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STRAIGHT AND LEVEUButch]oyce
2
VAA NEWS
4
THE FOKKER C.III Pete Bowers
8
FLIGHT TO COLUMBINE! Pat Quinn
10 VAA HALL OF FAME INTRODUCES JACK COX 12 TWIN TAIL TROPHY WINNERI Budd Davisson 18 TYPE CLUB NOTESI HG. Frautschy 22 WHAT OUR MEMEBERS ARE RESTORINGI
H G. Frautschy 24
MYSTERY PLANE! HG. Frautschy
26 PASS IT TO BUCK! Buck Hilbert 27 WELCOME NEW MEMBERS 29 CALENDAR/CLASSIFIEDS
www.vintageaircraft.org Puhlisher
TOM POBEREZNY
Editor-ill-Orief
scon SPANGLER
Executive Director, Editor
HENRY G. FRAUTSCHY
VAA A dmillistrative A ssistant
THERESA BOOKS
Ex ecutive E ditor
MIKE DIFRISCO
COlltributillg Editors
JOHN UNDERWOOD BUDD DAVISSON
A rtIPhoto Layout
BETH BLANCK
Photography Staff
JIM KOEPNICK LEEANN ABRAMS MARK SCHAIBLE
Advertising/Editorial Assis/Qllt
ISABELLE WISKE
THE COVERS Front Cover ... Mike Greenblatt's family enjoys flying their aeronautical equivalent of a Chevy Suburban, their restored Beech 0-18. It was awarded the Reserve Grand Champion Classic trophy during EM AirVenture 2000. EM photo by Mark Schaible, shot with a Canon EOS1n equipped with an 80-200mm lens on 100 ASA Fuji slide film. EM Cessna 210 photo plane flown by Bruce Moore. Back Cover ... Cliff Amrhein, 2850 Ridge Road, Harrison, Michigan 48625, painted "See OC-3" using watercolors on art board. He dug into his personal archive of reference photos for afew pictures taken at LAX in the early 1950s for this view. His love for the OC-3 spans many years, and is rooted in the fact that the OC-3 entered commercial service the same year Cliff was born -1935. Cliff's painting was presented with an "Honorable Mention" ribbon during the 2000 Sport Aviation Art Competition
SEE PAGE 31 FOR FURTHER VINTAGE AIRCRAFT ASSOCIATION INFORMATION
ST AIGHT & LEV EL
by ESPIE "BUTCH" JOYCE PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION
Another year has come and gone with re markable speed for me. From an operational standpoint, this past year has produced some terrific changes in your Vintage Airplane Association. During the year 2000 we welcomed H.G. to his new status as the Vintage Aircraft Association's Executive Director. H.G. has been the Editor of your Vin tage Airplane magazine since 1990 and has, by default, been doing a lot of the legwork for the VAA on his own time. Much of that work, (and more!) now comes under his duties as Executive Director. As part of the executive staff at EAA Headquarters he now attends manager's com mittee meetings that relate to your VAA and adds our voice to matters that concern all of us. It also pleases us to announce that during the past month Theresa Books came on board as part-time assistant to the VAA Executive Director and to help on the administrative side of our op eration. This move will enable your Association to be much better informed and up to speed with those things that affect your aviation interests. We welcome your input regarding the types of pro grams and benefits you think the VAA should offer the membership-feel free to drop us a line at vintage@eaa.org or at EAA, Vintage Aircraft Association, PO Box 3086, Oshkosh, WI 54903-3086. We also elected to expand the Contemporary category to include those aircraft that were manufactured up through December 31,1965. These aircraft were also judged for the first time this past year during EAA AirVen ture in Oshkosh. The VAA is now offering a number of benefits to the membership; in addition to Vintage Air plane magazine, we give you access one of the best group aircraft insurance programs in existence, an active and growing web site at www.vintageaircraft.org, and our VAA chapter network has grown to some 23 very active chap ters. And we're not stopping there! With your input, we'll continue to improve your association. The Vintage area of the AirVenture grounds continues to be improved each year, a direct result of the dedication of a number of volunteers who work each weekend before and after the Convention. Many of these projects are funded from your VAA treasury. As a group we have become more involved in working with the FAA to educate their people regarding a common sense approach to the operation and maintenance of our vin tage aircraft. It often can be a big job as new people come into the FAA, but being proactive will payoff in the long run.
The Vintage Aircraft Association has always operated at the near break-even point. It is very costly to change a dues structure on an annual basis because of the changes that have to be made to promotional materials, renewal notices, and other printed matter. Therefore we generally structure the dues charges so they will even out over a six year period. Six years ago we had a dues increase of $9, from $18.00 to $27.00. As we put ourselves on the posi tive side of the ledger, we were able to put funds in our treasury to pay for improvements in the magazine, changes to our AirVenture facilities, and add programs such as our safety forums during AirVenture. By carefully watching our spending we've been able to stave off a dues increase, even as postage, printing, and inflation in gen eral has nibbled away at our narrow margin. For several years we have broken even, but to avoid putting ourselves in a difficult position financially, it is now time for us to once again increase the dues. After a productive discussion at our fall Board meeting, our Board of Directors, upon the recommendation of the Treasurer, has voted to approve an increase in the annual VAA dues to $36.00 per year. Once again, that's an in crease of $9 per year. We have appointed one of the VAA Board advisors to serve out the unexpired term of our late director, Dobbie Lickteig. David Bennett lives on the West Coast and has been very conscientious about attending meetings in Oshkosh at his own expense. Welcome to the Board, Dave! We have several nominations for individuals who wish to be appointed as advisors to the Board. The Board will vote on these nominations during our Spring Board meeting on March 30, 2001. At this meeting, we also will have our fi nal recommendation from the Hall of Fame committee for our inductees in the VAA Hall of Fame during 200l. HG informed me today that the final ruling has come down from the FAA regarding the spar inspection for American Champion/Aeronca airplanes that are equipped with wooden spars. This inspection will surely generate plenty of additional comments and articles. The gist of the AD can be read on the next page. Old Man Winter has settled on North Carolina and everything is tucked away in the hanger waiting for win ter work. I have to annual the Baron and Luscombe this month so I had better get busy. My best wishes to you all in the coming year-lets all work to make it one of the safest yet! To that end, lets all pull in the same direction for the good of aviation. Remember we are better together. Join us and have it all! ...... VINTAGE AIRPLANE
1
VAANEWS
2000-25-02 American Champion Aircraft Company (ACAC): Amend ment 39-12036; Docket No. 98-CE-121-AD; Supersedes AD 98-05 04, Amendment 39-10365. (a) What airplanes are affected by this AD? This AD applies to the fol lowing airplane models, all serial numbers, certificated in any cate gory, that are equipped with wood wing spars: (1) Group 1 airplanes: ACAC Models 7AC, 7ACA, S7 AC, 7BCM (L-16A), 7CCM (L-16B), S7CCM, 7DC, S7DC, 7EC, S7EC, 7FC, 7JC, 11AC, SllAC, l1BC, Sl1BC, l1CC, and Sl1CC air planes that have not been modified to
incorporate an engine with greater than 90 horsepower. (2) Group 2 airplanes: ACAC Models 7ECA, 7GC, 7GCA, 7GCAA, 7GCB , 7GCBA, 7GCBC, 7HC, 7KC, 7KCAB, 8GCBC, and 8KCAB airplanes; and any of the airplane models referenced in paragraph (a)(l) of this AD that have been modified to incorporate an engine with greater than 90 horse power. (b) Who must comply with this AD? Anyone who wishes to operate any of the above airplanes must com ply with this AD. (c) What problem does this AD ad dress? The actions specified by this AD are intended to detect and repair or replace damaged wood wing spars. Continued operation with such
Action
Compliance TIme
Procedures
(1) Inspection Requirements:Inspect (detoiled visual) the err tire length of the front and rear wood wing spars for cracks, compression cracks, longitudinal cracks through the boltholes or nail holes, or loose or missing rib nails. We will refer to these conditions as damage throughout the rest of this section. (2) Additional Inspection Requirements:If, after January 19, 2001 (the effective day of this AD), any airplane is in· valved in an accident/incident that involves wing damage (e.g., wing surface deformations such as abra sions, gouges, scratches, or dents, etc.), accomplish the inspection required in poragraph (d) (1) of this AD. (3) Replacement Requirements: If any damage is found dur ing any inspection required by this AD, repair or replace the wood spor. (4) Reporting Requirements: If any damage is found during any inspection required by this AD, submit aMalfunction or Defect Report (M or D), FAA Form 8010-4, to the FAA. (j) Include the airplane model and serial number, the extent of the damage (location and type), and the number of to tol hours timeirrservice (TIS) on the damaged wing. (ij) You may submit Mor Dreports electronicol~ by accessing the FAA AFS-600 web page at http://www.mmac.jc· cbi.gov/afs/afs600 [This is the new location: http://afs600.faa.gov'/'j]. Because you will lose ac' cess to the report once you electronically submit it, we recommend that you print two copies prior to submitting the report and forward one to the Chicago ACO and keep the other for your records. (iij) The Office of Management and Budget (OMB) approved the information collection requirements contained in this regulation under the provisions of the Paperwork Reduc tion Act of 1980 (14 U.s.c. 3501 et seq.). The OMB assigned this approval Control Number 212(}{)056.
Initially inspect at the first annual inspection that occurs 30 calendar days or more after January 19, 2001 (the effec· tive date of this AD), whichever occurs later.
compiled by H.G. Frautschy AMERICAN CHAMPION/ AERONCA FINAL SPAR AD Just as this issue was going to press, the FAA issued the final version of Airworthiness Directive AD 2000-25 02, which will become effective January 19, 2001. The new AD super sedes AD 98-05-04. For the entire text, as published in the December 18, 2000, edition of the Federal Register, please go to EAA's website at www.eaa.org for a news story that in cludes a link to the VAA website and a PDF copy of the AD. Included in that document is the FAA's discussion of the various comments received in
'1.
JANUARY Luul
response to the original AD . Here 's the final version of the AD:
Prior to further flight after each aCCident/incident that in volved wing damage.
Prior to further flight after the inspection where the damage is found. Within 10 days after the inspection where the damage was found or within 10 days after January 19, 2001 (the ef· fective date of this AD), whichever occurs later.
Accomplish in accordance with the instructions in ACAC Service Letter No. 406, Revision A, doted May 6, 1998. This service bu~ letin specifies as on FAA·approved inspection option using a higlHntenSily flexible light (e.g."Bend-Ai.ighr'). Aregular flash light must not be used for this portion of the inspection . Alternative FMilpproved inspection options are listed in this ser· vice bulletin. (for actions 1&2)
In accordance with Advisory Circular (AO 43.13-1 B, Accept· able Methods, Techniques, and Practices, or other data that is FAAilPProved for wing spar repair or replacement. Mail the information to: FAA, Chicago Aircraft Certification Office (ACO), Attention: Docket No. 98{E-12J.AD, 2300 E. Devon Avenue, Des Plaines, Illinois 60018; facsimile: (847) 294-7834. You may also file electronically as dis· cussed in this AD.
Group 1 Airplanes
cracks and damage could progress to an in-flight structural failure of the wing with consequent loss of control of the airplane. (d) What actions must be accom plished on all Group 1 airplanes to address this problem? For any Group 1 airplane as referenced in paragraph (a)(l) of this AD, the following must be accomplished to address the prob lem: (see chart on page 2). (e) What actions must be accom plished on all Group 2 airplanes to address this problem? For any Group 2 airplane as referenced in paragraph (a)(2) of this AD, the following must be accomplished to address the prob lem: (see chart below).
(f) Can I comply with this AD in any other way? (1) You may use an alternative method of compliance or adjust the compliance time if: (i) Your alterna tive method of compliance provides an equivalent level of safety; and (U) The Manager, Chicago Aircraft Certifi cation Office, approves your alternative. Submit your request through an FAA Principal Mainte nance Inspector, who may add comments and then send it to the Manager. (2) ACAC Service Letter 406, Revi sion A, and ACAC Service Letter 417, Revision C, both dated May 6, 1998, specify additional inspection and in
stallation alternatives over that in cluded in the original issue of these service letters. All inspection and in stallation alternatives presented in these service letters are acceptable for accomplishing the applicable actions of this AD. (3) Alternative methods of compli ance approved in accordance with AD 98-05-04, which is superseded by this AD, are approved as alternative meth ods of compliance with this AD. Note: This AD applies to each air plane identified in paragraph (a) of this AD, regardless of whether it has
Action
Compliance TIme
Procedures
(1) Inspection Requirements: Inspect (detailed visuol) the en~re length of the front and
rear wood wing spars for cracks, compression cracks, longitudinal cracks through the boltholes or nail holes, or loose or missing rib noils. We will refer to these conditions as damage throughout the rest of this section. (2) Additional Inspection Requirements: If, after January 19,2001 (the effective date of this AD), any airplane is involved in an accident/incident that involves wing damage (e.g., wing surface deformations such as abra· sions, gouges, scratches, or dents, etc.), accomplish the inspection required in paragraph (e)(l) of this AD.
(1)
Ini~ally inspect at the first annual inspernon that occurs 30 colendar days or more after January 19, 2001 (the effec· tive date of this AD), or within the next 13 calendar months after Jonuory 19, 2001 (the effec~ve date of this AD), whichever occurs later. Repe@vely inspect thereafter at intervals not to exceed 500 hours timein-service (TIS) or 12 colendar months, whichever occurs first.
- continued on page 2S
Accomplish in accordance with the instructions in American Champion Aircraft Corporation (ACAC) Service letter No. 406, Revision A, dated May 6, 1998. This service bulletin specifies an FAAilpproved inspection option using ahiglrin tensity flexible light (e.g ., "Bend-A-light"). Aregular Aashlight must not be used far this portion of the inspection. Alternative FAAilpproved inspection options are listed inthis service bulletin (for Actions 1&2)
(2) Prior to further flight after each accident/incident that involved wing damage.
(3) Replacement Requirements: If ony damage is found during any inspection required by this AD, repair or ra place the wood spar.
(3) Prior to further flight after the inspection where the damage is found.
In accordance with AdviSOry Circular (AO 43.13·1 B, Accept· able Methods, Techniques, and Practices, or other data that is FAAilpproved for wing spar repair or replacement.
(4) Reporting Requirement: If any damage is found during any inspection required by this AD, submit aMalfunction or Defect Report (M or D), FAA Form 8010·4, to the FAA.
(4) Within 10 days after the inspection where the damage was found or within 10 days after Jonuary 19, 2001 (the effective date of this AD), whichever occurs later.
Mail the information to: FAA, Chicago Aircraft Certification Office (ACO), Attention: Docket No. 98{E·12l-AD, 2300 E. Devon Avenue, Des Plaines, Illinois 60018; facsimile: (847) 294·7834. You may also file electronically os dis cussed in this AD.
(j) Include the airplane model and serial number, the extent
of the damage (iocation ond type), and the number of total TIS on the damaged wing. (ii) You may submit Mor Dreports electronically by access ing the FAA AFS·600 web page at http:// www.mmac.jccbi.gov/afs/ afs600 [This is the new lo cation : http://afs600.faa.gov./l. Becouse you will lose access to the report once you electronically submit it, we recommend printing two copies prior to submitting the report ond forward one to the Chicago ACO and keep the other for your records. (iii) The Office of Monagement and Budget (OMB) opproved the informotion collection requirements contained in this regulation under the provisions of the Paperwork Reduc· tion Act of 1980 (14 U.s.c. 3501 et seq.). The OMB assigned this approval Control Number 212(}{)056.
Group 2 Airplanes VINTAGE AIRPLANE
he September Mystery fuselage and tail with a ply Plane is a Dutch Fokker wood-covered wooden canti F. VII, specifically cln lever wing. The powerplant 47S9, and the first of only five for H-NACC was a 360-hp F. VIIs built. Its first flight was British Rolls-Royce Eagle V-12 water-cooled engine, but the on April II, 1924. The design was a develop equivalent British Napier Lion ment of the earlier and comm and French Gnome-rhone ercially successful EIII single-en Jupiter were offered as alter gine transport . The F. VII was natives. H-NACC became famous for designed to the requirements of the Dutch airline KLM for a completing the 1S,OOO-kilome larger eight-passenger, two-crew, ter (7 , 200 mile) flight from single-engine cabin monoplane. Amsterdam to Batavia in the It was designed by Walter Netherlands East Indies. For Rethel, who departed somewhat this, the plane was sold to the from traditional Fokker details Netherlands Indies Flying Expe developed over previous years dition, and takeoff was on by Rhienhold Platz. Rethel did October 3, 1924. Two days later retain the basic Platz/Fokker the plane was down in Bulgaria structure of a welded steel tube after the engine failed from loss
T
of water. The plane was dam aged in the landing. The repairs were easy, but the ruined en gine was a problem; the backers of the expedition had no money to buy another engine. A Dutch magazine came to the rescue by raising funds from its readers for a replacement. The flight continued on November 2, and H-NACC reached Batavia on November 4, receiving a won derful welcome.
by Pete Bowers 4 JANUARY
2001
•'ft'!.
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This view of the third F.VIIA, un 4901, emphasizes the new wingtip shape and revised landing gear of the F.VIIA. In 1928 many of the international registration let· ters were changed; Holland got PH in place of H, so H·NACT became PH-ACT. It was destroyed during the initial bombing of Holland on May 10,1940.
The original F. VII design had plenty of room for growth. Although only five F.VIIs were built, the fol lowing F.VIIA and F.VIIB models made air transportation history . They were the most widely built transports of their time and could al most be regarded as the DC-3 of the late 1920s. On the F.VIIA, the 60-foot-ll inch wingspan of the F.VII was changed to 64 feet 2 inches, and the horn-balanced ailerons were now inset inboard of the tips. The fuse lage and tail remained the same, but the complex landing gear was greatly simplified by running the shock-absorber strut straight up to
Fokker not only added his name to the standard white rectangles on his Ford Tour F.VIIA/3M, but he also added it to the leading edges of the wing. Here the tri-motor is being evaluated by the u.s. Army Air Service at McCook Field, Dayton, Ohio.
the front wing spar. Forty F.VllAs were built, with options for seven different engines. Rethel had devel oped removable and interchange able motor mounts, so it was easy to switch to a different engine in the same plane.
A real breakthrough came when the second F.VIIA was quickly modi fied at Tony Fokker's request. He wanted to enter the 1925 Ford Relia bility Tour to be held in the United States from September 28 through October 4, 1925, over a distance of VINTAGE AIRPLANE 5
This view of H-NACC shows the origi nal F.VII horn-balanced ailerons and the complex landing gear struts. The路letter H in the registration did not mean Holland; H was assigned t o Haiti, Holland, Hu ngary, and Siam . For Hu ngary, the first letter after the dash was M, for Magyar Repu blic; for Holland, it was N for Netherlands. The following three letters were the ind ividua l aircraft registration, starting with the block AAA.
1,900 miles. Reliability of the air颅
~~~~:r~;;u:~et~::t~!el:~tnr~li:~l~ part of the airplane was the engine. By using three engines in an F.VIIA, the plane could keep going if one engine failed. The F.VIIA was easily converted to a tri-motor by removing the 4S0-hp Bristol Jupiter radial engine from the nose, replacing it with a 200-hp American Wright J-4, and adding two more J-4s directly over the wheels in nacelles under each wing. Fokker's flamboyant ways and the performance of h is tri-motor, now deSignated F.VIIA/3M, dominated the tour and turned it into the Fokker PubliCity Tour. The U.S. Army and Navy tested the F. VIlA/3M and had Fokker's American factory, Atlantic Aircraft, build minor variants. Sixteen more F.VIlA/3Ms were built in Holland, with several being 6 JANUARY
2001
FOKKER F.VII H-NACC SPECIFICATIONS:
POWERPLANT ROLLS-ROYCE EAGLE IX 360HP
WINGSPAN
70 FEET, 1 INCH
LENGTH
44 FEET, 3 INCHES
WING AREA
770.7 SO. FEET
EMPTY WEIGHT
4,301 POUNDS
GROSS WEIGHT
7,161 POUNDS
HIGH SPEED
94.39 MPH
CRUISE SPEED
84.3 MPH
CEILING
14,7000 FEET
Edsel Ford, Henry Ford's son, bought the first F.vIlAl3M for commander Byrd's 1926 Arctic Expedition. It was repainted, but it remained a Fokker billboard. Josephine Ford was Edsel Ford's daughter. The BA-1 meant Byrd Arctic No. 1. (No.2 was a Curtiss Oriole biplane.) The Josephine Ford is now on display in the Ford Museum in Dearborn, Michigan .
ex ported to the United States. The real breakthrough came with the F.VIIB/3M, which increased the wingspan to 71 feet 2 inches and increased the power. Fokker built 74 F.VIIB/3Ms; 13 were built by Plage & Laskiewicz in Poland, 13 in Eng足 land by Avro, 18 in Czechoslovakia by Avia, 27 in Belgium by SABCA, and three in Italy by Romeo. ......
The first F.VIIA, dn 4899, had a 420-hp Liberty engine and was shipped to the United States. Since Fokker used large white rectangles to back up aircraft registrations, and the United States did not have registration at the time, Fokker took advantage of the blank space to create a verita足 ble Fokker billboard . This one justified Fokker's choice of a tri-motor; engine failure forced it down while en route to the Ford Tour. The big seller of the F.VII line, with 115 built, was the long-wing F.VIIB/3M . The B-wing is easy to spot by the flat section of the trailing edge from the nacelles inward to the fuselage. This one, for Swissair, has 330-hp Wright J-6-9 engines. The Swiss had their own unique registration system. CH on the rudder, under the right wingtip, and above the left, stood for Confederation Helvetique, and the aircraft registration was in simple numerical sequence. Switzerland changed to HB and three letters in 1934.
Flight to Col~!!!!!!:';!~
By Pat Quinn olumbine is a name made in famous by a senseless act that stunned our nation. Before Columbine was a high school, I be lieve it was partly a small airport serving the Denver area to the northeast. In the early 1960's, I was a young pilot, full of spit and vinegar, who thought I had this pilot game pretty much figured out. On a December day my oldest brother , Jay, ap proached me with the idea of ferrying a friend's eighty-five horse power Luscombe 8E from our home airport in San Fernando, California, to Denver. Chuck, the owner, had been transferred to that city where he worked as a pilot for a major air line. I immediately agreed, never giving the winter weather the slight est consideration. I was a Southern California kid and the weather and temperatures were more or less the same everywhere. Right? In my mind it all looked so easy. With 32 gallons of gasoline and a 6 gallon per hour burn, range was not a problem. I devised a chart system for the cramped confines of the Lus combe's cockpit. I taped strips of WAC charts together and rolled them onto cardboard paper towel rollers. When finished, I had two very long charts. One ran from Cali fornia to Las Vegas, New Mexico, and the other depicted the east side of the Rocky Mountains to north of Denver. I thought it should be an easy flight. Planned departure day was January 5th. This particular winter was a very cold one and I knew it so r packed some winter clothes be hind the seat and departed San Fernando at 4:00 a.m. Because it was still dark at this time of the morning, r brought along a flash
C
8
JANUARY 2001
light to read the maps and to assist in reading the poorly lit instrument panel. Ignorance is bliss, they say, but with the trusty Narco Super homer coffee grinder nav-com, what was there to fear? The first leg of the flight was quite good with a long and spectac ular winter sunrise to keep me entertained as it turned from a deep red glowing on dark gray clouds to flame orange. It was a good omen, I thought. My first fuel stop was planned to be at Kingman, Arizona. Arriving there early in the morning I waited for the FBO to open, only to learn that they were out of fuel. They sug gested that I fly to Grand Canyon Caverns, fifty miles to the northeast. Grand Canyon Caverns, also know as Dinosaur Caverns, east of Peach Springs, Arizona, was along the main highway, Route 66. The dirt runway ran close to and between the houses in the settlement. After landing, you taxied up to the high way gas station and fueled on one of the islands next to the automobiles. The only other time I've seen that is along the Alcan Highway in Canada and Alaska. Departing Grand Canyon Cav erns, I was now well north of my original course so I decided to fly to th e north of Humphreys Peak. At 12,633 feet it is the highest point in Arizona. The highway was on the south side of the mountain where it runs southeast from Flagstaff to Holbrook, northeast to Gallup, New Mexico, then southeast again to Al buquerque. I decided to forget the highway navaid and fly direct to Santa Fe. On the north side of the mountain the terrain turned to a blanket of snow from a recent se vere winter snow. Not to worry, I
still had my trusty Superhomer with a reliable VOR. About this point in the flight, I was a little bored, so I decided to do some housecleaning in the cockpit. If you remember that flashlight I mentioned in the beginning for the story, it wou ld almost prove to be my downfall. I decided to put it into the map case at the right side of the instrument panel and just below the compass. If that wasn't bad enough, it was a metal one with a big magnet at the on/off switch. A few minutes later, my nav signal started to fade as I moved further east of the Peach Springs VOR. For some reason I was unable to pick up the next station. Not to worry, I still had my strip map. All I had to do was fly my com pass heading over the snow-covered desert mesas and pick out a land mark now and then. It seemed that every thing was go ing along great. The landmarks that I thought I was identifying visually proved to me that [ had a decent tail wind. I remember going over a mountain pass and easily identifying the road through the pass with a transmitter tower and an airstrip at the crest. I really was enjoying the sight of snow-covered Indian lands. Several hours later I spotted the air port at Santa Fe, or so I thought . It was southwest of town but strangely the town looked so small. As I got closer I realized that something was not quite right. r had been to Santa Fe's airport before and this was not what I had remembered. I went ahead and landed, then taxied up to the gas pump near a small FBO/line shack. I walked inside and looked at the very large area map that covered the entire wall of the shack. Usually you can identify the place where you are by the dirty
"ICING BOOTS"
area that radiates out from a spot on the map. I looked all over Arizona and New Mexico. No dirty marks. I even looked into Colorado. Still no dirty marks. I asked the not-too friendly lady behind the counter, "What town is this?" "Blanding," came a curt reply. Again I searched the chart for Blanding in Arizona and New Mex ico. No luck. I did not want to appear stupid to this lady but I had no choice. I asked her "Just what state is this anyway?" Eyeing me up and down she stated, "Why Utah, of course." Too late now to appear suave so I simply said, "I just missed the whole state of New Mexico" which brought a great laugh to the once dour lady. I joined in, laughing at my own stupidity. The lady, as it turned out, was the wife of the FBO owner and was a lit tle miffed at her husband for taking a charter flight and leaving her to mind the store. She introduced me to a charter pilot/flight instructor who had just landed. If my memory serves me right, his name was Hal. Hal agreed to look over my plan and see if he could figure why I was nearly 45 degrees off course. Hal soon found the flashlight and helped me plot a new course on charts r purchased from the FBO lady. I blasted off with a new feeling of assurance. I called Flight Service to tell them of my change of plans;
they just could not understand that I was in Utah when I shou ld have been in New Mexico! My ego would not let me broadcast that I had been lost and did not know it. I decided to land at Cortez, Colorado, and phone Flight Service to mask my embarrass ment. By the time I did that, it was getting pretty late in the day. If I had any chance of making it across the Rockies I would have to hustle. Be cause of my northern route, I had to climb the Luscombe to 11,500 feet to clear the mountains in the vicin ity of Alamosa, Co lorado, which it did with ease. That little Luscombe performed great and I really loved to fly it. That is a love affair that con tinues to this day. I was freezing co ld, the coldest I have ever been in my life, due to the leaky doors and window and an out side air temperature of 42 degrees below zero on the OAT gauge. I could not get to all the cold weather gear that I brought along because it was behind the seat and inaccessible. I had pulled on the cabin heat but un known to me the outside air cable and the cabin heat cables had been switched. I was so cold that I did not know it. With the very last light of the day I crested the Rockies and started down to Pueblo, Colorado, the near est city of any size. After landing and tying down I got a cab to the Holi day Inn. My room had two queen
size beds so I took all of the blankets from the unused bed, including the sheets, mattress pad and spread, and put them on my bed. It was no use. I was still so cold that I could not sleep. I finally decided to take a shower. The steam from that hot shower thawed me out. I know it sounds crazy but I think I now know what a frozen steak must feel like when being thawed out. The next day I was up and at 'em bright and early. I fl~w up the east side of the Rockies/a nd really enjoyed the beautiful deep snow covering the entire route on a bright and sunny day. It was the first time that I had seen snow like that and it truly looked like a win ter wonderland. My brother had told me to deliver the airplane to "Jeffco," which is Jef ferson County Airport northwest of Denver near Golden. When I had landed at Jefferson County, I called Chuck, the owner, who told me that the plans had changed. I was now to deliver it back south to Columbine where he would be waiting. So I mounted up again and taxied out through the pools of water from the snow melting in the sun. I took off without a care and headed south. I enjoyed the sights of Denver and looking at Stapleton Air
--continued on page 32 VINTAGE AIRPLANE 9
ack Cox was born in Seagrove, North Carolina in January of 1934 .. the same year such air aft as the DC-2, Ryan ST, D-145 Monocoupe and the Luscombe Phan tom were introduced. His first airplane ride was prenatal, so he claims to have literally been hooked on aviation from the mo ment of birth. The first airplane ride he recalls was in a Ford Trimotor at Asheboro, NC, in the late 1930s. Other rides would follow regularly over the years and would include a lot of unlogged stick time. After graduating from college and beginning a teaching career, he im mediately began blowing most of his paychecks on flight instruction and soloed in a J-3 Cub in May of 1956 at Greensboro, NC. Following a tour of active duty in the U. S. Navy, Jack returned to the teaching profession ... and met Golda in the summer of 1958. They were married that December, which Jack says is the best thing that has happened to him in this life. Jack and Golda bought their first airplane, aJ-3 Cub, in the early 1960s and it would be followed by a succes sion of lightplanes, including a Champ, Luscombe 8A and a Bellanca Cruisair. Joining what is now the
l
10 JANUARY 2001
Vintage Aircraft Association's Chap ter 3, they became active participants in its activities, with Jack becoming the newsletter editor in June of 1966. It was through their efforts on the newsletter that Jack and Golda came to the attention of Paul Poberezny, and soon they began being drawn into EAA activities. They received an EAA award for their newsletter, An tique Airways, in 1967, and Jack received an EAA President's Award in 1968 for his promotion of vintage aircraft. In 1968 he was made a mem ber of the EAA's antique airplane judging committee at Rockford, and the following year, 1969, he served as chairman of that committee. In that capacity, he led the first effort to formalize judging standards and set up permanent vintage aircraft judg ing categories for EAA. In January of 1969 Jack and Golda moved to Santee, South Carolina, to join the staff of the newly created Wings and Wheels transportation museum. During that year Jack re searched and wrote the histories of the museum aircraft, which included two Ford Trimotors, designed the museum layout and signage, wrote the tour scripts, designed the mu seum logo and coordinated and publicized museum fly-ins and spe
cial events. That fall his presentation book on Wings and Wheels won an award presented by the South Car olina Department of Tourism. Late in 1969 Paul Poberezny in vited Jack and Golda to join the EAA staff at Hales Corners, Wisconsin, and they came to work there early in January of 1970. Among his new du ties, Jack was charged with the task of formalizing and widening the scope of EAA's vintage aircraft activ
- continued on page 2S
(Top) Jack learned to fly in a Piper Cub, just like this one photographed by longtime EAA photogra足 pher Ted Koston. (Middle Left) Jack and Golda Cox, now married over 42 years. (Middle Right) Jack in the left seat of the Piper Comanche (Far Right) he and Golda have flown for over 25 years. It's the sev足 enth airplane they've owned. (Left) Jack receives the award as Company Honor Man in Naval boot camp.
VINTAGE AIRPLANE 11
Reserve Grand Champion Classic is this early model Beech 013. 12 JANUARY 2001
VINTAGE AIRPLANE 13
Chevy Suburban? Marriage? Yes, those are the two compo nents most often mentioned when Mike Greenblatt of Midland, Georgia, is asked why he decided to re store the 1953 D18S Twin Beech that won him the coveted Reserve Grand Champion Classic award at EAA Air Venture 2000. "I had gotten married and soon found I had a 3-month-old baby as well as a 5-year-old. The support equipment
A
they required, coupled with my wife's baggage, just wouldn't fit in our Stag gerwing very well." The Staggerwing was his first antique restoration project and won Best Closed Biplane in 1992. "A friend had a Twin Beech, and he took us for a trip, and the first thing my wife said was, 'This is just like a big Suburban!' and the search for our own Twin Beech started right there," he says. Mike, a paper distributor from the
This beautiful overhead shot of the Beechcraft by EAA photographer Mark Schaible clearly shows the outward cant of the Pratt & Whitney R-985 engines.
Atlanta area, has been around air planes his entire life. "My dad owned a number of airplanes, like Debonairs and such, and I started flying when I was 15 and got my certificate on my 17th birthday." His company airplane is a Beech Duke, but he got the antique bug in 1991. He started on the antique trail by restoring a Staggerwing, but the trail soon led to the Twin Beech. "I did a lot of looking around and educating myself because there are so many Twin Beeches out there . How ever, I had a particular kind in mind." As a breed, the Twin Beech has prob ably been worked harder and in more ways than almost any other single air plane type, except the DC-3. The net result is that the quality of available airplanes varies from clapped-out, 20,000-hour freighters that have spent their lives hauling whatever would fit through the door off of rock-strewn re mote strips to pristine, corporate-equipped airplanes that haven't sat outside for a single night . Mike was looking for one of the latter, but in a specific configuration. "I was looking for a corporate air plane, but not one of the later, high cabin machines. Granted, the high cabin makes it a more practical air plane, but it sort of ruins the 'antiquey' look. At least I think so," he says. Mike Greenblatt
14 JANUARY
2001
(Left) After getting a quote from an interior shop, Mike and his friends, Steve Berends and Steve Huntley, chose to do the work themselves. (Below)The excellent interior work extends to the cockpit, with the instrument panel expertly rebuilt and refinished by Butch Card at Stetson Aviation in Kenedy, Texas. He even had the panel's markings silk-screened and then clear-coated. (Inset) Butch spent hours restoring the control wheel emblems, includ ing carefully repainting the interior of the clear plastic pieces.
There are lots of the later 018s that have retained their corporate appoint ment s, but th e ear li er small cabin airplanes often hit on hard times once technology passed th em by. Eventu a lly, many had to give up their business suits in favor of work clothes to earn their keep. So, finding exactly what he was looking for wasn't easy. In Mike's case, however, technology came to his rescue. "I was looking on the Internet, one Saturday mornin g, just as this low ca bin airplane was li sted. I made a phone ca ll, set up an appointment to look at it immediately, and bought it, " he remembers. The airplane was a lm ost exactly what he was looking for in terms of airframe condition, age, and configura tion. li lt on ly had 6,000 hours total time on it, and the previous owner had just installed a pair of COVington over hauled eng in es . Th ey only had 250 hours on them. The interior and cock pit hadn't been modified, and the only modifi cations to the airframe were an air-stair door and a wraparound wind sh ield . It had warbird paint, but that was easily fixed. The airp lane h ad been purchased new in 1953 by Ohio Oil Company, who opera ted it until the very ear ly 1970s. When it was sold, it went through a number of private own ers, II
all of whom valued the airplane for its originality and kept it in a hangar. At some poi nt in th e lat e '50s or ea rl y ' 60s, the oil compa n y replaced th e oval cabin door with th e much more convenien t, drop-down Airstair door. The wraparo und wind shie ld , which elimin ates the vision obscuring wind shield frames, a nd the tall tail wheel were insta lled at about the same time. Also, alth ough the airplane had been well cared for, it was still over 45 yea rs old and h ad never been fully restored. Mike took the airp lane to Butch Card at Stetson Av iation in Ken edy, Texas, and charged him with not only going through the airplane a nd m ak
ing it new, but also returning it to its original configuration . To replace th e replacement wrap around windshield and to modify the modified door back to unmodified sta tus (got that ?) req uir ed co min g up with significant portions of a stock Twin Beech fuselage. Fortunately, the Twin Beech community has Dave WarVINTAGE AIRPLANE 15
Family "Suburban" or executive transport? Take your pick; the Beech D18 can handle both with ease-just ask the Greenblatts!
16 JANUARY
200 1
ren and South West Aero in Owasso, Oklahoma, to help it out. "Dave is the Twin Beech guru and has what is prob ably the most complete supply of parts around," explains Mike. When a wraparound windshield is put on a Twin Beech, the modification removes not only all the frames , but also most of the rails, which held the original glass. So, Butch had to find the right parts and manufacture what he couldn't find to go back to the mul tifaceted windshield the airplane had when new. Th·is involved grafting on the required sheet metal and framing from another, less fortunate, airplane. Reinstalling an oval passenger door turned out to be easier than the wind shield because the door is mounted in the middle of a sheet metal panel, which is relatively easy to replace. Once an oval door and its surrounding framework and partial bulkheads were procured, it was a straightforward pro cedure to drm out the panels holding the offending door and install the new unit. When the Airstair door was re moved , several ribs and minor bulkheads were removed as well, but South West Aero had the necessary parts, and Butch put them in place. "Butch did a huge amount of stuff you don't think about when you visu alize restoring an airplane that actually looks and flies fairly well," Mike says. "As an example, the pulleys in the control system were practically worn out. Even though the airplane is low time , by Twin Beech standards, the pulleys were still 4S years old and had seen 6,000 hours of flying . They all had to go. There was a lot of stuff in the airplane that fell into the same cat egory. I knew I was going to be carrying my family in this airplane, so I wanted everything made right. " The cockpit area hadn't been modi fied except where necessary to install radios, and even that was done in a professional manner. However, over the years much of the original paint had been painted over in varying col ors until the cockpit was far from the original appearance Mike wanted. "We stripped out everything in the cockpit and brought it back up to new, origi
nal condition. Most of the instruments were reused, and the panel was painted the original satin black. "['m especially impressed with the detail work Butch did in putting the right markings back on the sub panels and the overhead panels. He silk screened the placard on, then shot matching satin clear coat over it for protection," Mike says. "Butch really worked his magic on the throttle quadrants, but the Beech emblem in the middle of each yoke is where he really showed what kind of detailed artistry he could do." The emblem in the middle of the yokes was the Beech 18 logo, heavily etched into a metal background and then covered by a formed , plastic cover. "Butch created new covers and did an unreal job in filling the etched words with paint and making it all look original," Mike noted." Butch Card received the airplane in May of 1999 and returned it to Mike only eight months later, the fol lowing December. "When we got the airplane back," Mike remembers , lithe interior was completely stripped out. My original plan was to have a professional inte
rior shop do it in leather and Ultra suede, but we decided to do it ourselves." Asked why he decided to tackle a job like putting the interior in a small airliner, and he just grins and says, "[ decided to do it myself when [ got the price quotes back." Since this was going to be the fam ily transportation, Mike not only wanted the airplane to appear original, but it also had to be comfortable. With the cabin stripped to the bare alu minum, he started the long road back by applying "radiant insulation , " a foil-faced form of bubble wrap, to the entire fuselage. This would keep the cold out and the heat in. Then, the normal sound-deadening insulation was put over that. The result is a cabin that is as quiet as possible, considering it has R-98Ss for neighbors. They did the headliner in Ultra suede and the seats in leather, although they knew the original seats probably had fabric inserts in the middle. liMy airplane was missing the small, side-mounted table, so we looked around until we found one for a pattern . The pattern table was wal
nut that had been painted white, so we just made one in walnut and fin ished it with clear. We did the same thing with all the walnut trim around the windows." Mike put in a lot of long evenings with his two friends, Steve Berends and Steve Huntley, at his side. They did all the work in Mike's own hangar. Today he looks at the interior with a lot of pride and says, li lt's one of those things you're glad you did, but I'll never do it again." In .the best tradition of Oshkosh champions , the airplane was only finished the Tuesday before AirVen ture started. By the time it showed up at Wittman Field, it had a little more than 12 hours on it since com ing out of Stetson ' s shop in Texas and going to Georgia and then Oshkosh. In between there had been some serious personality changes to this old pelican. A few folks have said [ could have had a terrific Baron for half the energy [ expended on the D18. And I suppose [ could have. But, I like antique air planes. Besides, I like pulling up to the gas pumps in an airplane that makes me proud." ....... II
VINTAGE AIRPLANE 17
2001 Vintage Aircraft Assoication
TYPE CLUB LIST This list of Type Clubs should be the most accurate compilation we've ever published. For th e p ast four years, we have sent each Type Club a postage paid postcard confirming their listing. If you have changes related to your Type Club list, drop a note in the mail detailing with your listing exactly as it will appear in the maga zine (use the format you see on these pa ge s) . Send your not e to: An tique/Classic Type Clubs, P.O. Box 3086, Oshkosh, WI 54903-3086, or E-mail it to vintage@ eaa.org. The Type Club list is also available in the Division's web page at VAA's Web site, which you can find at: http:// www.vintageaircraft.org
World Beechcraft Society
William J. Robinson 500 S.E. Everett Mall Way, Ste. A7 Everett, WA 98208-8111 Phone: 425-267-9235 Fax: 425-355-6173 worldbeech@aol.com or bill@Woridbeechcraft.com www.worldbeechcraft.com $30/yr
Robert Szego P.O. Box 100 Coxsackie, NY 12051 -0100 Phone: 518-731 -6800 szegor@bellanca-championclub.com www.bellanca-championclub.com $33/yr-$59/2 yrs;foreign $41/1 yr-$68/2 Bird Airplane Club
Jeannie Hill P.O. Box 328 Harvard, IL 60033-0328 Phone: 815-943-7205 postage donation
Flying Apache Association
Beech T34 Association
Charles H. Nogle P.O. Box 925 Champoign, IL 61824-0925 Phone: 217-356-3063 Twin Beech 18 Society
Staggerwing Museum Foundation P.O. Box 550 Tullahoma, TN 37388 Phone: 931 -455-1974 $40/yr 18 JANUARY 2001
Don and linda Brand 9087 Madrone Way Redding, CA 96002 Phone: 530-221 -3732 $20/ yr International Cessna 120/ 140 Association
Howdy McCann 2432 Pleasantville Road Fallston, MD 21047 Phone: 410-877-7774 webmaster@cessna 120-140.com www.cessna120-140.org $15/yr Cessna 150/152 Club
American Bonanza Society
John J. Lumley 6778 Skyline Drive Delray Beach, FL 33446 Phone: 561 -499-1115 Fax:561-495-7311 Ayingapache@cs.com $25/year
National Bucker-Jungmeister Club
Mrs. Frank Price Rt 1, Box 419 Moody, TX 76557 Phone: 254-853-9067 Cessna 120/140 West Coast Club
Bellanca Champion Club
International Aeronca Association
Jim Thompson 806 Lockport Rd, P.o. Box 2219 Terre Haute, IN 47802-0219 812-232-1491 $25/ yr US;$35/ yr Canada;$45/ yr Foreign
Bucker Club
Chris Arvanites 16204 Rosemarie Lane Lockport, IL 60441 Phone: 815-436-1011 May-Oct Phone: 863-318-1231 Nov-Apr $22/yr US & Canada; $27 foreign
Beechcraft-Staggerwing Club
Jim Gorman P.O. Box 2599 Mansfield, OH 44906 Phone: 419-529-3822 MNG19SL@aol.com $25/yr
Buzz Wagner Box 3, 401 1st Street, E Clark, SD 57225 Phone: 605·532·3862 Fax: 605·532-1305 $20/yr National Aeronca Association
221 No laSalle St, Ste 3117 Chicago, IL 60601 www.users.aol .com/BPANews
Nancy Johnson, Exec. Dir P.O. Box 12888 Wichita, KS 67277 Phone: 316-945-1700 Fax: 316-945-1710 bonanza2@ix.netcom.com www.bonanza.org $45/yr
Royson Parsons P.O. Box 1917 Atascadero, CA 93423-191 7 Phone: 805-461 -1958 Fax: 805-46 1-1035 membership@cessna150-152c1ub.com www.cessna150-152c1ub.com $25/ yr The International Cessna 170 Associa tion
Twin Bonanza Association
Richard I. Ward 19684 Lakeshore Drive Three Rivers, MI 49093 Phone/Fax: 616-279-2540 forward@net-link.net www.lwinbonanza.com $35/yr US & Canada;$45/yr foreign
Velvet Fackeldey P.O. Box 1667 Lebanon, MO 65536 Phone/Fax: 417-532-4847 c170hq@lIion.org www.cessna1 70.org $35/ yr Cessna 180/185 International Club
Classic Bonanza Association
Paul Whitesell 6355 Stinson Street Plano, TX 75093 Phone: 972-380-5976 commreps@ematic.com $16/yr
(ownership req) Scott White P.O. Box 639 Castlewood, VA 24224 Phone: 540-738-8134 Fax: 540-738-8136 $20/yr
Brodhead Pietenpal Association
Cessna - Eastern 190/ 195 Association
Donald Campbell
Cliff Crabs
25575 Butternut Ridge Rood North Olmsted, OH 44070 Phone: 440-777-4025 ccrabs@aol.com or classic 195@aol.com $15 initial, then as required Cessna 195 International Club
Dwight M. Ewing P.O. Box 737 Merced, CA 95344 Phone: 209-722-6283 Fax: 209-722-5124 ewing@elite.net www.cessna 195.org $25/ yr Cessna Airmaster Club
9 So. 135 Aero Drive Naperville, Il 60564 aerocraft@aol.com International Bird Dog Assoc (l-19/0-1)
(Cessna) c.l. Stance 13540 N 151 EAvenue Collinsville, OK 74021 -5622 www.l-19BowWow.com $25/ yr
Phone/ Fax: 212-620-0398 moth@sprintmail.com $15
hatzguy@weebeastie.com www.weebeastie.com/hatzcbl $20/yr
Ercoupe Owners Club
Han Club
Carolyn T. Carden 7263 Schooners Ct SW, A-2 Ocean Isle Beach, NC 28469-5644 Phone: 910-575-2758 coupecaper@aol.com $25/yr
Robert l. Taylor P.O. Box 127 Blakesburg, IA 52536 Phone: 641 -938-2773 Fax: 641-938-2084 aaaapmhq@pcsia.net $15/yr
Ercoupe Owners Club - Wisconsin Wing
Judi Matuscak 6262 Brever Road Burlington, WI 53105-89 15 Phone: 262-539-2495 jmatus@Wi .net Fairchild Club
Interstate Club
John W. Berendt 7645 Echo Point Rood Cannon Falls, MN 55009 Phone: 507-263-2414 fchld@rconnect.com www.fairchildclub.com $15/yr
Robert l. Taylor P.O. Box 127 Blakesburg, IA 52536 Phone: 641 -938-2773 Fax: 641 -938-2084 aaaapmhq@pcsia.net L-4 Grasshopper Wing
Fairchild Fan Club Cessna Y-50/"Bamboo Bomber"
Jim Anderson P.O. Box 269, Sunwood Marine on St. Croix, MN 55047 Phone: 612-433-3024 Fax: 612-433-5691 jja@Wrmed.com www.cessnat50.org Contact club
Robert l. Taylor P.O. Box 127 Blakesburg, IA 52536 Phone: 641-938-2773 Fax: 641 -938-2084 aaaapmhq@pcsia.net $15/yr International Fleet Club
Carl Petersen 636 lona Lane Roseville MN 55113 champ@citabria.com www.citabria.com
Sandy Brown P.O. Box 511 Marlborough, 06447-0511 Phone: 860-267-6562 Fax: 860-267-4381 RyboY@ntplx.net Contributions
Culver Aircraft Association
Funk Aircraft Owners Association
Dan Nicholson 723 Baker Drive Tomball, TX 77375 Phone: 281-351-0114 dann@gie.com
Thad Shelnutt 2836 California Avenue Carmichael, CA 95808 Phone: 916-971 -3452 pilotthad@aol.com $12/yr
Citabria Owners Group
a
Great Lakes Club
Brent l. Tayler P.O. Box 127 Blakesburg, IA 52536 $15/ yr
Culver Dart Club
Canadian Harvard Aircraft Association
Lloyd Washburn 2656 East Sand Rood Point Clinton, OH 43452-2741
Greg Burnard P.O. Box 774 Woodstock, ON N4S 8A2 CANADA Phone: 519-842-9922 www.hangarline.com $35/ yr
Culver PQ-14 Association
Ted Heineman 29621 Kensington Drive Laguna Niguel, CA 92677 Phone/Fax: 949-495-4540 DeHavilland Moth Club
Michael Maniatis 48 West 22nd Street New York, NY 10010
Bill Collins R.R. 2, Box 619 Gould, AR 71643-9714 Phone: 870-263-4668 $10 US,$15 Canada,$20 foreign Continental Luscombe Association
Gordy & Connie Birse 29604 179th Place, SE Kent, WA 98042-5732 Phone: 253-631-8478 Fax: 253-631-5114 wizard8E@msn.com www.luscombe-cla .org $15 US;$17.50 Canada; $25 foreign Luscombe Association
Steve Krog 1002 Heather Lane Hartford, WI 53027 Phone: 262-966-7627 Fax: 262-966-9627 sskrog@aoi.com $25 US & Canada; $30 foreign Maule Rocket Association (MRA)
Culver Club
Larry Low 60 Skywood Way Woodside, CA 94062 650-851 -0204 $20/yr
Heath Parasol Club
William Schlapman 6431 Paulson Rood Winneconne, WI 54986 Phone: 920-582-4454
David E. Neumeister 5630 S Washington Lansing, MI 48911-4999 Phone: 517-882-8433 or 800-594-4634 Fax: 517-882-8341 or 800-596-8341 aircraftnews@Yahoo.com $23 .50/ yr; $30.50/2 yrs Monocoupe Club
Bob Coolbaugh 6154 River Forest Drive Manassas, VA 20112-3076 Phone: 703-590-2375 monocoupe@earthlink.net $15/yr
American Han Association
DouglasMacBeth P.O. Box 7114 Grays Lake, IL 60030-7114 Phone: 847-223-7658 Fox: 847-543-1619
Mooney Aircraft Pilots Association
Lela Hughes 100 Sandau, Suite 200 SanAntonio, TX 78216 VINTAGE AIRPLANE
19
N3N Restorers Association
H. Ronold Kempko 2380 Rd 217 Cheyenne, YVY 82009 Phone: 307-638-2210 wyn3n@aol.com $20/ yr American Navion Society
Jerry Feather P.O. Box 148 Grand Junction, CO 81502 Phone: 970-245-7459 $45/ yr
P.O. Box 127 Blakesburg, IA 52536 Phone: 641-938-2773 Fax: 641-938-2084 aaaopmhq@pcsia.net $15
12809 Greenbower, NE Aliiance, OH 44601 Phone: 330-823-9748 tocprez@Yahoo.com www.taylorcraft.org $12/ yr
International Ryan Club
Virginia/ Carolinas Taylorcraft Owners Club
Bill Hodges 19 Stoneybrook Lane Searcy, AR 72143-6129 Phone: 501-268-2620 recruit@csw.net $20/yr$25 Canada & foreign
Navion Skies
Stearman Restorers Association
Raleigh Morrow P.O. Box 2678 Lodi, CA 95241-2678 Phone/Fax: 209-367-9390 Navion l@inreach.com www.navionskies.com $30/yr
Jack Davis 1209 San Marino Avenue San Marino, CA 91108 Phone: 626-792-0638 davco@stearman.net www.stearman.net $35
Piper Cherokee Pilots Association
Stinson Historical & Restoration Society Robert L. Taylor P.O. Box 127 Blakesburg IA 52536 Phone: 641-938-2773 Fax: 641-938-2084 aaaapmhq@pcsia.net
P.O. Box 1996 Phone: Lutz, FL 33548 Phone: 813-948-3616 $32/US;$36 Canada/Mexico; $44 foreign Super Cub Pilots Association
Jim Richmond P.O. Box 9823 Yakima, WA 98909 Phone: 509-248-9491 answers@cubcrafters.com www.cubcrafters.com $25 US;$35 Canada;$40 foreign Cub Club
Steve Krog 1002 Heather Lane Hartford, WI 53027 Phone: 262-966-7627 Fax: 262-966-9627 sskrog@aol.com $25 US & Canada;$30 foreign International Comanche Society
Harley MeGatha 521 College Street Centre, AL 35960 Phone: 256-927-5044 comanche@mail.tds.net $35 Eleanor & Bob Mills
220 Main Street
Halstead, KS 67056
Phone: 316-835-3650
Fax: 316-835-3357
swpc@southwind.net
www.shortwing.org
$30 year
Jonesy Paul, President 14418 Skinner Road Cypress, TX 77429-1627 Phone: 281-304-8836 Membership to: George Alleman 1229 Rising Hill Road Placerville, CA 95667 Phone/Fax: 530-622-4004 nscgeorge@directcon.net $20 US & Canada; $25 foreign
Robert Taylor P.O. Box 127 Blakesburg, IA 52536 Phone: 641-938-2773 Fax: 641-938-2084 aaaapmhq@pcsia.net $15/yr Travel Air Restorers Association
Jerry Impellezzeri 4925 Wilma Way San Jose, CA 95124 Phone: 408-356-3407 $15/ yr P.O. Box 550 Tullahoma, TN 37388 Phone: 931-455- 1974 $40/yr American Waco Club
Phil Coulson 3546 Newhouse place Greenwood, IN 46143 Phone: 616-624-6490 $25/yr; $30 foreign National Waco Club
International Stinson Club
Leslie Purvis 811 E Dennett Avenue Fresno, CA 93728-3318 Phone: 559-237-7051 stinson@aeromar.com www.aeromar.com/swsc.html $25/yr Charlie Nelson P.O. Box 644 Athens, TN 37371 Phone: 423-745-9547 swiftlychs@aol.com www.napanet.net/-arbeou/ swift/ $30/yr West Coast Swift Wing
Chuck Lebrecht 91 Hickory Loop Ocala, FL 34472 Phone: 352-687-4859 $5/ yr
Gerry & Carol Hampton 3195 Bonanza Drive Cameron Park, CA 95682 Phone: 530-676-7755 annie@calweb.com www.napanet.net/-arbeou/swift/ $15/yr
Rearwin Club
Taylorcraft Owners Club
Robert L. Taylor
Bruce Bixler II
Porterfield Airplane Club
Travel Air Club
Travel Air/ Staggerwing Museum National Stinson Club
Swift Association International Short Wing Piper Club
Tom Pittman Rt6, Box 189 Appomattox VA 24522 Phone: 804-352-5128 VQOC@juno.com $10/ yr
Andy Heins 3744 Cleorview Road Dayton, OH 45439 Phone: 937-866-6692 wacoaso@aol.com $10/yr; $15 foreign Western Waco Association
P.O. Box 706 Groveland, CA 95321 Phone: 209-962-6121 Rywaco@juno.com $5/yr
MULTIPLE AIRCRAFT ORGANIZATIONS Arctic/Interstate Newsletter
David Neumeister 5630 S Washington Lansing, MI 48911-4999 Phone: 517-882-8433 or 800-594-4634 Fax: 517-882-8341 or 800-596-8341 aircraftnews@Yahoa.com $16.50/yr;$20.50/4 yrs National Biplane Association
20 JANUARY 2001
Charles W. Harris P.O. Box 470350
Tulsa. OK 74147-0350 Phone: 918-622-8400 Fax: 918-665-0039 cwh@hvsu.com www.nationalbiplaneassociation.org www.biplaneexpo.com $25 single;$40 family;add $10 foreign
www.airrace.com $20/yr US; $23/yr other U.S. Air Racing Association
Jack Dianiska 26726 Henry Road Bay Village, OH 44140 Phone: 440-871-3781
Cessna Owner Organization
P.O. Box 5000 lola, WI 54945 Phone: 888-MyCessna Fax: 715-445-4053 Cessna@cessnaowner.org www.cessnaowner.org $42/yr
American Aviation Historical Society
Timothy Williams, President
2333 Otis Street
Santa Ana, CA 92704
714-549-4818 (Tuesday, 7-9 pm local)
Dues: $49 US and Canada;
$64 foreign (US Funds)
Replica Fighters Association
1528 South Koeller Box 111 Oshkosh, WI 54901 www.replicafighters.org Schweizer 1- 12 and 1-26 Association
Bob Hurni 516 EMeadow lane Phoenix AI 85022 Phone: 602-993-8840 bhurni@aol.com www.crosswinds.net/NSGS126 $15/yr
Seaplane Pilots Association
John Frank 3409 Corsair Circle Santa Maria, CA 93456 Phone: 805-922-2580 Fax: 805-922-7249 cpa@cessna .org www.cessna.org
Kathy Marsh 2120 Airport Rd, P.O. Box 9124 Wichita, KS 67277 Phone: 316-943-4234 Fax: 316-943-4235 $50/yr + chapter dues
Michael Volk, President 421 Aviation Way Frederick, MD 21701 Phone: 1-888-SPA-8923 or 301-695-2083 Fax: 301-695-2375 spa@aopo.org www.seaplanes.org
Cessna Pilots Association Flying Farmers International
Meyers Aircraft Owners Association
Flying Octogenarians
Sentimental Journey to Cub Haven, Inc.
William E. Gaffney 24 Route 17K Newburgh, NY 12550 Phone: 914-565-8005 postage fund donation
Erv Martin P.O. Box 1055 Wisconsin Rapids, WI 54495 Phone: 715-42 1-3763
North American Trainer Association
Flying Rotarians 203 Rubens Drive, Apt. A Nokomis, Fl34275-4211 Phone: 941-966-6636 Fax: 941 -966-9141 surowka@illr.org www.illr.org
E.J. "Doc"Conway P.O. BoxJ-3 lock Haven, PA 17745-0496 Phone: 570-893-4200 Fax: 570-893-42 18 piper@cub.kcnet.org $10/yr
International Fellowship of
(T-6, T-28, NA-64, NA-50, P-51 , B-25) Kathy & Stoney Stonich 25801 NE Hiness Rd Brush Prairie, WA 98606 Phone: 360-256-0066 Fax: 360-896-5398 natrainer@aol.com www.natrainer.org $45/yr US & Canada; $55/ yr foreign Piper Owner Society
P.O. Box 5000 lola, WI 54945 Phone: 866-MYPIPER Fax: 715-445-4053 piper@piperowner.org www.piperowner.org $42/yr
International Liaison Pilot
& Aircraft Association Bill Stratton 1651 8 ledgestone San Antonio, TX 78332-2406 Phone/Fax: 210-490-4572 www.centercomp.com/llPA/index.htm $35/yr US; $40/yr foreign
P.O. Box 44208 Cincinnati,OH 45244 Phone: 800-554-1437 BGeier3680@aol.com www.silverwings.org $15/1styr, $10 renew Vintage Sailplane Association
George Nuse 431 0 River Bottom Drive Norcross, GA 30092 Phone: 770-446-5533 $15/yr
Luscombe Foundation
leonard Opdycke 15 Crescent Rd Poughkeepsie, NY 12601 Phone: 845-473-3679 $30/yr US; $35/yr foreign
Box 63581 Phoenix, AI 85082 Phone: 480-917-0969 Fax: 480-917-4719 silvaire@luscombe.org www.luscombe.org $25/yr
ORGANIZATIONS
Piper Aviation Museum Foundation
WWl Aeroplanes, Inc.
Silver Wings Fraternity
International Wheelchair Aviators
P.O. Box 2799 Big Bear City, CA 92314 Phone: 909-585-9663 Fax: 909-585-7156 aero-haven@bigbear.com The 99' s Women Pilots
National Air Racing Group
BeHy Sherman 1932 Mahan Avenue Richland, WA 99352-2121 Phone: 509-946-5690 $15 US; $20 outside US
John R. Merinar One Piper Way lock Haven, PA 17745-0052 Phone: 570-748-8283 Fax: 570-893-8357 piper@cub.kcnet.org www.kcnet.org/-piper $30/yr
Society of Air Racing Historians
Herman Schaub 168 Marion lane Berea, OH 44017 Phone: 440-234-2301 herman@airrace.com
National Association of Priest Pilots
Mel Hemann 127 Kaspend place Cedar Falls, IA 5061 3- 1683
lu Hollander Will Rogers Airport, Box 965 71 00 Terminal Drive Oklahoma City, OK 73159 Phone:405-685-7969 $55/yr Women in Aviation International
Dr. Peggy J. Baty-Chabrian 101 Corsair Drive Daytona Beach, Fl 32114 Phone: 904-226-7996 Fax: 904-226-7998 www.wiai.org $35/yr; $25/yr students VINTAGE AIRPLANE
21
WHAT OUR MEMBERS ARE RESTORING
by H.G. Frautschy
STINSON 108-2
Judith Tweedie, San Jose, California sent us this nice photo and write-up concerning this gorgeous Stinson 108-2. "Stinson N175C, basking in the setting sun. "Charlie" was stripped down to a bare frame with every nut, bolt, screw, rivet, cable, wire and fastener removed and replaced. Originally intended to be just a fabric cover job, exten足 sive surface corrosion caused a major revision in plans. The inside and outside of every metal surface, all ribs, etc. were cleaned, acid etched, alodined and sprayed with epoxy primer. The metalized wings were returned to the origi足 nal fabric covered configuration. It was a six-year odyssey that included Rich being diagnosed with terminal colon cancer during the forth year of the project. Despite being given only three to six months to live, he survived over two, long enough to finish it and fly to the 1999 Golden West EAA Fly-In. Rich passed away in March of 2000, just months before Charlie won both Best Stinson and Lady's Choice awards during the annual Columbia Stinson Fly-In in June 2000. Rich and I worked shoulder to shoulder on this, never giving up. Rich's workmanship was of artistic quality and Charlie is his legacy to the flying community and especially to Stinson lovers everywhere./I
ERCOUPE
Don Macor of Duluth, Minnesota, sent us this nice shot of his 1947 Ercou pe 415-D. It has metalized wings and the stronger double fork nose gear. Equipped with Cleveland wheels and brakes and a 72x49 McCauley propeller, it cruises at 110 mph while its Con足 tinental C-85-12 is cranking out 2350 rpm. 22 JANUARY
2001
LUSCOMBE8A
Red Hamilton of Fort Bragg, Cali fornia, purchased this former "basket case" in 1999. But thanks to his efforts, and with the help of David Bowen of Willits, this 1940 8A Luscombe is back to its former glory, if not a bit better! Red men tions that new seat cushions made with ConforFoam really make for comfortable sitting in the cockpit.
FAIRCHILD 24
Pat Curry of Willmar, Minnesota, has been working closely with John Rice on John's beautiful Fairchild 24 W41A, equipped with a 16S hp Warner. The bump cowl and wheel pants really set the lines of this Golden Age cabin monoplane. The various models of the Fairchild 24 have long been among the favorites of antique enthusiasts.
LUSCOMBE8C
Gregg Reynolds of Olympia, Washington, is the happy owner of this nice 1947 Luscombe 8C. He's owned it for over 24 years, flying it 2,000 hours over the West and Mid west. One of his favorite flights in the 8C was a trip in 1980 from Palo Alto, California, to EAA Oshkosh, where he joined EAA. Improvements over the years have included a wind driven alternator, shoulder harnesses, new paint trim, uphol stery, an overhaul on a Continental A-7S, and a full ~et of radios. VINTAGE AIRPLANE
23
January Mystery Plane
the fuselage. "The latter was almost cylindrical in shape and consisted of a body work of tubes covered partly in fabric and partly in a light alloy." No mention was made of any flights the De Lackner may have made. Can anyone add to our knowl edge on this one? .......
SPECIFICATIONS
This month's mystery plane is another oldie from the files of Pete Bowers. It's a mystery to him as well, so when one of you sends in a verifiable answer, we will all know! Pete's only clue is that it has a fa miliar look to him, as though it's related to something else that is fairly well known ...
Send your answers to: EAA, Vin tage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Your an swers need to be in no later than February 20, 2001, for inclusion in the April issue of Vintage Airplane. You can also send your response via e-mail. Send your answer to vin tage@eaa.org. Be sure to include both your name and address in the body of your note and put "(Month) Mys tery Plane" in the subject line. We didn't get any answers regard ing the October mystery plane, or more accurately, the mystery rotorcraft. It was the 1946 De Lackner Clouduster tandem helicopter. Brief descriptions were included in History of the Helicopter, a French book written by Jean Boulet and translated by Claude Dawson, and Paul Lamer mont and Anthony Pirie's book, Helicopters and Autogyros of the World. In the French book, Boulet wrote: "Donald De Lackner, part designer of the pre-World War II QED Racer, ini tially designed a small two-seater helicopter with rotors in tandem, the [?J, still in the rotary-wing field, went over to manufacturing the He licector, a kind of flying motorcycle designed by L.c. McCarthy." 24
JANUARY
2001
1946 CLOUDSTER "This helicopter had two-bladed rotors in tandem and the engine sit uated at the end of the fuselage. The engine drove the forward rotor by means of a longitudinal shaft run
ning through the who le length of
Engine: 125-135 hp Lycoming Rotor diameter: 24 feet (7.32 meters) Weight fully loaded: 1,600 pounds (726 kilograms) Cruising speed: 85 mph (137 kph) Number of seats: 2
by H.G. Frautschy
De Lackner Clouduster
-Jack Cox from page 11 ity. Over th e n ext few years he would manage the day-to-day Head quarters work that led to the formation of EAA's Antique/Classic Division, including such tasks as de signing the Division's first logo, which featured the 1903 Wright Flyer. He also founded and named the Division's publication, The Vin tage Airplane, and was its first editor. During this same period, Jack wrote an article for Sport Aviation proposing a new classification and judging category for factory aircraft produced after January I, 1946. Older aircraft would continue to be classified as Antiques," but the new category of post-war aircraft, which at that time was the largest unaffili ated entity in aviation, would be called "Classics." With the concur rence of EAA president Paul Poberezny, the Classic category be came a formal part of EAA's structure and activity. The immedi ate result was a doubling of showplanes at local EAA fly-ins all over the country, and for much of the following 30 years, the Classic category would be the largest of all those represented at the annual EAA Convention at Oshkosh. Making a place in EAA for own ers of Classic aircraft was a significant factor in the spectacular growth of the organization during the 19 70s - growth that gave EAA the size and resources to more effec tively represent its members and to be able to continue to grow during the 1980s when the rest of general aviation was in decline. The Classic category also provided incentive for owners to restore postwar aircraft that might otherwise have been al lowed to deteriorate and eventually be junked - as happened to so many pre-World War II aircraft. Today, after nearly 30 years of employment by EAA and his retire ment last year, the creation of the C lassic category remains, in his mind, one of Jack's most significant ...... accomplishments. 1/
- News from page 3 been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alterna tive method of compliance in accordance with paragraph (f) of this AD. The request should include an as sessmen t of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if you have not eliminated the unsafe condition, specific actions you propose to address it. (g) Where can I get information about any already-approved alternative methods of compliance? Contact the Chicago Aircraft Certification Office, 2300 E. Devon Avenue, Des Plaines, Illi nois 60018; telephone: (817) 294-7697; facsimile: (817) 294-7834. (h) What if I need to fly the air plane to another location to comply with this AD? The FAA can issue a special flight permit under §§ 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate your airplane to a location where you can accomplish the requirements of this AD. (i) Are any service bulletins incorpo rated into this AD by reference? The inspections required by this AD must be done in accordance with American Champion Aircraft Corporation (ACAC), Service Letter 406, Revision A, dated May 6, 1998. The Director of the Federal Register approved this incorpo ration by reference under 5 U.S.C. 552(a) and 1 CFR part 51. You can get copies from the American Champion Aircraft Corporation, P.O. Box 37, 32032 Washington Avenue, Highway D, Rochester, Wisconsin 53167; www.amerchampionaircraft.com. You can look at copies at FAA, Central Region, Office of the Regional Counsel, 901 Locust, Room 506, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW, Suite 700, Washington, D.C. (j) Are other ADs affected by this ac
tion? This amendment supersedes AD 98-05-04, Amendment 39-10365. (k) When does this amendment be come effective? This amendment becomes effective on January 19, 2001. Issued in Kansas City, Missouri, on December 4, 2000. Michael Gallagher, Manager, Small Airplane Directorate, Aircraft Certifica tion Service. [FR Doc. 00-31450 Filed 12-15-00; 8:45 a.m.]
As you can see, the major difference between the superseded AD and the one just issued is the separation of the higher horsepower models from those built many years ago, which are still equipp ed with engines of 90 hp or less. Both "Group One" and "Group Two" airplanes are required to have enough inspection holes in the wing to allow inspection of the full length of both spars. Both American Cham pion Service letters, SL 407 A and 417C, which are referenced in this AD, can be downloaded from their website at:
www.amerchampionaircra{t.com/tech/ techmain. Carefully read the comments, in cluding those regarding th e installation of inspection holes. The actual need and placement of those holes , including the two on top of the wing, are left to the discretion of your mechanic. I'd also strongly recommend view ing the inspection procedure detailed on the Citabria Owners Group web Site, www.citabria.com. Ca rl Petersen's procedure, coupled with detailed photos of actual compression frac tures in wood, is an excellent source of information . It details a practical inspection method that can be used to comply with this AD. Carl and his online type club are to be com mended for their work on this issue. The late date and space constraints do not allow us to go into more depth discussing this AD in this issue, but more details and inspection methods are sure to follow. Be sure to check our website at www.vintageaircraft.org for the latest on this issue. ...... VINTAGE AIRPLANE 25
PASS
IT TO
BUCK
by E.E. "Buck" Hilbert EAA # 21 VAA # 5 P.O. Box 424, Union, IL 60180
Control That's what flying is all about...control. Until the Wrights came up with a system to control their flying machine, prior attempts proved somewhat futile. People jumped off high places, coasted down sand hills, and tried all sorts of ways to fly-only to crash because they couldn't control flight. Many years ago I nailed an orange crate to my grandmother's ironing board and launched off the barn roof in an attempt to fly. Maybe, just maybe, if I'd had a set of controls I might have made history and joined my hero, Charles Lindbergh, in flit ting about the country. That effort led to another attempt-to develop a parachute! Again a failed attempt as one corner of the bed sheet came un tied, and I spent the next several days in a foul, contemplative mood while my hurts mended. Seriously though, until French aviation pioneer Robert Esnault-Pel terie (R.E.P.) invented the joystick to operate his aileron invention, there were all sorts of attempts to build control into pioneer flying machines. Before the joystick and rudder bar, most other methods were unnatural and sometimes led to drastic failures in trying to control flight. The Wright Brothers' system would be most difficult, if not im pOSSible, for today's pilot to use.
The mere fact that they taught themselves to fly with their system still evokes wonder. Curtiss also had his system, but neither his nor the Wrights' was as natural in feel ing or response as was Esnault Pelterie's joystick. Robert Esnault-Pelterie also had other ideas and proved them, too. His aviation accomplishments were all prior to World War I. He was the first to capitalize on the cantilever wing. He also built a seven-cylinder fan engine (read radial). He earned the fourth pilot's license issued by the French. His first joystick-con trolled flights were in 1907. His cantilever wing flights were in 1909. He also pioneered steel tube and fab ric construction. Esnault-Pelterie's invention for control was adopted by virtually all of the European aircraft manufacturers, as was the cantilever wing. Anthony Fokker proved that with his triplane (the interplane struts were just there for show!). The war years precluded recogni tion, or royalties, as aviation developed rapidly and advances in equipment, techniques, and control were copied, sometimes from cap tured war prizes. European and American manufacturers capitalized on Esnault-Pelterie's simple system, and he derived no royalties or recog nition until well after the "War to
I
End All Wars" ended and the Euro pean courts finally recognized and awarded his claims to royalties. As an aside, R.E.P. became very well known in his later years as one of the pioneers in rocketry. His con struction and demonstration of a rocket engine fueled by liquid oxy gen and gasoline was one of the aeronautical highlights of 1931. (Pre viously, he had used a mixture of oil and tetranitromethane that proved too dangerous-R.E.P. lost the ends of the four fingers on his left hand in an explOSion earlier that year!) The company he started back in 1907 still exists and was one of the early companies to make injection mold ing a practical reality. He never quit! He died in '57, but not before his space exploration co horts named a crater on the back side of the moon after him. Did you know that a lot of the stuff Von Braun used was his? Or that he in vented the guided missile way back in the late '20s? That he established an annual trophy that is still being awarded for space exploration today? That his airplanes were used as bombers in the early days of WWI? His list of accomplishments is fabu lous. And to think I never heard of him. Wow! Another pioneer in aircraft con trol was Deperdussin. He used a wheel tied to a cable system to
I¥IN(; .TIP SKID
-continued on page 28 26
JANUARY
2001
NEW MEMBERS
Peter J. Thibodeau .... ..... .. .. .........
.... ... ..... ......... .Port Charlotte, FL
Tony John Timm ....................... .
........... .Burlington, ON, Canada
Joe W. Meek.............. Miami, FL
.................. North Mankato, MN
Jim McKay .......... ........ .... ........ . .
JeffB. Spann .. Panama City, FL
Phillip Henrikson .... ..Troy,MO
.......... .......... Laval, PQ, Canada
James H. Swasey . .Inverness, FL
Jonathan Morgan ...................... . .
Jacques Lordon ..... .Lee, France
James Verner. .... ... Plant City, FL
...................... ...... Charlotte, NC
Col J. Cloete ...... ...... ...... ........... .
Morton F. Woodworth ............... .
Tom Gulizia ............ Omaha, NE
Valhalla Pretoria, Republic of South Africa
.............. .............. Lake City, FL
Ed Nelson ............ Titusville, NJ
David Purcell ....... .Phoenix, AZ
Gerald Bateman .... Lewiston, ID
N. Bradley Fitzgerald ............... .
Matthew E. Arns ..... .Irvine, CA
Robert Breiling ........ Gurnee, IL
.................... Bosque Farms, NM
Donald T. Bayley ....................... .
Ronald Farver Creal Springs, IL
Clayton Stansell ....................... .
............................ Petaluma, CA Arthur Green, Jr....................... . .
.......................... Los Lunas, NM
Gigi Brisson ... .......................... . .... .. ........ ..... ..... Palos Heights, IL
Dennis Caldwell . .Kingston, NY
.......... .......... Berling Game, CA Fred L. Shay .. ..Crystal Lake, IL
Gavin Giddings ...... Owego, NY
Grant E. Christensen ...... .......... . . Russell G. Ryle ... ............ ... ....... .
Jim J. Tomaine ...... Endicott, NY
.. .... ....... .. ... ...... Santa Maria, CA .............. .. ........ Bloomington, IN
Ruth Austin ... ......... Athens, OH
Russell Craig ............ ...... ..... ... ... . Gary Bennett ............................. .
Donald Paolucci ......... .............. .
....... ............. Overland Park, KS
.................... Fairview Park, OH
John F. Durant.. ........ .... ............. . Richard Cox ... ... Shreveport, LA
Joseph A. Kidd .... Silverton, OR
......... ................. Claremont, CA Edward W. Phillips .............. ..... .
Keith Arnold ............ Easley, SC
... ..... .............. Lake Charles, LA
Raymond P Miller .. Taylors, SC
Roger Lacroix .. ... .Torrance, CA Jerry W. Waller ........ Walker, LA
Michael M. Reamy .... Cuero, TX
Gregg S. Low ..... .Torrance, CA Daniel Overholt.. ....................... .
Douglas Taylor.. ........ Dallas, TX
........ ............. .. .Cambridge, MA
Robert T. Richards ... ................ .
............ ........ Cameron Park, CA Rob O'Dell ............ Arnold, MD
........................ ...... Ashburn, VA
Stanley T. Page ...... ...... ... ........ ... Alan Koski ...... Lincolnville, ME
Edward Wehner .... Marshall, VA
........................ San Marcos, CA David Cushway Big Rapids, MI
Daniel Looker ........................... .
Mark D. Gardner ....... .... .... ........ . Adam Jacobs ....... ......... ............. .
...................... .. BeUingham, WA
............... .... .Moreno Valley, CA
Edgar G. Knox ... ....... Chico, CA
Miguel E. Nelson ...... .. ............. .
.. ........ .... .... ...... Westminster, CO
.. .... .... .. .. .. West Bloomfield, MI
Richard Sowle .... Spanaway, WA
Alex Cowie ..New Fairfield, CT Daniel Schmidt ..Ann Arbor, MJ
David Sullivan ........................... .
David Blessing ............. ............ . Mark Kirkman ... . Stillwater, MN
. ........... ............ Bellingham, WA
VINTAGE AIRPLANE
27
-BUCK from page 26
BUILDERS' WORKSHOP
Oshkosh, WI January 2G-21, 2000 • • • • Robert Esnault-Pelterie was an early French aviation pioneer who invented the modern joystick control, among his many other notable achievements.
"warp" the wings along with a rudder bar. His system of control is the basis for the wheel-controlled airplanes fly ing today. Now we have fly-by-wire control! The stick or wheel isn't connected to the controls anymore. All they do is input to a computer what the pilot would like to do . The computer then digests the input information, and if the demand is within the built-in performance parameters, signals are sent to the control servo, and we have control. Those parameters pre vent the operator from overstressing the structures and himself or herself. The computer is also tied in with navigation systems, electronic coun termeasure systems in the case of combat aircraft, and can make the machine practica lly foolproof. This sort of takes the fun out of it, and I can't help but wonder what Es nault-Pelterie or Deperdussin wo uld say if they could see what their con trol systems have led to. Our antique and classic airplanes may look old to th e modern jet-type push -button programmers of today, but I can just imagine how Esnault-Pelterie and De perdussin wou ld view our airplanes. Would they enjoy the flight? You can bet your bippy they would! Our kind of flight is what they really wanted all along, so let's enjoy ourselves and think of those pioneers who made the flight possible. Over to you. 28
JANUARY
f(
2001
~t(d.
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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.) lisled. Please send the information to EAA , Au: Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Information should be received four months prior to the event date. FEBR UA RY 11, ZOOI-Mondovi, WI-Ski Fly- In at Log Cabin Airport. Info: 715/287-4205. MARCH 1-3, ZOO I- Kalispell, MT-Montana Aviation Conference at Cavanaugh 's Outlaw Inn. Workshops, seminars, nationally recognized speakers, trade show. Info: Montana Aeronautics Diy., 406/444-2506. MARCH 2-4, 200I-Casa Grande, AZ-43rd Annual Cactus Fly-In at Casa Grande Ailport, sponsored by the Arizona Antique Aircraft Association. Info: John Engle 480/987-55 16 or www.americallpilot.org/cactus.
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MAY 6, 2001- Rockford, IIr-EAA Ch. 22 Fly-In/Drive-in Breakfast at Greater Rock ford Airport, Courtesy Aircraft Hangar. Info: 815/397-4995.
800-362-3490
MA Y 6, 2001-Dayton. OH- EAA Ch. 48. 38th Annual FlInday Sunday Fly-In Break fast. Fly market, awards, lunch, vendors and much more. Sat. night fee camping with things to see and do. Lots ofantiques on thefieid. Moraine Air Park. Info: 937/291-1225 or 937/859-8967.
W'VW.polyfiber.c:om e-mail: info@polyfiber.com Aircraft Coatings
VINTAGE TRADER
Something to buy, sell or trade? Classified Word Ads: $5.50 per 10 words. 180 words maximum, with boldface lead-in on first line. Classified Display Ads: One column wide (2.167 inches) by 1,2. or 3 inches high at $20 per inch. Black and white only, and no frequency discounts. Advertising Closing Dates: 10th ofsecond month prior to desired issue date (i.e.. January 10 is the closing date for the March issue). VAA reserves the right 10 reject any advertising in conflict with its policies. Rates cover one insertion per issue. Classified ads are IIOt accepted via phone. Payment must accompany order. Word ads may be sent via fax (920/426-4828) or e-mail (c/assads@eaa.org) using credit card payment (VISA or MasterCard). Include name on card, complete address. type of card, card number, and expiration date. Make checks payable to EAA. Address advertising correspondence to EAA Publications Classified Ad Manager. P.D. Box 3086, Oshkosh, WI 54903-3086.
MISCELLANEOUS 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 MACHIN E WORKS. N. 604 FREYA ST. , SPOKANE, WA 99202. AIRCRAFT FABRICS - Imported Unen, Certificated Cotton. Tapes - Straight and pinked. For an $18-18" sample, send $10.00. Contact for price list. Vintage Aero Fabrics, Ltd., 18 Joumey's End, Mendon, VT 05701 USA. Tel: 802/786-0705, Fax: 802/786-2129. E-mail: www.avcloth.com Wanted: Prewar Aeronca Chief aft aluminum wing strut. Call 401-253-1978, or e mail to msquick@msn.com
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Complete interior assemblies for do-it-yourself installation . Custom quality at economical prices.
• Cushion upholstery sets • Wall panel sets • Headliners • Carpet sets • Baggage compartment sets • Firewall covers • Seat slings • Recover envelopes and dopes Free catalog of complete product line. Fabric Selection Guide showing actual sam ple colors and styles of materials : $3 .00 .
Qin~RODUCTS, INC.
259 Lower Morrisville Rd ., Dept. VA Fallsington , PA 19054 (215) 295-4115 www.airtexinteriors .com
VINTAGE AIRPLANE
29
r Georgia Bracey, Matt Kenner, Steve Smith and John Wilkinson Aurora,
IL
1948 Luscombe 8A
Steve Sm ith 's partnership owns a 1948 Luscombe 8A and a 1994 Finney Acro Sport II .
1994 Finney Aero Sport /I - 1994 Osh-Kosh Bronze Lindy Winner
AUAis
~ approved. To become a
"We are a partnership of four people with varying levels of experience. AUA
was very accommodating when it came to transitioning new tailwheel pilots.
lower liability and hull premiums
We've had our Luscombe insured with
Medical payments included
AUA for eight years, so when we
Fleet discounts fo r multiple aircraft carrying all ri sk coverage s
purchased our Acro Sport AUA was our
member of the
first choice./I
Steve Smith and John Wilkinson
Association call
800-843-3612
No hand-pmpping exclu sion No age penalty
- Georgia Bracey, Matt Kenner,
Vintage Aircraft
AUA's Exclusive EAA Vintage Aircraft Assoc. Insurance Program
The best is affordable.
Give AUA a call - it's FREE!
No component parts end orsements Discounts for claim-free renewal s carrying all ri sk coverage s
Remember,
We're Better Together'
800-727-3823 Fly with the pros.. .fly with AUA Inc.
AVIATION UNLIMITED AGENCY
Membershi~ Services Directo!y_ VINTAGE
Enjoy the many benefits ofBAA and the AIRCRAFT BAA Vintage Aircraft Association ASSOCIATION EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086
~
OFFICERS President 'Butch" Joyce P.O. Box 35584 Greensboro. NC 27425 336/393-0344 windsock@ool.com Esp~
Secretary
Steve Nessa '2S:I:R Highland Ave. Albert Lea. MN 56007 507/373-1674
Vice- Presid ent
George Daubner 2448 Lough Lane
Hartford. WI 53027
262/673-5885 antique2@aol.com
Treasurer Charles W. Harris 7215 East 46th 51. Tulsa. OK 74145 918/622-8400 cwh@hvsu.com
DIRECTORS David BenneH P.O. Box 1188 Roseville. CA 95678 530/268-1585
Jeannie Hili P.O. Box 328 Harvard. IL 60033 815/943-7205
antiquer@inreoch.com
dinghao@owc.net
Robert C_"Bob" Brauer 9345 S. Hoyne Chk:ago. IL 60620 7731779-2105 photopiol@aC>.com
Sfeve Krog 1002 Heather Ln. Hartford. WI 53027 262/96&7627 sskrag@aol.com
John Berendt
Robert D. "Bob' Lumley 1265 South 124th 51.
Brookfield. WI 53D05 262/782-2633
7645 Echo Point Rd. Cannon Falls. MN 55009
507/263-2414 tchld@rconnecl.com
John S. Copeland 1A Deacon Street Northborough. MA 01532 508/393-4775 copelandl@juno.com
RagerGomoll 321-1/25. Broadway #3 Rochester. MN 55904 5071288-2810
rgorol@hotmoil .com
Dale A. Gustafson 7724 Shady Hill Dr. Indlanapol~. IN 46278 317/293-4430
Programs and Activities EAA AirVen ture Fax- a n-Demand Directory . . .. .. ...... .. . __. .. . .... . _... 732-885-6711 Auto Fuel STCs . _. .. .. . .. . .. . .. 920-426-4843 Bu ild / restore in formation . . . .. . 920-426-4821 Chapters: locating/ organizing .. 920-426-4876 Education ... . ......... . . . ... . . 920-426-6815 • EAA Air Academy • EAA Scholarships
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DIRECTORS
EMERITUS
Gene Chase 2159 Carlton Rd. Oshkosh. WI 54904 920/231-5002
EAA and Division Membership Services 800-843-3612 •••• • .•.• • •• • FAX 920-426-6761 (8:00 AM -7:00 PM Monday- Friday CST ) • New /r enew memberships: EAA, Divi sions (Vin tage Aircraft Association, lAC, Warb i rdsl. National Associat ion of Flight Inst ru ctors (NAF!) • Address changes • Merchandise sales • Gift membersh ips
Fl igh t Advisors information . . ___920-426-6522 Flight Instructor in formation . _. 920-426-6801 Flying Start Program ...•.••.•.. 920-426-6847 Library Services/ Research . . .... 920-426-4848 Medical Questio ns ... . ...... . . . 920-426-4821 Techn ical Counselors . . . . _. _. _. 920-426-4821 You ng Eagl es . .. .. . . .. . . .. . . . . . 920-426-4831 Benefits Aircra ft Financing (Textron) . .. _. 800-851-1367 AUA .. . . .. .. .. . .. . ... .... ... . . 800-727 -3823 AVEMCO . . ... . ... .. .... . _. . . . 800-638-8440 Term Life and Acciden tal . . . . _. . 800-241-6103 Death Insurance (Harvey Watt & Company) Editorial Submitting article/ photo; advertising information 920-426-4825 •• . • •• • • • • • •• FAX 920-426-4828 EAAAviation Foundation Artifact Donations . . .. . . . . . . _.. 920-426-4877 Financi al Su pport .. . . . • . . . . . . . 800-236-1025
lumper@execpc.com
Dean Richardson
Phil Coulson 28415 Sprlngbrook Dr. Lawton. MI 49065 616/624-6490 rcouison516@cs.com
Phone (920) 426-4800 Fax (920) 426-4873
Web Site: http://www.eat/.org and http://www.airventure.org E-Mail: vintage @eat/.org
E.E. "Buck" Hilbert P.O. Box 424 Union. IL 60180 815/923-4591 buck7ac@mc.net
ADVISOR Alan Shackleton
P.O. Box 656
Sugar Grove. IL 60554-0656
630/466-4193
103346.I772@compuserve.com
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 $1 0 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 As soc iat ion is availab le fo r $37 per year (SPORT AVIATION magazine not inc luded). (Add
$7 for Foreign Postage.)
lAC Current EAA members may joi n the Intern ational Aerobatic Clu b, Inc. Division and receive SPORT AEROBATICS mag azine for an add it ional $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 az ine 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 yea r me m bership in the Warb i rds Division is available for $45 per year (SPORT AVIATION m agazine not i nclud ed). (Add $7 for Foreign
Postage.)
EAA EXPERIMENTER
Current EAA memb ers may rece iv e EAA EXPERIMENTER magazine for an additional $20 per year. EAA Membership and EAA EXPERIMENTER mag az i ne is avai lable for $30 pe r y ear (SPORT AVIATION magazine not included).(Add $8 for For
eign Postage.)
FOREIGN MEMBERSHIPS Please submit your remittance w ith a check or draft drawn on a United States ban k payable in Un ited States dolla r s. Add required Foreign Postage amount for each membership.
Membership dues to EAA and its divisions are not tax deductible as charitable contributions. Copyright ©2001 by the EM \IIntage Aircraft Association All rights reserved. VINTAGE AIRPLANE (ISSN 0091-6943) IPM 1482602 is published and owned exclusively by the EM Vinlage Aircraft Associalion 01 the El<perimental Aircraft Association and is published monthly at EM Avialion Center. 3fJOO Poberemy Rd.• PO. Box 3088. Oshkosh. WlSCoosin 54903-3088. Periodicals Postage paid at Oshkosh. Wiscoosin 54901 and at addITiooal maili"9 offices. POSTMASTER: Send address changes 10 EM \IIntage Aircraft Associatioo. PO. Box 3086. Oshkosh. WI 54903-3088. FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to loreign and APO addresses via surlace mail. ADVERTISING - Vintage Aircraft Association does not guarantee Of' 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.EDrrORIAL POUCY: Readers are encooraged to submIT stories and photographs. Pc>icy opinions expressed in articles are solely those of the authors. Responsibility lor acctXaCY in reporti"9 rests entirely with the contributor. No reoumeratioo is made. Material should be senllo: EdITor. VINTAGE AIRPLANE, PO. Box 3088. Oshkosh. WI 54903-3088. Phone 920/42&-4800. The words EM, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, FOR THE LOVE OF FLYING and the logos of EAA, EAA INTERNATIONAL CONVENTION, EAA VINTAGE AIRCRAFT ASSOCIATION, INTERNA TIONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are ® registered trademarks. THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION. EAA ULTRALIGHT CONVENTION and EAA AirVenture are trade marks of the above associatioos and their use by any person other than the above association is strictly prohibited.
VINTAG E A IRPLANE
31
-Columbine from page 9 port, Denver's main airline terminal. Although this was before classed air space, I still gave it a wide berth. Before long I spotted Columbine Airport carved out of the snow. It was a weekend with great flying weather so there was a lot of activity going on. I entered the pattern and prepared to land. The runway was carved out of the deep snow, proba bly by a snow blower type of apparatus. The snow was piled high on either side of the narrow runway. It seemed to be about six feet high at that time, but memories do play tricks on the mind. Anyway, it was deep! I decided to show off a little and do a nice wheel landing to im press Chuck on how well I could fly his plane. I could see him standing near the end of the runway as I passed by on final and touched down ever so gracefully. Instantly, the airplane lurched hard left then
32
JANUARY 2001
hard right . I thought I was going right into each of those snow banks. Too ignorant to know what was go ing on, it took every bit of training I had ever received to salvage that landing. Sliding to a stop, I turned around at the departure end of the runway and taxied back down the runway to the waiting owner, whom I was sure was happy to finally get this guy out of his plane before it was wrecked. I shut it off in front of the airport office. After greeting me, Chuck checked with the airport manager on where he should tie it down . Surprisingly, Chuck told me to move it to a par ticular tie down spot down the line. I got back in the Luscombe and fired it up. It would not move. Even at full throttle, it just would not move. The wheels were now fro ze n solid. This was caused by me foolishly taxiing through the water puddles at Jefferson County and then flying in freezing weather. I had landed that
little Luscombe with frozen wheels in the ditch of snow and survived! I thought about that flight on the airliner coming home and many times through the years after. My brother knew if I survived that trip, it might humble me a bit and, hope fully , make me a more thinking pilot. It did!
About the author: Pat Quinn is a retired Los Ange les Fire Department helicopter pilot. He served in that capacity for thirty years. He grew up in South ern California in a flying family. His father, two brothers, wife and son were pilots. He has owned 48 different aircraft including a Waco YMF-S, a Bucker Jungmeister, two T-6s, a Cessna 180, and a share in a P-S1. He currently has a Bucker Jungmann powered by a 180 horse power Lycoming. His hangar is at Santa Paula Airport northwest of Los Angeles. .....