STRAIGHT AND LEVEL
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VAA NEWS
3 . 100 YEARS AGO ON THE AIRWAY OF FLlGHT .. ./H.G. Frautschy
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MYSTERY PLANE/H. G. Frautschy
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THIRTY FIVE YEARS AT THE OUTER MARKER! Dutch Redfield
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EAA AIRVENTURE 2000/H.G. Frautschy
25 CONTINENTAL LUSCOMBE FLY-IN/
Pat Quinn 28 WELCOME NEW MEMBERS
30 CALENDAR!CLASSIFIEDS
www.vintageaircraft.org Publisher
TOM POBEREZNY
Editor-in-Chief
SCOTT SPANGLER
Executive Director, Editor
HENRY G. FRAUTSCHY
Executive Editor
MIKE DIFRISCO
Contributillg Editors
JOHN UNDERWOOD BUDD DAVISSON
ArtlPhoto Layout
BETH BLANCK
Photography Staff
JIM KOEPNICK LEEANN ABRAMS MARK SCHAIBLE
AdvertisinglEditorial Assistant
ISABELLE WISKE
SEE PAGE 32 FOR FURTHER VINTAGE AIRCRAFT ASSOCIATION INFORMATIOI
aLE
by ESPIE "BUTCH" JOYCE PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION
Our very own E. E. Buck Hilbert has been bestowed with one of aviation's finest honors. For the year 2000, he has been selected as one of the seven outstanding individ uals to receive the Elder Statesman of Aviation Award from the National Aeronautic Association. The award was established in 1954 to honor outstanding Americans who, by their efforts over a period of years, have made contri butions of significant value to aeronautics and have reflected credit upon America and themselves. Selectees must be at least 60 years of age. Nominations were so licited from hundreds of organizations and aviation leaders in the United States, and a distinguished commit tee of 14 aviation leaders made the selections from all segments of the aerospace community. Buck was presented with his award September 14 dur ing the NAA Fall Awards Ceremony in Washington, DC. The citation accompanying the award reads: "Buck Hilbert is awarded for a lifetime of major contri butions to civil, military, and sport aviation in a wide variety of professional and volunteer community, state, and international activities. Hilbert began his flying career at the age of 16 and served as an artillery spotter pilot in Korea. After Korea , Buck flew for United Airlines for 32 years. Hilbert was a founding member of the Experimen tal Aircraft Association in 1953 and continues to serve many functions for EAA. In addition , Buck Hilbert has served as the chairman of NAA's Contest and Records Board, an Executive Committee member of th e Associa tion's Board, and a representative to annual conferences of the Federation Aeronautique Internationale." Our congratulations to Buck. Join me in expressing our appreciation for his efforts throughout the history of EAA and during the founding of the Antique/ Classic Division, and his hard work during all the subsequent years as the Division has grown to become the Vintage Airplane Asso ciation. Great job, Buck! This edition of Vintage Airplane is our annual EAA Air Venture issue, with plenty of coverage of the VAA area. You'll see the core of our activities, the many VAA volun teers and the other members who come to AirVenture to enjoy the programs, exhibits and camaraderie that the an nual convention has to offer. If you missed it this year, we'll see you next time, Tuesday, July 24 through Mon
day, July 30, 200l. The Type Club Headquarters was very busy this year. We added one more facet to our Type Club activities. We invited the principles of the different clubs to the Theater in the Woods one morning for a meeting. Roger Gomoll, Chairman of the Type Club HQ provided the agenda of the meeting. Others present were Earl Lawrence, Vice President of EAA government affairs, Bob Warner, EAA Executive Vice President, H.G. Frautschy, our Executive Director, and various VAA Directors and officers. EAA and the VAA have been very proactive in meetings with the FAA regarding governmental concerns, including the Aging Aircraft Issue. The FAA is interested in includ ing Type Clubs early on in the discussion when an issue regarding older, "orphaned " airplanes comes up, and we wanted to get feedback from the clubs on how we could function more closely as a group. We really appreciated those who took the time to attend the meeting. We also welcome feedback from the type clubs in the form of a letter. This topic will be a major item on our agenda at our VAA Fall Board of Directors meeting on November 10. The clubs and the VAA also attended a meeting with the FAA one morning to discuss the Aging aircraft issue. I was very impressed with how far the group and FAA have come to having a more common sense approach to main taining our fleet of aircraft. I am encouraged to see how we are proceeding along this line! John Swander showed up this year with a cabin Waco that he had been working on for a number of years. For all this hard work and outstanding workmanship he took home the Antique Grand Champion award. I've had the pleasure of knowing John for a number of years . He's a very dedicated antiquer. He promised to bring this beauty back in the future for all to see and enjoy. Waco aircraft continue to show up in increasing numbers each year. One of the reasons is the great work that Phil and Ruth Coulson and the other mem bers and officers of the American Waco Club are doing to bring these people together. That's one example of how a strong type club can play an important role in "Keeping 'em Flying."
-see S&L continued on page 29 VINTAGE AIRPLANE
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VAANEWS
compiled by H.G. Frautschy
TH E COVERS FRONT COVER... Benny Howard would have loved this .. . His masterful racing designs "Mr. Mulligan" and "Pete" are back in replica form. Constructed by Jim Younkin, Mr. Mulligan was on hand during EAA AirVenture along with Howard 's diminutive Pete, the original of which first flew in 1930 and was considered by Benny to be the best looking of all his racers. The racers in this photo are being flown by John Turgyan (Mr. Mulligan) and Robin Reid (Pete). Pete was reconstructed by Bill Turner and includes components from the original airframe. EAA photo by Jim Koepnick , shot with a Canon EOS1 n equipped with an 80-220 mm lens on 100 ASA Fuji Provia slide film. EAA Cessna 210 photo plane flown by Bruce Moore. BACK COVERS. . . Almost There is the title of this oil painting my John Sarsfield, 6541 SI. Vrain Road, Longmont, Colorado 80503. As a result of his winning an Excellence ribbon for his painting, and the previous two he won during earlier EAA Sport Aviation Art Competitions, John is now an EAA "Master Artisl." A retired Air Force flyer and self taught artist, he has adegree in aeronautical engi neering and flies gliders. His artwork deals more with the experience of flight than with the details of each particular aircraft , although accuracy and realism are of prime importance, according to Sarsfield. "I want people to understand the significance of avi ation. Out lives have been changed immea surably by the ability to see the world from an aerial perspective, often in subtle ways. The ability to experience cloudscapes as three dimensional objects and see land scapes from unfamiliar vantage points changes our outlook on life. I want to intro duce this perspective to the earthbound view and attempt to capture it for the flyers to enjoy in their hours on the ground." Almost There is a depiction of Louis Bleriot's crossing of the English Channel in his Bleriot XI with a 25 hp Anzani engine. Through the gray skies and the rain showers you can just make out the white cliffs of Dover as Bleriot approaches the coastline. 2 OCTOBER 2000
EAA' s COUN T DOWN To KITTY HAWK
Plans for the major showpiece celebrating the 100th anniversary of powered flight-the construction and flight of an accurate Wright Flyer replica on Dec . 17 , 2003 were unveiled during a news conference at the National Air & Space Museum in Washington, D.C., on Tuesday, Sept. 12. EAA president Tom Poberezny made the announcement, accom panied by officials from the National Park Service, National Air & Space Museum and other agen cies to announce details of the "Countdown to Kitty Hawk" series of celebrations to commemorate the first flight on December, 17, 1903. The centerpiece of this cele bration wi ll be the flight of a new 2003 Wright Flyer, the only accu rate flying replica of the original. This aircraft will be the only air plane permitted to fly at the Wright Brothers National Monument at 10:35 a.m. on Dec. 17, 2003, ex actly 100 years after the Wright brothers' first successful flight. EAA has partnered with the Wright Experience™, headed by noted aircraft historian and restorer Ken Hyde of Warrington, Virginia. VAA members will recall Ken's painstaking work to restore a accu rate Curtiss Jenny back in the 1980s, and the extremely popular "Jennys to Jets" gathering at EAA Oshkosh in 1989, which he and his wife Betty helped coordinate. The Wright Expe rience™, is an effort to re-create the aircraft and knowledge of the Wright brothers leading to the first success ful powered flight in 1903. This effort has proven extremely challenging, as the Wrights left no permanent record of their engineer ing, flight testing or aircraft development plans. The Wright Ex perience™ has made exhaustive studies of what information the Wrights left behind, following both
a chronological sequence and "re verse engineering" of later Wright technology. "In today's airplanes, we see the magnificent evolution of th e Wrights' original efforts," Hyde said. "Our quest is to discover how th e first steps were made - steps that are lost in history. We are confident that we will retrace those steps and finish the first century of flight as it began, by flying the same path as the Wright brothers." Francis Peltier, Superintendent of the National Park Service Outer Banks Group, which includes the Wright Brothers National Memorial, in remarks made during the an nouncement, said, "Of all the 100th anniversary commemorations of the Wright brothers' achievement, none will be as stunning as the re-creation -at the exact place and time-where the first flight took wing," said "We are excited to be working with EAA to produce this re-creation, in what we consider to be the Centennial of Flight's showcase event." "The possibilities within the world of flight were opened by two men who had only a dream and a resolve to make it happen ," said Tom Poberezny. "Our members continue to carryon that legacy of innovation. In that spirit, our membership com missioned this Countdown to Kitty Hawk project to put the Wright Flyer back in the sky. We are very pleased to be joined by those throughout the aviation world to make this particu lar dream a reality in 2003." For more information on this once in a lifetime commemoration of the first century of manned heavier than air flight, see EAA's www.count downtokittyhawk.com web site. To kick off the Vintage Aircraft As sociation's celebration of the Wright brother's achievement, on the facing page we present our first installment of 100 years ago on the airway to {light, which will appear quarterly as we progress though the next 3 years .....
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By H.G. Frautschy, with acknowledgments to Tom Crouch, author of The Bishop's Boys aving arrived on the windswept sands of the Outer Banks of North Car olina in mid-September, 33 year-old Wilbur Wright is joined by his younger brother Orville on September 28, 1900. Wilbur finds every detail abou t the Kill Devil Hills area was accurately explained in the letters he received from William Tate, the local postmaster, and Joseph Dosher, the weather bureau man in Kitty Hawk. Strong average winds and few obstruc tions dot the sand dunes that make up the barrier islands north of Cape Hatteras. In a descriptive letter to his sister Katherine, Orville details the experience of the weather ex tremes of the desolate stretch of sand: "We certainly can't complain of the place. We came down here for wind and sand, and have got them." Together they work in the front yard of their host, the Tate family, to assemble th eir first man-carrying glider. On October 4, they move from the Tate's household to a tent camp they erect half a mile away. Wilbur and Orville begin flying their glider, which has a wing span of 17 feet, S inches, first as an un manned and then as a manned, tethered kite. Wilbur is so impressed by the glider's stability while being controlled by ropes held by his brother and him that he feels com pelled to give it a try himself. Wilbur's first tethered flight takes place the day before they actually move to their camp. The flight ends when the glider starts to oscillate up and down, resulting in Wilbur hol lering to be brought back down to earth. Wilbur and Orville then de cide to continue testing it as an
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unmanned kite until more informa ing the elevator control to change tion can be gleaned from the tests. his glide path, while keeping the With a wind of at least 2S miles per wing-warping control locked in hour needed to fly the biplane kite place. Despite Wilbur's success, the when loaded, they are puzzled by its men are still puzzled by the apparent lack of lift, which should be ample if miscalculation in their design. their engineering calculations are By the time they break camp to correct. Later in their trials, young head home to Dayton on October Tom Tate, nephew of William Tate, 23 , 1900, the well-used glider is ascends on the wings of the glider abandoned at the bottom of a sand since he weighs substantially less dune after one last free-flight, hav than either of the Wrights, but rep ing served its purpose of answering resents approximately the same many questions the Wrights have amount of drag as either one of the about the mechanics of flight. But as it lies in the fall sunshine, its lack of brothers. October 18 dawned with the lift and quirky handling create a Wrights testing their simple flying whole new set of puzzlements for machine as a fre e-flying glider, the brothers to investigate upon launching it from the crest of a sand their return to their West Third dune and observing its flight down Street workshop. to the bottom of the sand hill. The next day, with a fresh breeze blow ing, Wilbur flies the glider down the dune at an alti tude of no more than S Co\;-wrDO\NN TO KITTY HAWK. feet, guiding his cotton (/;" (;('//((,////lit!..o/~'77!c;1t1 muslin-covered craft us
October Mystery Plane
The post WW-II war era saw plenty of rotorcraft activity, and this is just one of many that never saw production, but cer tainly generated lots of interest! Send your answers to: EAA, Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Your answers need to be in no later than November 26,2000, for inclusion in the January issue of Vintage Airplane. You can also send your response via e mail. Send your answer to vintage@eaa.org. Be sure to include both your name and ad dress in the bod y of yo ur note , and put U(Month) Mystery Plane" in the subject line.
by H.G. Frautschy
We gave it an extra month, but only one fellow sent in an answer to our June Mystery Plane. Here it is: June 's Mystery Plane has had a number of names. X12239, originally known as the Gotch and Bnmdage Spe cial, was built in 1932 and powered with a 60 hp Velie. In 1933 it was fit ted with a 90 hp Lambert to run in the Nationals piloted by Monty Mason, but it didn't start. During 1934-35 it was called the Mason Meteor. Later, it was known as the Buchanan Zipper, having been rebuilt in Long Beach, California by W. O. "Buck" Buchanan. In 1936 it was re-engined with a one of-a-kind stra ight eight of 93 cu. in. displacement developing 90 hp at 6000 rpm! Needless to say, a geared prop was used. This seems to be the version pictured. Evidently the engine was not reliable, never running long enough to 4 OCTOBER
2000
get the little ship into the air. Theodore H.N. Wales Westwood, Massachusetts
Our thanks to Peter Bowers for sharing the photo with us . Pete snapped th e photo during June of 1941 in Arrigo Balboni's famou s air craft junkyard. Since we moved up the July an swer, a few more folks sent in their responses after we had gone to press. Other correct answers for th e July Mystery Plane were received from: Gary Van Farowe, Hudsonville, Michigan; Glenn C. Humann, Everett, Washington; Jack Erickson, State Col lege, Pennsylvannia; Jerr y Miel, Tucson, Arizona; Brad Howerton, Car rollton, Texas; Leon York, San Angelo, Texas. Ed Heiliger, Billings, Montana .... and Dale Crane.
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Training on the 707 and DC-8 After many years of slow climb ing, stubborn starting, vibrating, shimmying, smoking, oil dripping, oil streaked propeller aircraft, what a delight the new jet liners were. Even on the coldest days, getting the jet engines running was about as difficult as striking a match and toss ing it into a bucket of kerosene. On the ground and in flight the quiet and smoothness in the cockpit was uncanny and during starts it was al most impossible for a cockpit crew to determine that an engine was run ning without instrument reference. When ready to take off you simply pushed the throttle forward and went, which was very simple power plant operation after so many years
of juggling manifold pressures, cylin der pressure gauges, engine rpms , cylinder head tempe ratur es, pro peller pitch, etc. The jetliner's climb profiles and climb rates were nothing sort of in credible and could be likened to lighting the fuse on a rocket. Very often after a night flight when we had been training at Grumman Field near the east end of Long Island, our final takeoff for home at Idlewild Air port, about 60 miles west, would be to the southeast away from home and at very light gross weights. A gentle bank after liftoff then climb at maximum angle of climb speeds with rated thrust would produce very fast climb rates. At completion of a
180-degree turn, our course reversed and headed west for home, we could easily have reached 12,000 to 14,000 feet. From there the throttles would then be closed and the airplane qui etly glided back to our base field, the evening challenge being to ef fect the entire glide home and touchdown on the runway without once touching the throttles. Few people believe that the 707 glides like an old seagull! In February of 1959, along with a flight engineer, 1 was positioned at London to conduct pilot training on a layover aircraft that arrived each midnight after an Atlantic crossing from New York. The airplane was
by Holland "Dutch" Redfield VINTAGE AIRPLANE 5
scheduled for return to New York early the next morning. So it could be prepared for the scheduled return flight, it was neces sary that the airplane, when trained, be returned to London maintenance crews by 5 a.m. Even if the east bound flight from New York arrived on time, with off-loading, fueling, etc., we would be fortunate if we got underway with our training by 1:00 o'clock in the morning. Captain Jim O'Neal at that time was Assistant Chief Pilot, Training and my boss. When I departed New York for my London assignment Jim's instructions to me were, "We need these pilots badly. Get out there and train and no matter what, weather or anything else, you are to get that airplane back on the blocks in London in time for its morning departure, you hear?" London weather in the win tertime is notoriously poor. With only a few months expe rience on the airplane myself, my first takeoff for night train ing was at 2:00 a.m. in very poor visibility with my stu dent, Jack Mattis, who had never been at the controls of a 707 before. When Jack rotated the airplane to liftoff atti tude the cockpit itself was quickly in the fog and we were "on in struments," although the main landing gear trucks were still rolling down the runway. Between Jack's unfamiliarity with the airplane ne cessitating some coaching by me, and my unfamiliarity with London area and some coaching by him, the two of us had a handful of airplane and area navigation for the first sev eral minutes following liftoff. Our plan was to each night train in the Shannon, Ireland, area and in a short while we were overhead do ing air work exercises, stalls, emergency descents, and practicing Dutch roll recoveries in the moon light on top of a beautiful cloud cover. Later we descended into the Shannon airport traffic pattern for
ILS and landing training. This was a typical training flight on nights that the airplane arrived from New York in time for us to fly. Returning one very early morning from Shannon we were advised via radio by Pan American's London dis patch office that London weather was 1,000 yards. A short while later the visibility was 800 yards, then 600. As we began our straight in ap proach to land, we were given a report of 400 yards. This was conSiderably below scheduled airline weather minimums for the 707 at that time and although it was policy for Pan American train ing aircraft to adhere to line schedule minimums, it was not mandatory. Remembering Jim's stern words
... Jock Cross,
an ILS approach using the Flight Di rector for localizer tracking only, while flying raw data gJideslope as displayed on the ILS indicator. There was no wind and the early morning damp air was stable and very smooth, so flying the approach in this manner was not difficult. The first airport lights that we saw were the side lights along the edge of the runway that bloomed into view si multaneously with the runway threshold lights streaking beneath the nose. We closed the throttles and landed with a thump. Today, approaches with 1200 feet runway visual range, and less are commonplace, but we all gulped a few times that dawn morning as we slowly descended through the mists of London to the unseen airport. Returning from Shannon another early morning, we were being vectored around the field for a right turn onto the London ILS, for a landing to the west. As usual, early morning visibility was again marginal at the time the ground based radar controller gave us our final vector to the localizer beam and cleared us to make our approach. As we neared the glides lope my student asked for gear down and the landing gear handle was placed in the down posi tion. At this time, Jack Cross, our flight engineer, called out, "Hey, you guys, we've just lost our primary sys tem hydraulic fluid!" Because of the failure in the hy draulic system, the landing gear and wing flaps were only partially ex tended. The control tower was apprised of our problem and we re quested a wide 360 degree turn to provide time to manually lock into place the dangling nose and main landing gears. Engineer Cross quickly obtained the landing gear hand crank from its stowage place, opened the access plates in the flight deck floor and never before, or since, have I been witness to a 707 landing
our flight enginee~ called out, "Hey you guys, we've just
6 OCTOBER 2000
lost our primary system hydraulic fluid!" about getting the airplane back in time to meet the morning schedule, "No matter what!" a decision was made to try an approach and execute a go-around should nothing be seen. To my students I did suggest that perhaps I should fly this one and take the blame if we missed and had to return to Shannon. The early model 707s were equipped with a Flight Director in strument that beautifully assisted the pilot in tracking the instrument land ing system localizer beam to the runway. However, its computer tracked the descending glide path beam very loosely and because of this it was accepted technique, while modifications were in progress, to fly
gear manually extended so quickly. As we again turned onto the ILS course the second student, who was occupying the cockpit jump seat di rectly behind the captain's position volunteered for practice to operate the emergency flap extension switches on the overhead panel for the flying student. When we started down the glideslope, full flap was requested but our assistant quickly became confused in the operation of the two flap switches and in short order had the inboard wing flaps extend ing and the outboards stationary, which produced a strong pitch up tendency. Then, as he hastily at tempted to correct the switching error, he next had the inboard wing flaps retracting and the outboards extending, which resulted in a strong pitch down tendency. Though experience is a good teacher, the weather was rapidly de teriorating and the asymmetrical
and changing flap positions were having a powerful effect on longitu dinal pitch trim making control of the airplane and flying the glides lope beam difficult. The student attempting to fly the ILS was having considerable trouble so I finally sug gested our neophyte flap operator leave the flaps were they were. Af ter a minor speed adjustment we landed the airplane trimmed for the unorthodox flap configuration that we had. Without hydraulics we were able to just clear the active runway but it was then necessary to get towed back to the ramp because of dissi pated brake pressure and no nosewheel steering. The airplane was several hours late for its west bound departure from London that morning. Not long after Pan American put the Boeing 707s into service they also put a much smaller fleet of
Douglas DC-8s to work. It wasn't until six years following my 707 qualification that I was to also qual ify on and be in a position to pilot train on the airplane. A long-time associate, Dick Patter son, had been an instructor and check pilot on the DC-8 since the airplane's onset with Pan American. Upon completion of ground school the two of us flew Eastern Airlines to Miami where Pan Am DC-8 equip ment was more available and here Dick gave me my training and checked me out on the airplane. Following six years of daily activi ties on the 707, perhaps I was a bit prejudiced, but anxious to find out a few things about the airplane. The DC-8 cockpit was far roomier and the airplane ' s low level handling characteristics were, in my view, much better than the 707. Although less economical to operate, its un fanned pure jet engines gave the airplane outstanding performance at
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VINTAGE AIRPLANE 7
low levels and it was a delight to fly. A few experiments alone with the airplane revealed it to be every bit as susceptible to high yaw snap and Dutch roll as was the 707. Unless he had some previous 707 experience, a typical DC-S pilot did not seem to recognize a Dutch roll when he saw one, nor did he know how to stop one once triggered. I never could find out why the Pan Am training department did not train to Dutch roll with the DC-S. It was, however, a great airplane that established a very impressive safety record with Pan American and other airlines. The department's newly ap pointed Assistant Chief Pilot, Training, John Walker, was later as signed to me for his DC-S transition training from the 707. My work must have pleased him because not
south shore of Long Island, north east bound on the ILS system, a strange and bright orange light was noted a considerable distance ahead, low and moving northwest ward from a position above the town of Riverhead lying to the east of the airport. Shortly after noting the light, the flight was contacted by the control tower with a request that they dis continue their approach to runway 5 that was now in progress and in stead circle to runway 32, due to unidentified traffic that the tower had observed crossing the field to the northwest where it had reversed its course and was not headed back toward the field. In conformance to the tower's request, at SOO feet the DC-S's ob scuring instrument hood was
cumference were nozzle-like blue flamed lights flickering about its outer periphery in sequenced theatre marquee fashion. Although viewed in the moonlight it appeared at least 100 feet in diameter and seemed moving at a speed of about 100 to 150 knots as it passed below. The mysterious craft passed be neath the DC-S's wing then disappeared to the southeast back toward Riverhead town where it had been first seen. The Pan Am trainer continued its approach and it wasn't until the landing roll was nearly completed that the crew seemed to come to with each eXCitedly asking the other, "My gosh, did you see what I saw?" Then the control tower operator called as the DC-S was clearing the runway and a two-way very excited conversation also en-
It shone silvery metallic in the moonlight and emanating from many ports
around the craft's circumference were nozzle-like blue flamed lights
flickering about its outer periphery in sequenced theatre marquee fashion.
long afterward John appOinted me Chief Training Captain for Pan American's New York base and the responsibility was savored for the next 11 years until retirement. A very strange thing was seen aboard a Pan Am DC-S training flight one night. It was being oper ated by Pan Am Instructor check pilot Ed Martin; alongside of whom I worked for many years. The DC-S was being trained at Grumman Aircraft's Peconic airport near eastern Long Island on a moon lit night in late summer. The captain trainee, Emery Martin, had just com pleted his periodic flight check and was aft in the main cabin resting. The First Officer, Claire Getz, was seated behind the vision obscuring hood in place between the copilot's position and the plane's windshield. As the aircraft was passing over the 8 OCTOBER 2000
lowered, then a right turn made off the ILS course so as to enter a close-in downwind leg for runway 32, circling south of the airport at low altitude for a landing to the northwest. As the trainer was being rolled out of its base leg turn and the wings leveled for the short remaining de scent to the runway, the crew noted something very strange just south east of the airport's boundary headed directly toward them at about 400 feet and to the DC-8's left. As the mysterious thing neared, then passed below, Ed Martin from his left pilot's seat was ina position to look straight down on whatever it was, seeing a disc-like shape resem bling two huge turtle shells with their connecting edges welded to gether. It shone Silvery metallic in the moonlight and emanating from many ports around the craft's cir
sued on what he too had seen from his position in the tower. It later developed that on the same night and at about the same time there were several "strange fly ing object" reports from nearby communities and the next day's newspapers were full of it. All re ported the same bright orange light shining downward from the craft's underneath and the flashing, flicker ing outer periphery lights. The next afternoon Martin was scheduled for a flight which was to again take place at Grumman Field and prior to departure Ed called Grumman Tower to make the usual check on field conditions, approach facilities, etc. In the process he men tioned his participation in the previous evening's strange happen ing. Immediately an iron curtain seemed to drop. Grumman Field is a U.S. Navy facility. .....
This is the prototype "Stick" Chief, the first of few pre-war Aeronca Chiefs built with dual stick controls instead of control wheels. Restored by Densel Williams (in the right seat in this shot>, with help from his buddies in EAA Chapter 304, it's being flown for our camera ship by Brian Van Wagnen, of Jackson, Michigan.
By Pat Quinn olumbia, California provided the mountain setting for the twenty-fifth annual Continen tal Luscombe Association fly-in. Set at the base of the High Sierras, the air port in a lovely valley of rolling hills in the old gold rush area of Califor nia. The elevation places it at a pOint where the oak trees meet the pine trees with many green, grassy mead ows all around. What a super setting for any fly-in! Columbia itself is a re stored town of the gold rush era. It's very well done and well worth seeing.
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This airport features an ample paved runway and a shorter grass cross runway. Unfortunately, with so many Luscombe airplanes expected and needing room to park, it forced the closure of the grass runway, one of the few in the area. Adjoining the grass runway is a large tree-covered campground intended especially for flying visitors. It is complete with showers and a large clubhouse for ac tivities. Within walking distance there are several motels, some in the tall pines. Most of the unofficial count of 7S Luscombes and 20 other aircraft participants seems to prefer camping. The Friday activities included a fly-
out to Pine Mountain Lake for a great afternoon party at the fabulous hangar home of Kent and Sandy Blankenburg and their collection of very fine aircraft. This includes a Lockheed 12, Spartan Executive and Luscombe Phantom, all in pristine condition. Their home is just breathtaking and they are most gra cious hosts. The other highlights of this fly-in, as it is with most fly-ins, were the contests and the awards party on Sat urday night. The contests included aircraft judging, flour bombing, a spot landing contest and a timed clock race. VINTAGE AIRPLANE
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"Lucy," formerly owned by the author, attended the Continental Luscombe fly-in with her current owner, J. C. Wilkens of Bushton, Kansas.
I had borrowed a 75 hp Luscombe 8A from Ken Gottschall and Ray Findly at Santa Paula Airport to fly to Columbia and I entered all three fly ing events, something I had wanted to do for the past three years. The preparations included a carburetor overhaul, oil change and cleaning the sparkplugs. Unfortunately, these had made me too late for the party at Pine Mountain Lake but I arrived just in time to get registered on Friday evening. The contests were held Saturday morning. The pilot briefing was at 8 A.M. The field contests started about nine. So many airplanes were in the spot landing and flour bomb events that it took over two hours to com plete. The clock race was held concurrently, with the racers doing the flour bombing and spot landings before starting the race. I had won two out of three spot landing contests with this Luscombe at the monthly event at Santa Paula airport, so I was fairly confident that I could place in this event if I properly flew using my patented I/scoot and stick" method. I was next to last to start in the 14 plane field for the clock race. Behind me was Carol Winell (EAA 248435) from Orange, California, an experi enced Luscombe racer with a fast 65 horsepower Luscombe 8A, relatively Luscombe owners enjoy painting their air planes with wild color schemes. This air plane is registered to Stan Finberg of EI Dorado Hills, California.
26 OCTOBER 2000
speaking. The race for the low power Luscombes was going to be between Carol and me. Carol is probably close to 100 pounds and with me weighing in on the far side of 225 pounds, I knew I had to fly my best if I was to have any chance to beat her. The 115 mile course was Columbia (2,118 feel MSL), Oakdale (234 feet MSL), Mariposa (2,250 MSL) and the finish at Pine Mountain Lake (2,930 MSL). Looking at the Sectional chart I realized we would need to be over 4,080 feet to clear a mountain just be fore the finish line. Since there was one leg downhill and two legs uphill, I decided that my only chance was to start a very gradual climb from Co
(above) Pat Quinn and the 1947 Luscombe 8A he borrowed from Ken Gottschall and Ray Findly at Santa Paula Airport. (below) Carol Winell and her racing Luscombe. Look closely, and you can see the wheel fairings tucked up tight behind each tire.
lumbia that would get me to the re quired altitude before we crossed the finish line. I hoped Carol would go low and then have to climb as we crossed Oakdale, down on the valley floor with the temperatures hovering in the 95 to 100 degree range. Sure enough, she did just that, and I was only slightly behind her but well above her as we crossed Oakdale airport. As we turned hard left for Mariposa, I got a really good turn in side of Carol's Luscombe and I shot out in front of her. I thought with my superior height and my distance ad vantage, she would find it difficult to catch me. BOY, was I wrong! Slowly she was gaining on me until she edged right on by and literally left me in her wake. I was very discouraged and thought,"What's the use in con tinuing?" But I pressed on, since a contest is not over until it is over, to paraphrase Yogi Berra.
spot landing contest with a distance from the line that was too close to call. What a huge ego boost. On a form given to all participants, there was a place to vote for a hard luck story. Our duel and Carol's un fortunate event that left her without a sure win but with a broken airplane at another airport got her the hard luck award.
Allen Anderson of Santa Rosa, Cali fornia with a Lycoming 0-320 pumping well over the rated 150 horsepower. His speed was over 121 mph. The 90 horsepower class win ner was also a highly modified Luscombe belonging to a colorful character named "Luscombe Pete" from nearby Madera. His speed was over 115 mph. My speed average was
(left) .Jack Norris' Luscombe 8E has been his since he bought it while in college, fifty years ago. He even flew it on his honeymoon trip. (right) Barry Brocato's Luscombe 8A took home the People's Choice award. He's from Lemoore, California.
Carol then suddenly turned right and away from the mountains in a descending turn. I knew she had problems but I had no idea what it was. I did hear her call to Mariposa that she had lost a magneto and was landing with a rough running en gine. I knew she made it okay, so I proceeded to the finish line at Pine Mountain Lake and then returned to Columbia. I found Carol's partner, who flew to Mariposa in his Co manche to retrieve a very discouraged young lady and the broken magneto. At the awards party that night, I was announced as the winner in the
Then they announced the win ner of the 65 to 75 horsepower class and again they called my N-num ber. I really felt that Carol had beaten me, so I asked that the tro phy be presented to her. The audience cheered wildly. It was a popular decision and she deserved it for her smart, excellent flying. The winner of the modified divi sion was Doug Combs from Arizona in a clipped wing Luscombe powered by a ferocious looking turbine en gine. It was clocked at over 129 mph! The second place plane was a highly modified Luscombe belonging to
over 95 mph, faster than even the 85 horsepower Luscombe. One of the attendees was Jack Norris, who flies out of the Camar illo airport. He has owned and flown his Luscombe 8£ for fifty years. He bought it while in college for $1,250. Jack figures that it has only cost him $25 a year for his Luscombe. Not bad if you figure it that way! The Continental Luscombe fly-in was a huge success and I thank all of those who worked so hard so that we could have so much fun. I can hardly wait until next year! ..... VINTAGE AIRPLANE
27
NEW MEMBERS
Ian John Silvester .. ..... ... .............................. .
Robert T. Hartman ...... ...... ... Englewood, FL
John O. Donato.................. ... Mendham, NJ
......... .. ............. Narre Warren VIC, Australia
Ed Kosanke .................................. Naples, FL
Edward Price ........................ Ocean City, NJ
John Tabone ........... Sydney NSW, Australia
Frederick McNulty ........ Deerfield Beach, FL
Jerry Sorin ........................... Morristown, NJ
Maximo Pimenta Costa Aurelio ................. .
Melvyn]. Ott .................. Satellite Beach, FL
Walter M. Chandler .......... Clifton Park, NY
.... .. ........ ... .. .... Belo Horizonte, MG 3, Brazil
Stephen M. Weiss .. .. .. North Bay Village, FL
Thomas F. Schmitz .................... Oneida, NY
Alan Cornyn .. .. Pincher Creek, AB, Canada
Donna Forbes ... ......... .. .. ..... ..... Marietta, GA
Douglas R. Cutlip ........ North Royalton, OH
Barry William .................... .. ....... ............ .. ... .
Lance Koberg ........................... Marietta, GA
Bernard L. DeLong ................... Dayton, OH
Harsent ..... .. .... ... ... ....... Vernon, BC, Canada Jeffrey K. Perry ...................... Cumming, GA
David Duntz ...................... Beavercreek, OH
Frank]. DuBray ...... Port Perry, ON, Canada
Peter Wheble ................. Peechtree City, GA
Virgil L. Johnson ................ Wellington, OH
Alejandro Gutierrez .... ............................. .... .
Thomas Bergman ..................... Evanston, IL
David B. Webb .................Wapakoneta, OH
................................ Queretaro, QR, Mexico
Gordon G. Danforth ..................... Peoria, IL
Guy Guernsey ........................ Coos Bay, OR
c.
Francisco kaza .. ..... .... .... San Angel, Mexico
James
Fassino ......................... Canton, IL
William G. Baltrusaitis ..... West Chester, PA
EddieJ. McLean ... .... .... .. ..... ......... .... ... ....... ...
Carl G. Gorra ........... ............ Warrenville, IL
Robert Goughnour ........... Belle Vernon, PA
.......................... .. .Whitianga, New Zealand
William L. Kukla .................. Lake Zurich, IL
Jim Swalley ....................................... Erie, PA
Gerald Grocott .............. Zurich, Switzerland
Donald W. Mack .................. New Lenox, IL
Donald C. Mestier ...................... Gilbert, SC
Dana Woods ........ ........ Mountain View, AR
James
c. Mette .................... Streamwood, IL
Noel P. Atherton .. ......... Fairfield Glade, TN
Thomas Grifford ................. Cave Creek, AZ
Dan Nelson ..................................... Ladd, IL
Donald D. Freeman .......... Estill Springs, TN
Jan VanBurken ............. ..............Tucson, AZ
Raymond Schwarz ........ ........... Glenview, IL
George L. Ivey ...................... Cookeville, TN
Jill Archibald .. .... .. ... ........... ...... Ferndale, CA
A.]. Wiss .......................................... Pana, IL
Edward E. Allen ...................... Mesquite, TX
Anthony M. Capozzi ..... Grand Terrace, CA
Chris & Jenn Zahn ............. Edwardsville, IL
Robert AlIen .......................... Carrollton, TX
Walter Dean Cason .................. Angwin, CA
Jeffrey R. McWhorter ............ Valparaiso, IN
Dean Carter ............................. Houston, TX
Richard Fahning ...... ...... ........ Foresthill, CA
Jim G. Moschenross .......... .lndinapollis, IN
Bill DuCharme...................... McKinney, TX
Ben Hall. ........................... Palm Springs, CA
Mark A. Paszkiewicz ..........Jeffersonville, IN
R. John Gieske .................. .......... Austin, TX
Rick Harrison ..... .................. Mira Loma, CA
Leonard Cole ................. .lndependence, KS
H. Ivan Haecker ............... Canyon Lake, TX
Rick Holmes ............................ Riverside, CA
William E. Johnson ................. Florence, KY
Larry E. Hale .......................... Granbury, TX
Martin Madden ........................... Somis, CA
George Kalbfleisch ...... .. .... ....... Florance, KY
Stan Krovontka ..................... Galveston, TX
Dave Maltone .......... ...... ..Grover Beach, CA
Bobby W. Thomas ...................... .lsland, KY
Charles MCNulty .. ................. Cleburne, TX
Sean M. Marshall ...... ... ......... .. Riverside, CA
Michael W. Davis ...... ........ ........... Oscar, LA
Mark D. Mostrip ............... San Antonio, TX
J. D. Mendonca .................. Santa Maria, CA
Matthew Totten ...................Covington, LA
Richard Ramsey .......................... .lrving, TX
Robert W. Milligan ............... .Temecula, CA
Chas Leatherman .......... .......... Bel Aire, MD
Gary Rosa .. .................. Fair Oaks Ranch, TX
Michael]. Moran .... ............ Healdsburg, CA
John Danforth, Jr. ..................... Warren, MI
Jody R. Thrasher. ..................... Gariand, TX
Gerald K. Morgan ............ Ben Lomond, CA
Dennis Hughes ........................ Belmont, MI
Gregory Vince ............ .. ................ Dallas, TX
Thomas E. Schoder ................. Modesto, CA
John Orlo Maxfield ............... Northville, MI
Tom Wood ........... .. .................... Ogden, UT
Paul E. Sherman .......... ........... Riverside, CA
James L. Mynning..................... Chelsea, MI
Timothy Jurik ........................ Hampton, VA
William R. Stein ..... ..... .. ............... Aptos, CA
Scott M. Sedam .............................. Novi, MI
Margery Natalie ...................... Herndon, VA
James H. Westfall ..... ... ............. Coloma, CA
Joseph P. Monno .. ...... ........... Hastings, MN ]. D. Skipper ........ ........ .............. Bedford, VA
Brian Baldwin ........... .... ... .......... .Parker, CO
Michael Morris ......................... St. Paul, MN
Brian Strattner .......................... Norfolk, VA
Douglas H. Kingsley ................... Parker, CO
Gerald F. Sadowski .................... Fridley, MN
Richard Wallis ................ .Williamsburg, VA
Tom Lytle ............................ Longmont, CO
Albert Stix ........ ........ .. ...... ....... St. Louis, MO
Linda M. Morrison .............. ... Bellevue, WA
Ted Waltman ........ .... ........... Lakewood, CO
Craig A. Neuhardt.. ................ Salisbury, NC
Chris Chomo .......................... Oshkosh, WI
Emery Weber .......... .................. Denver, CO
Stuart B. Harner ...................... Mandan, NO
Brad R. Schultz ............................ Sparta, WI
Gary S. Bonomo ..... .... ..... .New Fairfield, CT
P. Byrnes .. .. ............ ... ...... .... Pennsauken, NJ
Leon Siverling ................. ....... Brooklyn, WI
28
OCTOBER 2000
-S&L from page 1
Lansing, Michigan Just before the first day of Air Venture there was a shiny DC-3 that arrived, sporting the Delta Air lines livery. Then, just behind, arrived a Travelair 6000 also sport ing the Delta name. If you ever wanted to see a new DC-3 , you have to see this one! Previously I had been told by Ed and Connie Bowlin that it was nice, but seeing is believing. Both these aircraft belong to Delta Air lines. Delta allowed some 78,000 hours of labor to be lovingly ap plied to the DC-3 by employees and volunteers. Isn't it neat to see a company and its employees be that proud of their history, and make it a priority to share their heritage? For this ex traordinary corporate effort, Delta walked way with the prestigious Judge 's Choice Award. This special award is not presented every year, but is a way in which restorations which are completed under special circumstances can be recognized as extraordinary projects. By the way, many of the De lta personnel who came with the DC-3 were first-time attendees. They told me how impressed they were with the people and the operation of the Vintage Aircraft area. We look for ward to having them return with their beautiful aircraft. Attendance was up in the Con temporary judging classification, with at least 54 airplanes on the flightline that fit in the new ex panded section of the category, those airplanes built between 1961 through 1965 . (The entire category encompasses those aircraft built from 1956 through 1960 .) We're looking forward to more show quality Contemporary restorations appearing at fly-ins across the coun try and during EAA AirVenture. While you 're enjoying the crisp fall flying weather, ask a friend to join the Vintage Aircraft Associa tion . Remember, we are better together. Join us and have it all! ......
Builders' Conference October 21, 2000 • • • •
Overview of Aircraft Building & FAA Regulations Composite Construction Fabric Covering Sheet Metal Construction
• Welding EAA MEMBERS
$89
NON· MEMBERS
$99
Owner Maintenance October 22, 2000 A one day hands-on , course dealing with the 28 maintenance items a pilot/owner can perform on their airplane legally, will be held October 22 . Save money! Know your plane! EAA MEMBERS
$129
NON·MEMBERS
$149
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Overview of Aircraft Building & FAA Regulat ions Composite Construction Fabric Covering Sheet Metal Construction
• Welding EAA MEMBERS
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NON·MEMBERS
$99
Owner Maintenance November 5, 2000 A one day hands-on, course dealing with t he 28 maintenance items a pilot/owner can perform on their airplane legally, will be held November 5. Save money! Know your plane! EAA MEMBERS
$129
NON·MEMBERS
WORKSHOPS ~
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Fly- In Calendar The following list ofcoming events is furnished to our readers as a matter of information only and does not constitute approval, sponsorship, involvement, control or direction ofany event (fly-in, seminars, fly market, etc.) listed. Please send the information to EAA, All: Vintage Airplane, P.D. Box 3086, Oshkosh, WI 54903-3086. Information should be received four months prior to the event date.
EAA Regional Fly-Ins shown in bold. OCTOBER 12-15 - MESA , AZ-Copperstate Regional EAA Fly-In. Williams Gate way Airport. Info: 520/400-8887 or www. copperslale.org OCTOBER 12-IS-WICHITA, KS- Travel Air 75th Anniversary Homecoming Cele bration. Raytheon Aircraft, Beech Field. For scheduled events and registration materials send SASE to Travel Air Restorer's Assn., 4925 Wilma Way, San Jose, CA 95124 or Mike Sloan ofRaytheon Aircraft, PO Box 85, Wichita, KS 67201. OCTOBER 14-ADA, OK-4th annual Plane Fun Fly-In and Youth Expo sponsored by EAA Chapter 1005 at Ada Muni. Airport (KADH). Free T-shirtfor first 50 pilots. Info: Terry Hall, 580/436-8190. OCTOBER I4 - RIDGEWAY, VA - Pace Field (N36.35.05, W79. 52.48.) Old Fash ioned Grass Field Fly-In Pig-Picking. EAA Chapter 970. Info: Tommy Pace, 5401956-2159. OCTOBER I4 - NORTH HAMPTON, NH- Hampton Airfield. 10th annllal VAA Chapter 15 Pumpkin Patch Pancake Breakfastfiy-in. 8 a.m.- 12 p.m. Rain date: 10115. Info: 6031539-7168 or the Airfield: 6031964-6749. OCTOBER 2I-DAYTON, OH-AntiquelC/assic Chili Fly-In at Moraine Airpark (/73). Call Darrell Montgomery at 93 71866-2489. OCTOBER 20-21 - ABILENE, TX-EAA SOlllhwest RegiO/tal Fly-ln. Tlte Big CO/tn try Fly-III. Info:8001727-7704 or www.swrji.org JA NUARY 1,2001 - NAPPANEE, IN- 10th annual New Year 's Day Hang Over fiy in , sponsored by EAA Chapter 938. II a.m.-2 p.m. Info: "Fast Eddie, " 2191546-2795 or the chapter website: MVlv.bnin.netl--jlyboy
VINTAGE TRADER
Something to buy, sell or trade? MISCELLANEOUS An ;ne'Cpensive ad in (he Vintage Trader may bejusl the answer to obtaining Ihat elusive part. .55¢ per lVord, $8.00 minimum charge. Se,ul your od alld payment to: Vintage Trader, EM 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 recei ved by th e 20th ofth e mo nth /or insertion in the issue the second month following (e.g., October 20th for the December issue.) BABBITT BEARING SERVICE - rod bearings, main bearings, camshaft bearings, master rods, valves. Call us Toll Free 1/800 / 233-6934 , e-mail ramremfg @aol.com Web site www.ramengine.com VINTAGE ENGINE MACHINE WORKS, N. 604 FREYA ST., SPOKANE, WA 99202. AIRCRAFT LINEN -Imported. Fabric tapes. For an 18" by 18" sample, send $10.00. Contact for price list. WW I Aviation Originals, Ltd., 18 Joumey's End, Mendon, VT 05701 USA Tel: 8021786-0705, fax: 802/786-2129. E-mail: Wwlavorig@AOL.com 1940's aircraft oil temperature gauges - 8' capillary, new-old stock, $125 • Wind generators complete with aluminum propeller, new-old stock, $300 · 1920's and 1930's ACCA aircraft year books, $125 each · Brass 2" Pioneer Venturi, $145 • Buy/SeIVTrade vintage aircraft instruments and parts · Old Jon Aldrich, PhlFax 2091962-6121 , E-Mail oldjon@goldrush.com Vinlage Federal skis, #SC-3, Mfg. 1942-1943 with cables and fittings for '48 C-170. Pictures available. Possible New England delivery. $750. Larry Stagna, 207/563-1196.
30 OCTOBER 2000
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Kinnelon, NJ 1942, first airplane ride 1952, Naval Flight school at Pensacola 1954, commissioned as second lieutenant USMC
-
1957, joined Pan Am
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Jim Brown and his niece, Chris Travers, prepare for fake-off in his Meyers OTW.
1961 to 1992, US Air
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To become a
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AVIATION UNLIMITED AGENCY
Membershi~ Services Directory_ VINTAGE
Enjoy the many benefits ofBAA and the AIRCRAFT BAA Vintage Aircraft Association ASSOCIATION EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086
~
Phone (920) 426-4800 Fax (920) 426-4873
Web Site: http://www,eaa,org and http://www,airventure,org E-Mail: vintage@eaa,org
OFFICERS Presldent Espie 'Butch' Joyce P.O. 80x 35584 Greensboro. NC 27425 336/393.0344 a-moil: windsock@aol.com Secretory Steve Nesse 2009 Highland Ave. Albert Lea. MN st007 507/373-1674
Vice-President
George Doubner 2448 Lough Lane
Hartford, WI 53027
262/673-5885
e-moil: antique2@aol.com
Treasurer Charles W. Harris 72 I 5 East 46th St. Tulsa, OK 74145 918/622-8400 cwh@hvsu.com
DIRECTORS Robert C. ' Bob' Brauer 9345 S. Hoyne Chicago. IL 60620 773/779-2105 e-mail: photopilot@aoJ.com John Berendt
7645 Echo Point Rd. Cannon Fal~. MN 55009 507/ 263-2414
Steve Krag 1002 Heather Ln. Hartford. WI 53027 262/966-7627 a-mail: sskrog@aol.com
Robert D. ' Bob' Lumley 1265 South I 24th St. Brookfield. WI 53005 414/ 782-2533 e-mail:
John S. Copeland I A Deacon Street Northborough, MA 01532 508/393-4775 e-mail: copek:>nd I@juno.com Phil Coulson 284 I 5 Springbrook Dr. Lawton. M149065 616/624-6490 RagerGomall 321 -1/2 S. BroadWay #3 Rochester. MN 55904 507 / 288-2810 rgomoll@hotmail.com Dale A. Gustafson 7724 Shady Hill Dr. Indianapolis. IN 46278 317/293-4430 Jeannie Hill P.O. 80x 328 Harvard. IL 60033 815/943-7205
dlnghoo@owc.net
iumper@execpc.com Gene Morris
Dean Richardson 1429 Kings Lynn Rd Stoughton. WI 53589 608/877-8485 dar@resprod.com
Geoff Robison 1521 E. MacGregor Dr. New Hoven. IN 46774 219/493-4724 e-mail: chlefl025@aol.com S.H. "Wes" SChmid 2359 Lefeber Avenue Wauwatosa. WI 53213 414/771-1545 shschmid@execpc.com
E.E. ' Buck' Hilbert
P.O. 80x424
Union, IL 60 180
815/923-459 I e-mail: buck7ac@mC .net
ADVISORS David Bennett 11741 Wolf Rd. Gross Valley. CA 95949 530/268- I585
antiquer@inreoch.com
Programs and Activities EAA AirVenture Fax-On-Demand Directory . ... ...... ... . . ...... . ........ 732-885-6711 Auto Fuel STCs . ...... . . . ...... 920-426-4843 Build / restore information ... . .. 920-426-4821 Chapters: locating/o rganizing .. 920-426-4876 Educa tion .................... . 920-426-6815 • EAA Air Academy • EAA Scholarships • EAA Young Eagles Cam ps
5936 Steve Court Roanoke. IX 76262 817/491-9110 e-mail: n03copt@flosh.net
DIRECTORS
EMERITUS
Gene Chose 2159 Carlton Rd. Oshkosh, WI 54904 920/ 23 I -5002
EAA and Division Membership Services 800-843-3612 " " " " " ' " FAX 920-426-6761 (8:00AM-7:00 PM Monday- Friday CST) • New/renew memberships: EAA, Divisions (Vintage Aircraft Association, LAC, Warbirdsl. National Association of Flight Instructors (NAFI) • Address changes • Merchandise sales • Gift m emberships
Alan Shackleton P.O. Box 656 Sugar Grove, IL 60554-Q656 630/466-4 I93 103346.I772@compuse!Ve.com
Flight Advisors informat ion ..... 920-426-6522 Flight Inst ructor information ... 920-426-6801 Flying Start Program, , , , , , , , , , , 920-426-6847 Library Services / Research . ..... 920-426-4848 Medical Questions .... ......... 920-426-4821 Technical Counselors ..... , .... 920-426-4821 Young Eagl es . . . .. ...... .... ... 920-426-4831 Benefits Aircraft Financing (Textron) ..... 800-851-1367 AVA ....... . . . .............. . . 800- 727 -3823 AVEMCO ..................... 800-638-8440 Term Life and Accidental .... . .. 800-241-6103 Death Insurance (Harvey Watt & Company) Editorial Submitting article/ photo; advertising information 920-426-4825, , , , , , , , , , , , , FAX 920-426-4828 EAA Aviation Foundation Artifact Donations . . ...... .. ... 920-426-4877 Financial Support .... , ..... . .. 800-236-1025
MEMBERSHIP INFORMATION EAA Membership in the Experimental Aircraft Association, Inc. is $40 for one year, including 12 issues of SPORT AVIATION. Family membership is available for an addi tional $10 annually. Junior Membership (under 19 years of age) is available at $23 annually. All major credit cards accepted for membership. (Add $16 for
Foreign Postage,)
VINTAGE AIRCRAFT ASSOCIATION Current EAA members may join the Vintage Aircraft Associaton and receive VINTAGE AIRPLANE maga zine for an additional $27 per year. EAA Membership, VINTAGE AIRPLANE mag-azine and one year membership in the EAA Vintage Air craft Association is available for $37 per year (SPORT AVIATION magazine not included). (Add
$7 for Foreign Postage,)
lAC Current EAA members may join the International Aerobatic Club, Inc. Division and receive SPORT AEROBATICS magazine for an additional $40 per year. EAA Membership, SPORT AEROBATICS magazine and one year membership in the lAC Division is
available for $50 per year (SPORT AVIATION mag azine not included). (Add $10 for Foreign
Postage,)
WARBIRDS Current EAA members may join the EAA Warbirds of America Division and receive WARBIRDS magazine for an additional $35 per year. EAA Membership, WARBIRDS magazine and one year membership in the Warbirds Division is avai lable for $45 per year (SPORT AVIATION magazine not included) . (Add $7 for Foreign
Postage.)
EAA EXPERIMENTER
Current EAA members may receive EAA EXPERIMENTER magazine for an additional $20 per year. EAA Membership and EAA EXPERIMENTER mag azine is available for $30 per year (SPORT AVIATION magazine not inciuded).(Add $8 for For
eign Postage.)
FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars . Add required Foreign Postage amount for each membership.
Membership dues to EAA and its divisions are not tax deductible as charitable contributions, Copyright ©2ooo by the EM '-Intage AircraH Association All rights reserved. VINTAGE AIRPLANE (ISSN 0091-6943) IPM 1482602 is published and owned exclusively by Ihe EM '-Intage AircraH Associalion of Ihe Experimental AircraH Association and is published monthly at EM Aviation Ceoler, 3000 Poberezny Rd.. PO. Box 3086. Oshkosh. Wisconsin 54903-3086. Periodicals Postage paid at Oshkosh, Wisconsin 5490t and at additional mailing offices. POSTMASTER: Send address changes to EM Anlique/Classic Division, Inc., PO. Box 3086, Oshkosh. WI 54903-3086. FOREIGN AND APO ADDRESSES - Please allow alleast Iwo monlhs for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surlace mail. ADVERTISING - '-Intage AircraH 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 laken.EDITORIAL POLICY: Readers are encouraged to submit stories and photographs. Policy o;>noos expressed in articles are solely those of the authors. Respoo~bility for accuracy in reporting rests entirely with !he contributor. No reoume<atkln is made. Material shoold be sent to: Edrtor, VINTAGE AIRPLANE, PO. Box 3086. Oshkosh. WI 54903-3086. Phone 9201426-4800. The words fAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, FOR THE LOVE OF FLYING and the logos of fAA, fAA INTERNATIONAL CONVENTION, fAA VINTAGE AIRCRAFT ASSOCIATION, INTERNA TIONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are ® regislered Iradema",s. THE fAA SKY SHOPPE and logos of Ihe EM AVIATION FOUNDATION, fAA ULTRALIGHT CONVENTION and fAA AirYenture are Irade marks of the above associations and their use by any person other than the above association is strictly prohibited.
32
OCTOBER 2000