into rebuilding our old family Super Cub that had been sitting for years in the back of the hangar. We were both easing into retirement and the idea of flying Cubs to Alaska sounded like just the thing we needed to do . The following summer my wife Marilyn and I had a wonderful time exploring Western Canada and Alaska. Unfortunately my friend was not able to join us. When we returned from that trip we rolled the little plane, now christened "Yellow Bird," to its spot in our hangar. At that point we had no further plans that in volved the Cub, that is until we went to see the movie "Out of Africa." Walking back to the car I announced that we were going to ship the Cub to Nairobi. Marilyn said "you're crazy," which is probably not very far from the truth. After a great deal of research, lots of correspondence and third world red tape we were able to make the necessary arrangements to ship the plane into Kenya. There are lots of great little planes out there and they
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all have their special attributes. Taking into consideration the performance requirements as well as other special needs , we felt we had the perfect aircraft for the task at hand. Fortunately, when we rebuilt the Cub, we made the decision to trick it out utilizing certified modifications which were available from Cub Crafters of Yakima, Washington and Atlee Dodge of Anchorage. Some of the modifications we made included installing a 160 hp Ly coming, beefing up the fuselage and main spar, an IFR panel (which included a 150 watt single sideband), ex tended baggage compartment, heavy duty gear with small tundra tires and nice comfortable seats. We also installed over-sized fuel tanks giving us nine hours of duration, without which we could not have made the trip. Another thing about the Cub, is that after removing the engine and tail feathers, it fits snugly into a 20 foot sea going shipping container, plus it's easy to take apart and put back together. In Texas, a used 20 foot container
further pUuu tW ifwoWed ~ Cub tW if UKtii ~ ~ t() fee" ~ J
w~
back to th.e- car I tUUWwu;ed tW ~ were-!}()iItj to flrif'th.e- Cub to Na.ir()bi-. MarilyfV fa.id '/()u/ye- CYM:fJ" ~ if pr()babty Mt veryfarfr()ffl/ th.e- tr~. VINTAGE AIRPLANE
19
costs somewhere between $1,500 and $2,000. Shipping agents will quote the cost of trans porting a container to any spot in the world. They can also provide a container on a per diem basis. When an aircraft is flown in to another country it's normally just standard every day procedure. When one is shipped in, that's an other story, as a totally different group of bureaucrats and rules must be dealt with. The shipping agent on the other end takes care of most of the details. The majority of the coun tries require payment of a temporary import fee which is calculated on the value you put on your plane. This is supposed to be re funded if the plane is shipped or flown out of the country within a year. Once you're there Most of the EAA members at the 1992 Siljansnas Fly-In in Sweden are pictured here, you can fly to neighboring countries, clearing along with Marilyn and I in the front row. There were also a few other members in and out just like anybody else. Some places from other Scandinavian countries. It was a most hospitable event! require local liability insurance . As to hull coverage on the plane, that can be a problem. foreseen problems. We were fortunate that everything After getting a quote I decided to take the risk myself. went pretty well according to plan and the Cub performed In September of 1988 we met Yellow Bird in Nairobi. After putting the plane back in one piece we spent seven flawlessly. In places like Africa where the road systems wonderful weeks touring Kenya and Tanzania with side are not so great, virtually every lodge or game camp has a trips to Rwanda and Eastern Zaire. Like all trips of that strip right next to their facility, from my point of view a duration you have to expect some weather days and un pilot's paradise. The trip to Africa was such a success that we decided to ship the Cub on to Australia and meet it there the fol lowing year. When a plane is shipped in this manner a contact on the other end must receive it and make arrange ments to store it at suitable airport. This is when I discovered that the EAA was much more than a bunch of enthusiastic pilots here in North America. When I have contacted the EAA chapter presidents in other countries, not only did I make new friends, I also had a very reliable individual representing me. We have found that pilots the world over, for the most part, are wonderful individuals and especially those who belong to the EAA. Now fully retired, Marilyn and I decided to meet the Cub once a year some place in the world where it was practical and safe to fly a private plane. What followed were trips to New Zealand, South Africa (where we vis ited five adjoining countries), then Chile and Argentina. In 1992 we gave our faithful but somewhat rusty con tainer to the flying club in Valparaiso, Chile and headed up the Pacific coast, through Central America and on to our home base in Dallas. The plane had been gone from the states for over five years. The next few years we stayed busy with other projects. We did take time off to fly the Cub into the wilderness area ofIdaho for some camping and down the Baja penin sula of Mexico. This past year we got the bug again to see a little more of the world. We contacted Bent EsAnders Ljungberg (EAA 2836 - he joined in 1956) was the man who founded the EAA movement in Sweden. I had the pleasure of allow ing him to fly our Cub around the area for an hour. Anders, an long time friend of EAA Founder Paul Poberezny, was a very nice man who was quite helpful during our stay. Retired from the Swedish Civil Aviation Administration, his name may ring a bell for many low num ber EAAers - he was the fellow who flew the Pober Sport around the USA visiting each EAA Chapter during a 30 day goodwill tour that logged 121-1/2 flight hours. 20 JULY 1999
There have been times I could have used a pacifier during my flying, too!
bensen, who at that time was head of the Danish Chapter of the EAA, to ask for advice on sending the plane in to Scandinavia . The outcome was that we shipped the plane to Bent who lives in Esjberg, Denmark, then met it there this past July and spent six weeks touring Denmark, Norway, Sweden, Finland and Lapland. I've never seen so many enthusiastic EAAers . Everyone went out of his way to see that we had a good time and saw as much of their country as possible. We attended a fly-in held at Sil足 jansnas, Sweden which was put on by local pilots and EAA Chapter 222 out of Copenhagen. The weather was great and well over 100 planes were in attendance. The EAA is definitely alive and well in that part of the world. One thing that makes it nice
for visitors like us is that Scan足 dinavians communicate among themselves in English. Air control is also in English. Most every pilot had been to Oshkosh or said they planned to go in the near future. Yellow Bird now sits in a hangar at the Esjberg Air Port with my good buddy Bent looking after it for me. Down the way in another hangar is his Aeronca 7C which looks like it was just delivered from the factory . We plan to be back over there in June with Russia , Estonia , Latvia , Lithuania and Poland on our itinerary. No doubt we ' ll have the chance to meet more nice EAA members. If not, at least we can spread the word! ......
The 150 watt Single Side Band HF radio under the panel was necessary in Africa and the Australian Outback. In South America we were often assigned HF frequencies when on instrument flight plans. We also carry an handheld transceiver and GPS.
The flight line of the Siljansnas Fly-In, with the Yellow Bird in the center. Recreational aviation is alive and well in Scandinavia!
Kyosti Salo crossed the Baltic sea from Finland in his homebuilt to attend the fly-in . He and other EM members provided the entertainment. VINTAGE AIRPLANE
21
l'lJtly Mystery Plane
by H.G. Frautschy
That amphibian from Bob Hol lenbaugh's past pub li shed in our April issue sure didn't stump many of you! One of my favorite aspects of this column is getting letters from regu lar contributors as well as people who have some personal connection with the airplane in question. In this case, we have two , Bob, who took our original photo, and our first let ter writer, Roy Wil liams of McAllen, TX. "The April Mystery Plane is one in the series ofF-II s built by th e Fokker Aircraft Corp. in America. The F-11 prototype had sponsons on each side ofthe hull at the water line and a retractable landing gear. These sponsons did not provide the water stability that was expected. This F-11 was converted to aflying boat. The F-11 A model was equipped with conventional out board wingjloats, a 525 hp Wright 22
JULY 1999
Cyclone engine and longer wings. It was then sold to one ofthe Vander bilts. The third Fokker amphibian had a conventional retractable land ing gear and wing jloats, and was powered by a Pratt & Whitney Hor net B engine, changing the d esignation to a F-11 AHB. This model was sold to Mr. Gar Wood,
The July Mystery Plane has that vague "1 think it's a ... " feeling about it. See if you can't make that feeling go away by looking it up and then dropping us a note here at EAA. Send your answers to: EAA, Vintage Airplane, PO Box 3086,54903 3086. You answers need to be in no later than August 25, 1999 so they can be included in the October issue.
famous for speed boat racing in the D etroit area in the late '20s and '30s. This plane was the one dis p layed in the April issue. "Mr. Wood traded it in on a large Grumman amphibian, the dealer be ing located at the Detroit City Airport in 1936. "A friend ofmine, Thomas O' Ma lley in Warren, OH learned that the Grumman dealer had this Fokker. Wejlew over to Detroit to examine this amphibian. It had been very' well maintained. "A short time later Mr. 0 'Malley purchased the plane and the docu ments disclosed that it had been owned by Mr. Wood. Upon arrival in Warren, I conducted a very through inspection and found that it had been very well caredfor. "I continued to maintain the plane for a period oftime.
Here's another view of the April Mystery Plane, Fokker F11AHB, NC 127M. The F-11 identified the 11th model in the American Fokker series, the A meant that it was an amphibian ( rather than showing sequence of development, A, B, etc.), and the HB meant that it was powered by a 575 hp Pratt & Wh itney Hornet B engine. The photo was taken at the same time and place as Bob Hollenbaugh's photo, but from a different angle. Note the PARKS name on the hangar. Could either of the individua ls at the extreme right and left of the photo be Bob? Both seem to be winding film in cameras . . . Pete Bowers.
"The whereabouts ofthis plane today is unknown to me. " Roy Williams McAllen, TX
And from Kaz Grevera, Sunny vale, CA, quoting the word s written in "Fokker- The Man And The Aircraft" written by Henri Hegener and published in 1961: "When Fokker displayed his lat est models at the Chicago Exhibition in 1925 the Fl1A Am phibian was one of the most advanced design exhibited in the civil field. In those early days most ofthe wings came complete from Holland, because plywood ofthe necessary quality was not avail able in America. It took the American plywood manufacturers many months before they could equal the quality of the veneered Lithuanian birch which Fokker had used in Holland. The Amphib ian with a 525 hp Pratt & Whitney pusher airscrew Hornet engine on top of the wing and a cabin for
Thanks to Rich Allen, Lewiston, 10, we have this listing of the F-11A amphibians built: (In 901 NC7887 Fokker demonstrator, flown with P&W Wasp 400, and Wright Cyclone 500 hp engines, tested in both tractor and pusher configurations, and as a twin "push-pull" pair. Sold to Harold G. Vanderbilt of New York. 1929 1937. Used as a flying yacht. Sold and last used for passenger-hopping at Revere Beach, MA. Destroyed in 1938 hurricane. (In 902 NC148H Demonstrator. Dismantled.
(In 903 NC1S1 H
Not completed. Lie. Canceled 3/12/30.
(In 905 NC843W Sold to Gar Wood, Detroit MI. 1929-1936. Later sold to others. Lie. can celed on expiration 10/1/39. (In 905 NC843W Demonstrator. Tested by u.s. Army Air Corps, 1931, and by Western Air Express in CA. Dismantled, scrapped at factory. (In 906 NC339N Sold to Air Ferries, Ltd., San Francisco, CA. 1930-32. Gorst Air Transport, Seattle, WA 1932-33. Exported to Canada and registered as CF-AUV. Destroyed in accident 7/13/35. VINTAGE A IRPLANE
23
From 1930
Jane's All The World's Aircraft
c---- - - - - - 5 O ' - 71"- - -- - ---j
Span:
Length:
Wing Area:
Empty Weight:
Gross Weight:
High Speed: .
Cruise Speed:
Initial Climb:
Range:
A number of other tidbits came in notes from other members, including a men tion by Frank Goebel of Joliet, IL that the airplane was de signed by Alfred A Gassner, who later designed the Fairchild Baby Clipper am phibian. (See Volume 3, ATC 222, of Joe Juptner's U.S. Civil Aircraft.) Larry Knech tel wrote to tell us that a wingless fuselage to one of the five built was found in Canada in the '70s, and was f--- - - - - 4 Z - 1 1 " - - - - -J returned to Holland where it is now in the A viodrome Mu seum at Schiphol Airport, Amsterdam, on loan from the FOKKER AIRCRAFf CORP. OF AMERICA
Western Canada Aviation NEW YORK
Museum in Winnipeg. The airplane is c!n 906, NC339N. "F-ll AMPHIBIAN" 6 PASSENGERS
ENGINE - PRATT & WIllTNEY "HORNET" OR WRIGHT "CYCLONE" According to data sent in by Marty Eisenmann, Alta From "The Aircraft Yearbook - 1929" Lorna, CA, the Fokker will be in Holland for 15 years while it is being restored, and will then come back to Canada for 5 years where it seven passengers, was the only monoplane amphibian developed up will be displayed in its Canadian to that date. Here, too, the Amster markings. Both Pete Bowers and Rich Allen dam Works lent a helping hand, for the all-metal hull was constructed in pointed out that the registration for Holland; further proofthat Fokker NC127M expired on October 1, had long appreciated metal hull 1939, and they wondered if Bob construc tion , but that he only ap might have been mistaken concern plied it where he considered it useful ing the date he mentioned (1940). I and profitable. The wing was ofnor checked with him regarding the tim mal wooden cons truction covered ing, and he recalled the airplane was at Parks in the fall of 1939, when he with veneered sheeting. " 24 JULY 1999
.59 ft. .45 ft. .500 sq. ft. .4,100Ibs .63501bs .112mph .95 mph .700 fpm . .425 miles
started his first year at the school, following his graduation from high school in the spring of 1939. It spent the entire winter of '39-'40 in the hangar being worked on, and didn't flyaway until later in the year of 1940, its destination unknown. (In the photo from Pete Bowers you can see it is a warm day, with a couple of the young men in coveralls that have the sleeves cut off. The trees are in full leaf, too.) The scuttlebutt around the school was that it was destined for Catholic missionary work in the Yukon, but that was never confirmed. Other correct answers were re ceived from: M . Bub Borman, Dallas, TX; Charles F . Schultz, Louisville, KY; John Beebe, White Stone, VA; James T. Rogers, Lynchburg, VA; William Knox, Woodstock , GA; Jake Dewan, Towanda, PA; Frank Abar, Livonia, MI; Ted Giltner, Tamaqua, PA; Ralph Nortell , Spokane, WA. Send your Mystery Plane corre spondence to.- Vintage Mystery Plane, EAA, P . O. Box 3086, Oshkosh, WI 54903-3086. If you 'd prefer to send your re spons e via e -mail, send it to:
vintage@eaa.org. Be certain to include both your name and the address in the body ofthe copy and put "(Month) Mys tery Plane" in the subject line. .....
PASS IT TO BUCK
by E.E. "Buck" Hilbert EAA #21 VAA #5 P.O. Box 424, Union, IL 60180
ODDS 'N ENDS
Dear Buck, It is with great pleasure that I sit down to write this letter to you. My name is Walter Jazun and I am a captain on the 727 for United Airlines and very glad to report that all those pretty pictures of "old" airplanes you left hanging on the walls of the ops of fice all over the Midwest are still there. Yeah, they have painted some walls but the frames seem to survive the "en thusiasm" of young managers throughout the system and are sti II proudly decorating the otherwise dull environment. I've been with United since 1989 on different airplanes and seats and checked out back in 1997 on the 3-holer. I enjoy your writing and hard work for the Antique division and have been following your activities with EAA for awhile now and can only thank you for it and encourage you to keep doing it with the same energy! But the purpose of this letter is first to congratulate you on your recent pur chase of a Helton Lark and to give you a couple of pictures I have taken over the years of the bird. I am the proud owner of a 1940 Cul ver Cadet, SIN 141 , NC29272, which won the Grand Champion Antique at Sun 'n Fun 1992. I purchased the air plane last March and enjoy flying it a lot. Enclosed, please fmd the picture of my airplane and yours truly in the last AAA fly-in at Gainesville, TX where we picked up Best Classic. Also, a cou ple of pictures of a Helton Lark I thought about buying; they were taken in Plainesvi lle, TX where r went to look at it. You are very accurate in saying it's a rare aircraft and accordingly it was hard for me to find good help and assistance, until I ran into Dan Nicholson, a "good '01 boy" from Tomball, TX , just north
of Houston. Dan is a wealth of info about the Culver and derivatives and very enthusiastic fellow. He runs the Culver club and, indeed, ferried my air plane from Ocala, FL to Houston, then Gainesvi lle where I met him and flew horne with the award. He can be reached at 281/351-0114 and he'll be glad to talk Culver with you . Please tell him I sent you. r have a box of material I'd be glad to send you to copy so you can learn about the bird. Al Mooney sure knew what he was doing. I get my little Culver in that "sweet spot" and cruise a ll day long (between refueling) at 120 mph, all with 75 HP! Someday when you find yourself in Tucson, stop at the Pima Museum. They have a pretty light blue Helton Lark hanging off the rafter. As you may know, Bob Short, who worked with Al Mooney on the design, is still around and has some material, as well as Mr. Jamison who lives in De land, FL, and is the corn roast CEO at Sun ' n Fun. The museum at Columbus, OH airport is worth a visit also, in mem ory of Foster Lane. Please stay in touch and maybe we'll join up soon. Until then, Walt Parker, CO
Thanksfor the note, Walt! it sure is a great little airplane and a lot offun. Over to You, Buck Hey, jile this one under "There 's al ways ajirst time. " Bob Hollenbaugh recalls what it was like to work with a newfangled type ofplastic.
Dear Buck, I was pleasantly surprised when I opened the March issue of Vintage to see a photo of the prototype Aeronca Champ. This brought back many mem ories as I helped construct the airplane in the Aeronca Experimental Shop in 1943 and '44. The entire airplane was hand built in the Aeronca Experime ntal Shop in much the same manner as homebuilts are constructed today . The fuselage was built up using the plumb bob and piano wire technique on a layout table, cutting and fitting one tube at a time . Production jigs and fixtures came later. The one piece, formed sheet metal wing ribs characteristic of the Model 7 and II were first used on the prototype and were hydropress formed on hand made Masonite form blocks. Forming was done on a 50 ton Lake Erie hy dropress which is still in use in the Aeronca plant. Fabrication of the windshield for the prototype "Champ" is an interesting story. Aeronca, prior to the construction this airplane , had no experience with the forming of Plexiglas™. All prior Aeroncas used pyralin sheet which was simple flat-wrap formed . They would attempt to hot drape form the prototype windshield out of the new plastic. A sheet metal male form was fabri cated to the windshield configuration and mounted on a 2x4 frame. The sur face was covered with felt. Plexiglas was difficult to acquire in 1944 for civilian use but Purchasing was able to locate two sheets. A wire was strung from front to back in our heat treat furnace and one sheet VINTAGE AIRPLANE
25
of Plexiglas was hung on it using fablic spring clamps. The furnace was closed and the temperature run up to the form ing temperature for Plexiglas. Several of us ex perimental mechanics were standing by with gloves on our hands ready to hand form the Plexiglas over the form. The furnace door was opened and much to our surprise, there was our sheet of Plexiglas on the floor of the furnace, like a wet dish rag. The heat had caused it to slip o ut of the spring clamps holding it to the wire. For a few seconds we all were frozen in dumbfound shock but one of the mechanics standing by had presence of mind to jump into the furnace, pick up the hot sheet of Plexiglas and slap it on the form. The rest of us immediately went to work pressing it to the form and smoothin g it out. Be li eve it or not, that became the windshield for the prototype 7 AC and we sti ll had one sheet of Plexiglas left over. This was quite a learning experience for all of us! The fabrication of the nose bowl for the prototype Champ was another in teresting experience. A large block of white pine was glued together. We had a very talented woodworking per son, "Doc" Santoro. You can tell by his name that he was Italian. I'll never forget his attack on the block of wood with a vengeance. Broad chisel and mallet in hand as he sang Italian opera, a nose bowl form block took shape. By the end of the day he was knee deep in shavings and two days later we had a completed form block for form ing the prototype nose bowl on our hydropress. Only a few nose bowls were formed on this wood block prior to production draw dies. Examining the photo of the proto type closely one can see a slight projection at the lower longeron at the edge of the shadow made by the wing. (See photo .) This is a shot hopper which was installed in the baggage area to facilitate loading the aircraft for vari ous CG conditions during spin evaluations. The test pilot could jetti son the shot if a spin became unmanageable. When the Champ prototype first flew in the spring of 1944, we knew we had a winner. It was an exciting time for all of us. Thanks, Buck , for tolerating the ramblings of an old Aeronca retiree with man y fond memorie s of those 26 JULY 1999
Here's Capt. Jazun and his 1940 Culver Cadet. The other two shots are of another Helton Lark, one Walter considered purchasing before deciding upon the Culver.
days . I share your opinion regarding computers. I'm still a hold out. Best regards, Bob Hollenbaugh Middletown, OH
The Champ has been a winner for over 50 yea rs now, and shows little signs of letting up . Thanks for the reminiscing!
Buck, I enjoyed your May article. Those were some beautiful old aircraft. I couldn't help but notice the caption on the Howard Pete. It was a small air plane . Benny was not all that sma ll. Some trivia: He claimed he could touch the prop hub and the wing tip with outstretched anns. He also had to take his shoes off to fly so he had room for his feet on the rudder pedals along side the Menasco engine and he had darned little room to spare shoehorned
into that little cockpit. His problem was that his feet got pretty hot. Those guys really enjoyed their avi ation. Benny Howard had a great heal of fun and humor with his airplanes and seemed always in good spirits. And he kept his good humor even after he and Mike nearly bought the farm in the Mr. Mulligan " hard landing" as he would put it. They were both crippled up but pretty much took it in stride. Take care, A. Scott Crossfield
Herndon, VA
Thanks, Scott. By the way, I also got a note from Bill Turn er, who RESTORED Pete. That's right, it is th e original, not a replica (My fault - HGF). Bill did a magnificent job ofbringing back one of the Golden Age 's most photogenic racers, a plane that was so good that even after a number of modifications, it was still active after 50 years! f(
3t(d
4'
Fred Morgan ....... Nanango, Australia Leonard R. Duncil ....... Titusville, FL Daniel T. Sire ..... ...... Greensboro, NC
Lloyd Shepherd ..... ... ......... ..... .... ... .... . Tom Robson ........... .Jacksonville, FL Terry P Bryn ..................... Dazey, ND
.. .. ... .. ... .... ... ..Mulgoa NSW, Australia Tommy E. Tomaszewski ........ ........... . Richard Aaron .... ......... ... .. Sussex, NJ
Robert Carlson ........... ..... ...... ... ....... .. . .... ...... .. ......................... Sebastian, FL Charles E. Pittman .... Little Silver, NJ
... .. ... .... .Fort McMurray, AB, Canada Howard L. Wellins ..Coral Gables, FL George T. Meenach ...Los Lunas, NM
Douglas D. Kruger.. ...... ... ........ ........ .. Brian J. Holte ........ ........ Newnan, GA Richard P. Woodsum ........ ...... ..... ...... .
............. ..... ...Edmonton, AB, Canada Tracy M. Martin .. ......... Comelia, GA .............. Truth or Consequences, NM
Dr. Pat McIver .................................. . John E. Beck ... .... ....... .. .. .Newton, IA Michael D. Scott .... ... Smithtown, NY
................ ... ... ..Camrose, AB, Canada Richard Beinhauer .. .... Naperville, IL Richmond A. Gooden ... ....... Ada, OH
Dennis W. N evett .. ....... .... ................ .. Gerald Buttitta ................ Chicago, IL Scott A. Harbaugh .... Bellevalley, OH
...... .... ... .. .... .Abbotsford, BC, Canada Geoffrey M Lagioia ... ....... ............... .. Lisette Roy ................ ...... Burton, OH
Chris Bryant .Mountain, ON, Canada .. ........ .. ................... Morton Grove, IL Billy G. Zumsteg ............. Toledo, OH
Jori Aaltonen ....... .Lempaala, Finland George Nathaus ..... .. ..... ..Chicago, IL Keith Wright ...... Oklahoma City, OK
Gilbert Stimpflin ... .... ... .. ..... ... ........... . Glenn Lightner. .......... ..... Wabash, IN Joseph H. Clarke ..... .... ..... Dallas, OR
.... .... ..... ..... ... ... .... Battenheim, France Carl L. Schoolcraft ........... Fishers, IN Tom Kingsley .......... .. .. ..Portland, OR
Dennis Jankelow ............................... . Tim R. Jones ................. Leawood, KS Alan C. Lail. ................ Hillsboro, OR
.... Sandton, Republic of South Africa Ronald Shank ... .... ....Greensburg, KS John Erickson ........ State College, PA
James Gebhard .. ...... ..... ... ... ....... ..... ... . Robert Wallace ...... .. ..... ..Carver, MA Dwight J. Allenson .. .... ..... .Bristol, RI
..... .. ........ .. ... .. ...Singapore, Singapore Robert Hampton ..... Grand Blanc, MI Jeff DeGange ............. ...... .. Aiken, SC
Andy Anderson .. ...... ..... Yellville, AR Richard D. Hensley .. ....... Livonia, MI Bruce D. Berry ......... San Angelo, TX
Charles Niederhaus .... .....Tucson, AZ Arman L. Kearfott .... .... ..Onaway, MI Thurmond R. Boyd ...................... .... ..
Byron G. Cannon ...Apple Valley, CA Michael D. Laverty .. ..... Harrison, MI
.. ...... .. ... .... .. ........... Lake Jackson, TX
Joseph J. Devlin, Jr............................ . Thomas Lind .... ........ .. ... .Midland, MI James S. Dixson II ................. .... .... ... .
............. ........ ........ Garden Grove, CA Donald E. Moore ..... ..... Brighton, MI
...... .... .................. Corpus Christi, TX
Alan Fischer .. ......... Los Angeles, CA Joseph R. Myers ..... Roscommon, MI Thomas H. Emerson ..Carrollton, TX
Dan Hall ................... ... ... Stanton, CA Donald M. Stewart ... ........ Vulcan, MI Bill H. KIng .............. .... .Garland, TX
Wayne J. Jones .. .. ....... Moorpark, CA Randy J. Hodson .... Minneapolis, MN James P. Ledet ............... Houston, TX
Larry R. Ledgerwood ..... Visalia, CA Joel Mckinzie ........ Lake Crystal, MN Michael Polmanteer .... ..Houston, TX
Dr. Robert Rothgeb .. .. ... ........... ....... .. . Michael A. Midtgaard ........... ........ .... . Johnny Rawls ........... .. .Iowa Park, TX
....... .... .. .................. .Loma Linda, CA ... ... .. ....... .................... Plymouth, MN ClifWalker .... ......... ... Spicewood, TX
Tom Valenzia ...... .... ... Escondido, CA Clifford Nordine .... .. ..Roosevelt, MN David Milton Grove .. ..... ...... ........ ..... .
Larry D. Wilsey ... .. .Yorba Linda, CA Michael D. Radencich ....... .Holt, MO ............... .. ...... .......... .Alexandria,VA
Ron L. Wollmer. ....... Santa Rosa, CA M Clarkson Wells, Jr.. .... .... ............ ... . Michael A. Dean ....... Genoa City, WI
Steve Tidier ..... .... .. ........ ...Parker, CO ....... .. ..... .................. Manchester, MO James A. Hammonds .... Madison, WI
Maureen S. Davis .. ........ Fairfield, CT Wade V Schnabel... .... ... Alzeada, MT Grant P. Van Den Heuvel ......... .... ..... .
Axel Ian Ostling .. ... .... ...Guilford, CT Clay D. Shock ................ Raleigh, NC .................................... Pewaukee, WI
VINTAGE AIRPLANE
27
SEPTEMBER 5 - MONDOVI, WI - 14th Anllual Fly III, Lag Cabin Ai/port. Info: 715/287-4205. SEPTEMBER 5 - NAPPANEE, IN - EAA Chapter 938 Sunday for a Sundae fee Cream Social. 12 10 3 p.m. SEPTEMBER IO-12 -A TWATER, CALIFORNIA - Golden West EAA Fly-In at Castle Airport. Con tact: www.lJlljly-in.org.
----------------
SEPTEMBER 11- OSCEOLA , WI - 19th Annual Wheels & Wings Fly-In. Antique car show, book sale, pancake breal.fast. Info: 800/947-0581. SEPTEMBER 1I-12-MARlON, OHIO-MERFI Mid-Eastern Regional Fly-In. Contact: Lou Linde man, 937/849-9455.
Fly- In Calendar
SEPTEMBER 11-12 - EASTON, PA - EAA Chapter 70 FAA Safety Seminar. Annual Fall Fly-In. Fly Market, plaques jor 01/ aircraft. Info: 610/588-0620. SEPTEMBER 12 - MT. MORRlS, IL - Ogle County Airport (C55). Ogle Co/lIlty Pilots Association alld EAA Chapter 682 Fly-In Breal-fast, 7 a.m. - Noon. Injo: Bill Sweet 8151734-4320 or the airport phone. 815/734-6136.
The following list ofcoming events is furnished to our readers as a matter ofinformation only and does not constitute approval, sponsorship, involvement, control or direction ofany event (fly-in, seminars, fly market, etc.) listed. Please send the information to EAA, Au: Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086. Information should be receivedfour months prior to the event date.
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, AM Chapter 2, and the Green County Ultralight Flyers. All types ofaircraft and airplane enthusiasts are encouraged to attend. Ad mission is by donation. Info: Charles W. Harris, 918/622-8400.
JULY 16-18 - COTTAGE GROVE, OR - Oregon An tique & Classic Aircraft Club Bi-Annual Fly-In. Contact: 5411746-3246.
SEPTEMBER 17-19 - JACKSONVILLE, IL (IJX) 15th Annual Byron Smith Memorial Midwest Stinson Reul/ion. Info: Suzelle Selig, 630/904-6964
JULY 16-18 WEST YELLOWSTONE, MT - 13th an mull Northwest Mountain Region Family Fly- In, Safety Conference and Trade Show at the Holiday Inn Conference Center. Sponsored by local EAA Chapters and the FAA Flight Standard~ District Of fice. Kit plane exhibilOrs and seminars. Contact: Jim Cooney. FAA FSDO, 1-800/457-9917. www.faa. govlfsdolhln. JULY 17 -STURGIS, SD - EAA Chapter 39 Fly-In. Pancake Breakfast and Young Eagle rides. Info: 605/347-3356. JULY 17 - COOPERSTOWN, NY - (NY54) EAA Chapter 1070 Pancake breakfast and old Aeroplane Fly-In. 7a.m. - noon. Info: 607/547-2526. JULY 23-25 - WAUSAU, WI - '40s Wing Ding. Events Sat., Camp starting Friday and stay 'til Sunday. Showers available. Breakfast at 7a.m., Swing-Big band Dance 6-11 p.m.. DC-3 rides, Air Ra/~y, after noon and evening concessions. Fly-out to Tomahawk, WI on Sun. Info: John Chmiel 715/848 6000. JULY25 -ZANESVILLE, OH -Parr Ailport. EAA Chapter 425 Airport. Fly-in, drive-in breakfast 8 a.m. - 2 p.m. Info: Darrell Todd, 740/450-8633. JULY 26 - BURLINGTON, WI - 7th Annual Group Ercoupe Fly-Into Oshkosh. Wheels up 1:00 p.m. Contact Syd Cohen 7/5/842-78 14. Eve/yone wel come to join. JULY 28-AUGUST 3 - OSHKOSH, WI- 47th Allllllal EAA AirVellture Oshkosh '99. Wittmall Regiollal Airport. COlltact Johll Burtoll, EAA, P.O.Box 3086, WI 54903-3086 or see Ihe web sile al: IVww.airvelltllre.org AUGUST 7 - LAKE ELMO, MN - EAA Chapter 54 Aviation Day Fly-In/Breakfast Fundraiser. Info: 651/430-1200. AUGUST 8- QUEEN CITY, MO - 12th annual Flv-In at Applegate, Airport. lnfo: 660/766-2644.
28
JULY 1999
AUGUST J5 - BROOKFIELD, WJ - CapilOl Airport. 16th Annual Vintage Aircraji display and Ice Cream Social. Noon - 5 p.m. Midwest Antique Airplane Club monthly meeting, and model aircraft will also be on di,play. You can purchase a ride on EAA 's Ford Tri-Motor, too! Funfor the entire family. Info: Capitol Airport, 414/ 781-8132 or George Meade,Fly-in Chairman, 414/962-2428. AUGUST 21- COOPERSTOWN, NY - (NY54) EAA Chapter 1070 Pancake breakfast and old Aeroplane Fly-Itl. 7a.lI1. - noon. Info: 607/547-2526. AUGUST 21-SPEARFISH, SD - EAA Chapter 806 Annual Fly-In . Camping on field. Cream Can Din ner. Awards. Poker run on Saturday. SD Aviation Hall of Fame Induction Sat. Email: c2Igolay@mato.com SEPTEMBER 3-5 - PROSSER, WA - EAA Chapter 391 16th Annual Labor Day Weekend Fly-Ill. Info: 509/786-1034. SEPTEMBER 3-6 - WELLSVILLE, PA - Footlight Ranch. 10th annual Labor Day F~y-In. Info: John Shreve, 717/432-4441 or Email ShreveprtN@ aol. com SEPTEMBER 4 - HAYWARD, CA - EAA Vintage Aircraft Assn. Chapter 29 Air Fair/Air Show. Info: 925/455-2300. SEPTEMBER 4 - MARION, IN - 9th Annual Fly In/Cruise-In Pancake Breakfast. Aircraft, vintage cars and motorcycles. ray/johllson@busprodcom SEPTEMBER 4 -STEAMBOAT SPRlNGS, CO EAA Chapter 649 Vintage F~y-In. SEPTEMBER 4 - MARION, IN - Marion Municipal Ailport. 9th Annual Fly/ln-Cruise/ln all you can eat Pancake Breakfast. Features Antique, Classic & Custom Cars as well as all Airplanes. Info: Ray L. Johnsoll (765) 664-2588 or rayjohnson@busprodcom SEPTEMBER 5 - ZANESVILLE, OH - Riverside Airport. EAA Chapter 425 Airport. Fly-in, drive-in breakfast 8 a.m. - 2 p.m. Info: Darrell Todd, 740/450-8633.
SEPTEMBER 18 - COOPERSTOWN, NY - (NY54) EAA Chapter 1070 Pancake breakfast and old Aero plane Fly-ln. 7am-noon. Info: 607/547-2526 SEPTEMBER 18-19 - ROCK FALLS, IL -North Central EAA Old Fashioned F~v-In. Forums, work shops,j1y-market. Camping and Air Rally. Info: 630/543-6743 or check our websiste at http://mem bers.aol. com/nceaa SEPTEMBER 25 - HANOVER, IN - Wood, Fabric and Tailwh eels Fly-In. Contact Rich Davidson 812/866-5654. SEPTEMBER 25-26 - ZANESVILLE, OH -John's Landing. 8th al/I/ual Vintage Aircraft Chapter 22 of Ohio Fall Fly- II/. Hog roast Sat., Breakfast and lunch both days. Info: Virginia, 740/453-6889 or call the airport at 740/455-9900. OCTOBER 1-3 - HA YWARD, CA - West Coast Travel Air Reunion. Hosted by Antique aircraft collector Budfield. Private Museum tour, San Francisco Bay Area TOllr, Memorabilia auction, good food and more. Contact Jeny Impellezzeri 408/356-3407 or Bud Field 925/455-2300. OCTOBER 9 - HAMPTON, NH - 9th Annual EAA Vintage Aircrafi Assn. Chaper 15 Pumpkin Patch Pancake Breakfast Fly-III/RajJle Drawing. Rain date 10th. II/fa: 603/539-7/68. OCTOBER 7-10 - MESA, AZ- Copperstate EAA Regional Fly-II/ at Williams Gateway Ai/port. COl/ tact: Bob Hassol/, 302/770/6420. OCTOBER 8-10 - EVERGREEN, AL - 9th Annual South East Regional EAA F~y-In (SERFI). Airshow, car show. UULightplane operations area. Fly-Mar ket, workshops, FAA Wings Program. Sat. evening awards banquet with guest speaker. Camping on field Info: 334/578-1701. OCTOBER 9-10 - FRANKLIN, VA - Franklin Air port. 29th Annual EAA Chapter 339 fly-in. For more information, contact Walt Ohlrich at 757/486-5192.
-VAA News Continuedfrompage 3 ure in the acceptance trials of the Brodie device, the cable and trolley system hung from the side of an ship that would allow the launching and recovery of a lightplane. After the war, Tony was active in the day to day operations of the Piper com pany, and after weathering the post-war
VINTAGE
TRADER
storm, he was vice-president and general manager when Piper made the switch from high-wing, tube and fabric airplanes to the low-wing all metals designs that were the beginning of the modem age of airplane production for Piper. Tony passed away in Florida this past May.
ARTHUR RAYMOND Just two days before his lOath birth day, Art Raymond passed away March 25, 1999. His handiwork is remembered by generations of people - the DC-3 . Art Raymond started at Douglas as a metal cutter, but his talent and education quickly earned him the attention of Donald Dou glas, and he soon was working in the engineering offices. His design work on
the DC-2 and then later the DC-3 , be came the world's most popular airplane for over 20 years. Art modestly laid the airplanes success at the feet of his engi neering team at Douglas which included Fred Herman, Lee Atwood, Dailey Os wald and Jack Northrop. His work certainly didn't stop there, and the engineer with the degrees from Harvard and MIT went on to be an inte gral part of the engineering team for the DC-4, -6, -7 and Douglas ' first jet trans port, the DC-S . Each time you hear the sound of a DC-3, think of Art Raymond, and the design he orchestrated that al lowed airlines to really make money and provide passenger comfort all at the same time. .......
Something to buy, sell or trade? An inexpensive ad in the Vintage Trader may bejust the answer to obtaining that elusive part..50¢ per word, $8.00 minimum charge. Send your ad and payment to: Villtage Trader, EAA Aviatioll 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 ofthe month for insertion in the issue the second month following (e.g., October 20th/or the December issue.)
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SIMPLE TO OPERATE FREE CATALOG : Aviation books and videos. How to, building and restoration tips, historic, fly ing and entertainment titles. Call for a free cata log. EM, 1-800-843-3612. Newsletters for Arcticllnterstate (6 Back issuesl$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. Need original wood prop hub to fit Kinner K-5. Who can help? 917/560 -4 132, e-mail Ekaz689950@aoi.com Wanted: Douglas Airview Magazine, January 1946, vol. XIII. Szameitat, C-Reimers-Ring 82a, 22175 Hamburg, Germany. Fax: ++49 40 640 69 83.
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Membershi~ Services Directon'_ VINTAGE
AIRCRAFT Enjoy the many benefits ofBAA and the
ASSOCIATION BAA Vintage Aircraft Association
~
OFFICERS President
Esple 'Butch' Joyce
P.O. Box 35584
Greensboro. NC 27425
910/393-0344
e-mail: windsock@ool .com
Secretary
Steve Nessa
2009 Highland Ave.
Albert Lea. MN 5(JJ)7
507/373-1674
Vice-President
George Daubner
2448 Lough Lone
Hartford. WI 53027
414/673-5885
e-mail: ant1que2@aol.com
Treasurer
Chartes W. Harris
72 15 East 46th SI.
Tulsa. OK 74145
918/622-8400
cwh@hvsu.com
DIRECTORS
Robert C. 'Bob' Brauer
9345 S. Hoyne
Chicago. IL 60620
773/779-2 105
1HOOi1: photopilot@aoi.com
John Berendt
7645 Echo Point Rd.
Connon falls. MN 55009
507/263-24 14
John S. Copeland
1A Deacon Street
North~n8~_4~';;01532 1HOOi1:
copeland l@juno.com
Phli Caulsan
28415 Springbrook Dr.
Lawton. M149065
616/624-6490
RagerGomoll
321-1/2 S. Broadway #3
Rochester. MN 55904
507288-2810
rgomoll@heritagehalls.org
Dale A. Gustafson
7724 Shady Hili Dr.
Indianapolis. IN 46278
317/293-44JO
Jeannie Hili
P.O. Box 328
HOIvard. IL 60033
815/943-7205
SteveKrog
1002 Heather Ln.
Hartford. WI 53027
414/966-7627
a-moil: sskrog@aol.com
Robert Ucktelg
1708 Boy Oaks Dr.
Albert Leo. MN 5(JJ)7
507/373-2922
Robert D. ' Bob' Lumley
1265 South 124th SI.
Brookfield . WI 53005
414/782-2633
e-mail:
lumper@execpc.com
Gene Morris
5936 Steve Court
Roanoke. TX 76262
817/491-9110
e-mail: n03capt@flash.nel
Dean Richardson
6701 Colony Dr.
Madison. WI 53717
608/833-1291 dar@resprod.com
Geoff Robison
1521E. MacGregor Dr.
New Hoven. IN 46774
219/493-4724
e-mail: chief7025@ooI.com
S.H. "Wes" Schmid 2359 Lefeber Avenue Wouwatosa. W153213 414/771-1545 shschmid@execpc.com
DIRECTORS EMERITUS Gene Chase 2159 Carffan Rd. Oshkosh. WI 54904 920/231-5002
E.E. ' Buc k' Hilbert
P.O. Box 424
Union.IL 60180
815/923-4591 e-mail: buck7ac@nnc.net
ADVISORS David BenneH 11741 Wo~ Rd. Gross Volley. CA 95949 530/268-2186 ontiquer@inreoch.com
Alan Shackleton P.O. Box 656 Sugar Grove.IL 60554-0656 630/466-4193 103346.1772@compuse!Ve.com
EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873
Web Site: http://,etUl,org and http://www,airventllre,org E-Mail: Vintage@eaa.org
EAA and Division Membership Services 800-843-3612 """," , ', ' FAX 920-426-6761
(8:00 AM -7:00 PM Monday- Friday CST) • New/renew memberships: EAA, Divisions (Vintage Aircraft Association , lAC, Warbirdsl. National Association of Flight Instructors (NAFI)
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Programs and Activities EAAAirVenture Fax-an-Demand Directory ................ .. . .. . . ....... 732-885-6711
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Flight Advisors information ..... 920-426-6522 Fli ght Instructor information ... 920-426-6801 Flying Start Program , "'" "",920-426-6847 Li brary Services/ Research . .. . .. 920-426-4848 Med ical Questio ns .. .... . . .... . 920-426-4821 Technical Counselors .... . ..... 920-426-4821 Young Eagles ............ .. .... 920-426-4831 Benefits Aircraft Financing (Green Tree) ... 800-851-1367 AUA . .... . .. . .. . .. . . .... . . . ... 800-727 -3823 AVEMCO . .. . .. . .. . . .... . . . . . . 800-638-8440 Term Life and Accidental . ... .. . 800-241-6103 Death Insurance (Harvey Watt & Company) Editorial Submitting article/photo; advertising information 920-426-4825 , , , , , , , , , , , , , FAX 920-426-4828
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MEMBERSHIP INFORMATION
EAA Membership in the Experimental Aircraft Association, Inc. is $40 for one year, including 12 issues of SPORT AVIATION. Family membership is available for an addi tional $10 annually. Junior Membership (under 19 years of age) is available at $23 annually. All major credit cards accepted for membership. (Add $16 for Foreign Postage.)
VINTAGE AIRCRAFT ASSOCIATION Current EM members may join the Vintage Aircraft Associaton and receive VINTAGE AIRPLANE maga zine for an additional $27 per year. EM Membership, VINTAGE AIRPLANE mag-azine and one year membership in the EM Vintage Air craft Association is available for $37 per year (SPORT AVIATION magazine not included). (Add $7 for Foreign Postage.)
lAC Current EM members may join the International Aerobatic Club, Inc. Division and receive SPORT AEROBATICS magazine for an additional $40 per year. EM Membership, SPORT AEROBATICS magazine and one year membership in the lAC Division is
available for $50 per year (SPORT AVIATION mag
azine not includ ed). (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 Wa rbirds Division
is available for $45 per year (SPORT AVIATION
magazine not included) . (Add $7 for Foreign
Postage.)
EAA EXPERIMENTER
Current EAA members may receive EAA
EXPERIMENTER magazine for an additional $20
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EM Membership and EM EXPERIMENTER mag
azine is available for $30 per year (SPORT
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Please submit your remittance with a check or
draft drawn on a United States bank payable in
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Membership dues to EAA and its divisions are not tax deductible as charitable contributions,
Copyright @ 1999 by the EM Vinlage Aircraft Association All righls reserved. VINTAGE AIRPLANE (ISSN 009t-69431IPM 1482602 is published and owned exclusively by the EM Vintage Aircraft Association of the Experimenlal Aircraft Association and is published monthly at EM Aviation Center. 3000 PoherelOY Rd.. PO. Box 3086, Oshkosh, Wisconsin 54903-3086. Periodicals Poslage paid at Oshkosh, WISConsin 54901 and al additional mailing offices. POSTMASTER: Send address changes 10 EM Antique/Classic Division. Inc.. PO. Box 3088, Oshkosh. WI 54903-3086. fOREIGN AND APO ADDRESSES - Please allow alleast !WO months for delivery of VINTAGE AIRPLANE 10 foreign and APO addresses via suriace mail. ADVERTISING - Vinlage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertiSing so that corrective measures can be taken.EDITORIAL POLICY: Readers are encouraged to submrt stories and photographs. Policy opinions expressed in articles are solely those of the au1hoo;. Responsi\>lity for accuracy in reporting resls enlirely with the contributor. No renumeralion ~ made.Materiai should be senl to: Edrtor, VINTAGE AIRPLANE, PO. Box 3086, Oshkosh,WI 54903-3086. Phone 9201426-4800. The words EM ULTRALIGHT, FLY WrrH 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, WAR BIRDS OF AMERICA are ® regislered Irademarks. THE EAA SKY SHOPPE and logos of the EM AVIATION FOUNDATION. EAA ULTRAliGHT CONVENTION and EAA AirVenture are trade marks of the above associations and their use by any person other than the above association is strictly prohibited.
30 JUNE 1999
Gr RogerE'y
PhoenixAZ Has owned his Cessna 140 for 20 years Belongs to the Cessna 120/140 International Club Roger Ely's Cessno 140 he has owned for 20 years.
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AUA's Exclusive EAA Vintage Aircraft Association Insurance Program
The service is friendly and fast." - Roger Ely
Lo er liability and hull premiums Medical payments included Fleet discounts for multiple aircraft carrying all risk coverages
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tion because items on long-term dis play usually face significant challenges in environments that can not be closely controlled for light level, air quality, humidity, and tem perature," said Smith . "We have had to cope with these problems ourselves in the Jefferson Memorial Building, a major reason for the current capital project," she said. The Missouri Historical Society plans to display the r eplica in the Grand Ha ll of the Emerson Electric Center upon its completion in the fall of 1999. From a curator's point of view, Smith considers the replica's re turn to the History Museum with both caution and excitement. "Now that we wi ll have sufficient space to accommo date it in our renovated and expanded facility, we can control exhibit condi tions and prolong the plane's life. This is important, because the repli ca is an outstanding artifact for historical inter pretation. We're thr ill ed that it is finally coming home." And home it is, as La nga Air, Inc. completed the restoration of the Spirit of St. Lou is rep li ca and insta ll ed the aircraft in Grand Hall this past May. Once comp leted, th e rep lica was
disassembled by Langa Air's Restora tion team, loaded and secured on flat-bed trucks, and transported to the new wing of the MHS facility in Forest Park, in the center of St. Louis, MO. It was quite a sight as both the Illinois and Missouri State Highway Patrols escorted the convoy of Langa Air and Missouri Historical Society personnel to the replica's fina l display location. Because of the length of the one piece w ing, approximate ly 46 feet, Langa's team fabricated do llies and a sophisticated meta l bracing frame. Th is framewo rk all owed the team to move the wing down the narrow corri dors of the museum . Once in side, the team insta lled attach points in ceili ng beams. The approximate height of this room is 40 ft., wi th a clearance of 26" from the tip of either wing to structural beams. The team reassembled the air craft and rei nsta ll ed the wing on the fuselage . After carefu l eva luati on, the aircraft was raised by two 2-ton hoists into place and secured. Since the new wing of the Missouri Histo rica l Society is st ill under con structi on, the Spirit is not yet ava ilable for publi c vi ew in g, so the team cov ered the aircraft to protect it from dust
and dirt. When the Grand Hall of the Emerson Electric Center is com pleted, the Langa Air team will be present to take part in the unveiling. Congratulations to all who took part in preserving this tangible illustration of St. Louis history. ......
Here are the names of the team at Langa Air who restored the Spirit of St. Louis replica: Wayne Dugan
Walter Hayes
Marlin Wade
Shawn Sayle
Gerald Eades
Raymond Watt
Robert Davis
Ron Hitch
John Snow
Michael Hayes
larry Bloodworth
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