VOL. 30, No. 7
STRAIGHT & LEVELlButchJoyce 2 VAA NEWS/H.G. Frautschy
4 MYSTERY PLANE/H.G. Frautschy
6 PAUL RINALDO REDFERN THE FIRST AVIATOR TO FLY SOLO ACROSS THE CARIBBEAN SEA/ Thomas Savage & Ron Shelton
10 JOHN MILLER RECALLS ... AVIATION IN THE 1920s/John M. Miller 13 HE SAID ...SHE SAID/Ken Morris 17 NEW LINDBERGH EXHIBIT MISSOURI HISTORICAL SOCIETY'S EXPANDED EXHIBITION SHOWCASES THE LIFE AND LEGEND OF CHARLES A. LINDBERGH!
H.G. Frautschy 21
PASS IT TO BUCK/Buck Hilbert
22 CALENDAR 28 CLASSIFIED ADS 30 VAA MERCHANDISE
WWW.VINTAGEAIRCRAFT.ORG
Publisher
TOM POBEREZNY
Edltor-In-Chlef
scon SPANGLER
Executive mrector, Editor
HENRY G. FRAUTSCHY
VAA Administrative Assistant THERESA BOOKS Exeo.tive Editor
MIKE DIFRISCO
Contributing Editors
JOHN UNDERWOOD BUDD DAVISSON
Graphic Designer
OLIVIA L. PHILLIP
Photography Staff
JIM KOEPNICK LEEANN ABRAMS
Advertisblg!Edltorfal Assistant ISABELLE WISKE
JULY 2002
STRAIGHT
Be LEVEL BY ESPIE "BUTCH" JOYCE PRESIDENT, VINTAGE ASSOCIATION
EAA AirVenture's a Comin' s I write this there's about a month to go before many of us will gather in Oshkosh for EAA AirVenture. There's plenty to do as we get ready. Like many of you, Norma and I will have to work a little harder and get quite a bit ac complished before we can take two weeks off to work and enjoy EAA AirVenture. We'll see you there! Let me take just a few lines to ex press my appreciation to those of you who were able to contribute to the 2002 VAA Friends of the Red Barn campaign. Your generosity will enable the VAA to better serve VAA members during the convention. In the past, we've chosen to pro vide services to both members and the genera l public that, for what ever reason, were needs that were not being current ly addressed. Here's a prime example: the VAA Tall Pines Cafe. For many years the association has asked for a greater level of food service on the south end of the airport, and unfortu nately, the needs of our members and our fellow EAA fly-in campers were not being met. Now, with an opening on that end of the field made available to us, we will be starting a food serv ice in the mornings. To be certain we're meeting the immediate needs of members in that area, we're going to be pretty conserva tive with regard to its initial operations . The VAA Tall Pines Cafe, located to the south of the ultralight area runway, will operate only in the morning, serving breakfast from 7 a.m. until 9 a.m. It's been our observation that most people camping on the south end
A
of the field are not present during the midday and often make other arrangements for their evening meal. We realize that may very well be a chicken and egg" syn drome and that there may be a need for other meals, so we'll closely monitor comments to re fine our operation. VAA Director John Berndt is the chairman for the Tall Pines Cafe, and he'll be operating it entirely with volun teer help. We hope the Tall Pines Cafe will become a morning gath ering spot for members in much the same way the Red Barn's porch is on the north end of our area. One of the reasons the Red Barn is so popular can be summed up in one word-hospitality. And the chairperson who personifies hospi tality is VAA Host/Activities Chairman Jeannie Hill. Believe me, that short title doesn't completely describe all of the things Jeannie does. Like many of us, she wears a bunch of different hats, organizing the VAA picnic, VAA information, media relations, the VAA fly-out, and a few other odds and ends that always seem to come across the in formation desk in the Red Barn. If you need to find someone or some thing on the field, stop i n and ask-if the volunteers there don't know, it's a pretty good bet they can find out. This year's convention, the 50th such event for EAA members, is shaping up to be a great time, both in the vintage area and around the entire convention grounds. There's plenty to see and do, so plan on spending an extra day or two. Take a look at www.airventure.org for in /I
formation on this year's event. On a more serious note, I've no ticed that we've seen an increase in the accident rate for tailwheel equipped airplanes, primarily during the landing phase of flight. It seems that some folks have let their feet fall asleep over the winter months. All of us can benefit from a little dual instruction every year, even when we feel we're at the top of our game. Little bad habits can creep into our flying, and having an instructor along is cheaper insur ance than paying the deductible and increased rates after an acci dent claim following a ground loop. Also, be sure to keep your air craft tied down when you're hand-propping an aircraft. Be sure your buddy knows this, too. Sur prisingly, a number of accidents that have occurred due to inatten tive hand propping occurred when a buddy of the owner was flying the airplane. I've always been extra cautious when flying someone else's airplane, but I guess that isn't always so. It probably would be prudent to assume your friend does not know as much about propping the aircraft as you do, so take the time to explain how to treat your airplane. If he's really a friend, he won't be offended. In fact, taking the time now may save your friendship. Let's all pull in the same direc tion for the good of aviation. Remember, we are better together. Join us and have it all. ...... VINTAGE AIRPLANE
YAA NEWS
COMPILED BY
H.G. FRAUTSCHY
EAA AIRVENTURE OSHKOSH 2002 HIGHLIGHTS This is the 50th gathering of EAA members for their annual convention, and EAA AirVenture promises to be a great event, with plenty to do and see. Each day has its own special theme: • Members' 50th Celebration Day: Tuesday, July 23 • Countdown to Kitty Hawk Day: Wednesday, July 24 . Sounds of Speed Day: Thursday, July 25 • Recreational Aviation Day: Fri day, July 26 • Salute to American Airpower Weekend: Saturday, July 27 • Salute to American Airpower Weekend: Sunday, July 28 . Kids' Day: Monday, July 29 Each day is chock-full of activi ties and events, so be sure to see the full schedule of events for each day's theme at www.airventure.org. You'll also find each day detailed in your copy of the official EAA Air Venture Oshkosh 2002 program.
VAA PICNIC Tickets for the Wednesday, July 24, annual VAA picnic held at the Nature Center will be available for sale at the Red Barn for $8. Note the earlier date. Tickets must be purchased in advance so we know how much food to order. Tickets will be on sale at the Red Barn prior to the start of convention. The delicious home-cooked meal, including both beef and chicken, will be served after 5:30 p.m. Trams will begin leaving the Red Barn around 5 p .m. and will make return trips after the picnic. Type Clubs may hold their annual ban quets during the picnic. Contact Jeannie Hill (815-943-7205) and she will reserve seating for you so you can all sit together. 2
JULY
2002
R.W. "Buzz" Kaplan Just as this issue was going to press, we learned of the death of one of antique aviation's staunchest sup porters, EAA President's Council member R.W. "Buzz" Kaplan. Buzz was killed in the crash of his recently completed Curtiss Jenny. Mechanic Brent Langer was critically injured in the crash. Buzz, of course, has been an active VAA member and vintage airplane enthusiast for decades, often bring ing some of the most unusual aircraft we've ever seen at an EAA conven tion, including the Savoia-Marchetti S-56 amphibian and the Curtiss Robin on floats, not to mention his epic collaboration with Sam Johnson to create a pair of Sikorsky S-38 am phibions. Our deepest condolences to his family and many friends.
ARE YOU AFRIEND OF THE RED BARN? If so, be sure to check in at the infor mation desk at the VAA Red Bam. There, we'll issue you your special name badge, and we'll let you know what the sched ule is for our tram tours of the VAA area. We can also point out the location for the Ford Tri-Motor rides. If you have any questions, feel free to ask for Theresa Books, the VAA administrative assistant. If you need to call her in advance of your arrival (we won't have the tram schedule until the week of the conven tion), you can call her at EAA headquarters, 920-426-6110.
OTHER EAA AIRVENTURE NOTES Even if you've flown into Wittman air port each year for decades, you need to have a copy of this year's NOTAM with you. Be sure you're familiar with its con tents, and your arrival will be less stressful for all involved! You can get your copy of the required NOTAM online at www.air venture.org/2002/f/ying/notam.htmi
VAA MESSAGE CENTER If you would like to leave a message for people you know who frequent the VAA Red Barn, stop by the information desk. You can write them a message in our "notebook on a string," and we'll post their name on the marker board so they'll know there's a message waiting for them. Sure, cellular phones and walkie-talkie radios are great, but some times nothing works bet t er than a hand-scribbled note!
LINDBERGH'S 75th ANNIVERSARY This year we commemorate the 75th anniversary of Charles Lind bergh's solo flight across the Atlantic. We'll have a special celebration at the VAA Red Barn, sponsored by His toric Aviation. We'll remember Lindbergh's epic flight the morning of Friday, July 26. Check in at the Red Barn for the exact time.
FRONT COVER:
The roar of a radial, the lines that are pure 1930's Art Deco, the Spartan Executive is a rare, highly sought after aeronautical treasure. Ken and Lorraine Morris bought their dream airplane in pretty rough shape, and have put an exceptional amount of work into the airplane to bring it up to showplane condition. Photo by Don Parsons, shot on 100 ASA Fuji slide film. Photo plane flown by Lorraine Morris.
BACK COVER: Freedom Formation-From Sea to Shining Sea is the title of this patriotic watercolor by Lonni Sue Johnson, 345 Hayes Road, Cherry Valley, New York 13320. Originally done as a holiday card in the after math of September 11th, she painted this larger version to, in her words, "highlight the need to pull together to go forward: It was selected to receive an Honorable Mention ribbon during the 2002 EM Sport Aviation Art Competition. Lonnie Su,e is an accomplished water colorist, with her artwork published in lead ing international magazines and newspa pers. A freelance illustrator since 1976, she has illustrated 9 books, and designed cards for The Museum of Modern Art. A private pilot since 1996, she now owns and flies a Cub from her rural New York studio at Watercolor Farm. You can reach Lonnie Sue and view other aspects of her art at www.lonniesue.com
FRIENDS OF THE RED BARN HONOR ROLL
FLY-OUT The annual fly-out to Shawano is Saturday, July 27. The sign-up sheet will be at the desk at the Red Barn, and the briefing will be at 7 a.m. the morning of the fly-out. This year the meal will be provided at the Shawano airport, so there will be no need to leave the airfield . We're hoping to have a good turnout this year to make up for the weather cancellation last year. The commu nity of Shawano is a big supporter of VAA and puts forth a lot of effort to sponsor this event. It does a great job, and we hope you'll help us thank Shawano by joining us.
CD WRITER As more of us use digital photography to capture our memories of spe cial events, we're caught by one fact of life-those little Compact Flash or Smart Media cards don't always hold all the pictures we'd like to take. We're going to help you with this dilemma by offer ing to download your images and burn them to a compact disc (CD), all for a nominal fee. Bring your digital camera to the VAA Red Barn, and see how easy it is to savor your stay in Oshkosh.
RED BARN STORE The VAA Red Barn store, chock full of great VAA logo merchandise and other great gear, will be open all week long. Show your VAA mem bership card (or your receipt showing you joined VAA at the con vention) and you'll receive a 10 percent discount. On the evening of Thursday, July 25, there will be a special VAA members-only sale. Bring your VAA card and you'll receive an addi tional discount on specially priced merchandise. The VAA members only sale will be from 7 to 9 p.m. See you there!
Our thanks to those listed for their generous support of the
Vintage Aircraft Association's activities and programs during EAA
AlrVenture Oshkosh. Jaime P. Alexander...•... Council Bluffs, IA David K. Allen .............. . Elbert, CO Lowell T. Baker ............ Effingham, IL Lawrence A. Bartell ........ Waukesha, WI David A. Belcher ........... Abington, MA Steve Bender . . . ........... Roanoke, TX Jesse W. Black, III. . ...... Maplewood, MN Raymond B. Bottom, Jr....... Hampton, VA Robert C. Brauer ..... . . . . .. . Chicago, IL Jerry A. Brown... . ........ Greenwood, IN Col. Harvey S. Browne . . .. . .. Ferndale, WA Bruce L. Campbell . .. ......... Aguila, AZ Peter Chamberlain ... . . . .. . ... Beds, UK David Clark .......... . .... Plainfield, IN Geoffrey E. Clark, MD .. . .. Portsmouth, NH Sydney B. Cohen . . . ......... Wausau, WI Larry Collins ..... . .... . ... Lake City, MI Douglas J. Conciatu .... Sterling Heights, MI Jack Copeland . .. .. .. . . Northborough, MA Michael J. Damone.... '. Bloomfield Hills, MI Martin A. Ditmore ........ Las Cruces, NM Francis E. Donahue . . . Wappingers Falls, NY William Dunn .. . .... . . . . . .. Liverpool, NY Doug Ferguson ... . . .. . . . New Market, NH William Fields .. . ............ Hazard, KY Thomas G. Rock . ... . . . . . . . . Rockville, IN Henry G. Frautschy..... . . : . . Oshkosh, WI Ray Fulwiler ... . .. . . . . . . . . . . Algoma, WI Timothy M. Gallagher .... . . Poplar Grove, IL Richard Giannotti ...... . . Brookhaven, NY Robert L. Graham . . . . . . . ... Chandler, AZ Arthur F. Green ..... . ... Palos Heights, IL Dale A. Gustafson . ... . ... Indianapolis, IN Frank D. Hargrove .... . . . .. Beaverdam, VA Charles W. Harris . . ... . ....... Tulsa, OK Bob Harris ... . .. . .... .... . La Mesa, CA C. F. Henderson . . . . . .... San Marcos, CA Greg Herrick..... .... .. . ... Jackson, WY Buck E. E. Hilbert ..... .... . .. . Union, IL Alex D. Hudnall. . . . .. ..... Lynn Haven, FL Peter N. Jansen, Jr. . . ... ..... Seattle, WA Butch Joyce ..... . ...... . .. Madison, NC Norma Joyce .. .... . .... ... Madison, NC Larry Keitel . . .. ... . . .. .. EI Segundo, CA Jack J. Kopf. . ... . . . . . .... . Alameda, CA Steve and Sharon Krog ..... .. Hartford, WI
Jennifer S. Ledman • ..... Gaithersburg, MD Jimmy Leeward ...... • . • •..... Ocala, FL Earl F. livingston ........ Albuquerque, NM Russ C. R. Luigs . . .......... Bandera, TX Robert D. Lumley .. • .•...•. Brookfield, WI Robert Maher.....•.. . ... N. Augusta, SC W. Saxon Moore .............. Tulsa, OK Frank J. Moynahan ........• Clearwater, FL Eugene E. Nabors ... .. ....... . Berlin, MI William E. Nelson ............ Juneau, AK Boynton L. Nissen ............. Troy, MO John and Anna Osborn .. . .. . . Kerrville, TX Richard and Sue Packer . . ..... Radnor, OH William E. Parent .... . .... . Redmond, WA George Parry ............... Ventura, CA John M. Patterson ....... . .. Frankfort, KY John M. Patterson. ..... ... . Lexington, KY Don E. Petty .......... . ..... Saticoy, CA Allan L. Plapp .. . ........ Poplar Bluff, MO Louis S. Radwanick .. . . . Virginia Beach, VA Theodore Reusch ...... . Anaheim Hills, CA Dean Richardson . ...... . . . Stoughton, WI Milton Ruesch . ... .. .... .. . Medford, WI Sally E. Ryan .......... Mounds View, MN Shuji Saitoh ...... Kita Ku, Sapporo, Japan Doug Schiller ... ......... . Warrenville, IL John A. Schlie .... . .. . ....... Cocoa, FL S.H. OWes" Schmid . .. . .. . Wauwatosa, WI
William B. Scott . . ........ . . . . Reno, NV
H. Burkley Showe ...... . .. Columbus, OH Bob Siegfried .. . ..... .. Downers Grove, IL Charles Starr. .. .. . ...... .. . Niceville, FL Gary W. Sullivan ........... Santa Fe, NM Paul Tanzar. . ... ... ...... . . . Chicago, IL Ronald E. Tarrson . .. . ... . . ... Chicago, IL Donald E. Terry . ... . . . . . Grand Island, NE Carson E. Thompson . ........ Elmhurst, IL James D. Timm .. .. ..... . . ... Tempe, AZ Carl and Pat Tortorige . . .. . . . . .. Quincy, IL John R. Turgyan ... . ... . . . . New Egypt, NJ Robert O. Tyler . . ...... . .. Great Falls, VA Lawrence A. Wedell . . ... . ... Montclair, CA Russell Williams ...... .. . .. Issaquah, WA Howard G. Wilson ... . ... . Los Angeles, CA Joe Yoakum . . . . .. . . . .... . . Ft. Worth, TX
continued on page 26 VINTAGE A IRPLANE
3
BY
H.G. FRAUTSCHY
APRIL'S MYSTERY PLANE
COMMAND AIRE
Lymburn, Princeton, Minnesota; and Jun Amendola, Bellevue, Washington. A number of you recognized our April Mystery Plane and its now very rare engine. Here's our first note: Your April Mystery Plane is a Command-Aire powered by the un ique and noisy six-cylinder Curtiss Challenger twin row radial engine. In the early '30s my father and I had our very first airplane ride in a Command-Aire, with its short stack Challenger banging away, at the old Curtiss-Reynolds airport in Glenview, Illinois. The pilot was a well-known aviator/in4
JULY 2002
structor in the Chicago area named Dwight Morrow. (In 1942 the airport was enlarged and be足 came the renowned Naval Air Station-Glenview.) While attending the annual EAA fly-in at Arlington, Washing足
ton, in July 1991, I was surprised and thrilled to see a restored Command-Aire arrive (q u ietly) with a Wright J-6-7 up front. Naturally, I took a half-dozen pic足 tures and have enclosed two prints. The man on the left is
184, issued in Ju ly of 1929. The frame visible at the rear of the rear cockpit raises a question as to its purpose. It will be interesting to see if the photo had an explana tion for it. And Dick Harden, Rickfie ld, Minnesota, also noticed a few de tails: Must be getting ready for a high alti tude fl igh t . Note the way the pilot is dressed with no snow on the ground. And the extra hatch structure around the rear cockpit headrest. owner/pilot Robert Locke of Visalia, California. Since then I have not seen Locke and his Command-Aire at any of the Ar lington events. Cheers! Jim Stubner Mercer Island, Washington
THIS MONTH'S
And from Ed Kastner, Elma, New York, we have this addition: It is a Command-Aire Model 5C 3, powered with a Curtiss Challenger engine of 185 hp. It was built in Little Rock, Arkansas, by a company of the same name, under Approved Type Certificate
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EM, VINTAGE
We didn't get an explanation as to the tubular frame's purpose, so if any readers can fill in the details, we'll pass them along. Our thanks again to Bruce Mi ll er of Harahan, Louisiana, for sharing this photo with us. ......
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VINTAGE AIRPLANE
5
A Columbia Aviator and His Stinson Detroiter Remembered
Paul Rinaldo RedfernThe first aviator to fly solo across the Caribbean Sea THOMAS SAVAGE AND RON SHELTON
aul Redfern is an aviator whose short career is hardly known outside of the area in which he lived and flew decades ago, but his legacy is being kept alive though the efforts of a group of South Carolina aviators and the South Carolina State Historical Society. At age 16 Redfern built and flew a biplane-type glider on the outskirts of Columbia, South Carolina. In his sophomore year industrial arts class at Columbia High School, he built a full-size biplane without an engine. It created a local sensation when dis played at the University of South Carolina and resulted in his not graduating the following year with his senior class. Because of his demonstrated skills and talent and with his parents' permission he left the area upon the completion of his second year in high school to work as an inspector at the Standard Air craft Factory in Elizabeth , New Jersey. When the factory ceased pro duction in February 1919 he re-entered high school in Columbia. At Benedict College, where his fa ther was on the faculty, he designed and assembled a small biplane from spare parts and a used World War I aircraft engine during his senior year in high school. During this time he established the first commercial air field in Columbia at the present site of Dreher High School. He soloed from this field in his small biplane.
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2002
Redfern in his homebuilt biplane at the field of the Redfern Aviation Company.
After graduating from high school Paul Redfern earned his living as an aviator. In addition to his small bi plane he acquired and flew a Curtiss Jenny IN-4 and a de Havilland DH4. He operated out of his airport in Columbia and later out of one he es tablished in Toledo, Ohio. Paul married Gertrude Hildebrand in Toledo, Ohio, in 1925. They lived in Toledo while Paul worked as an aviator for her father and operated an airfield he established in the area. They eventually moved to Savan nah, Georgia, when Paul accepted employment as an aviator with the United States Customs Service. Gertrude's last contact with Paul took place on August 25,1927, just before he departed for his historic
flight. Gertrude and Paul did not have any children, and she never re married. She died in 1981 and is buried in Detroit. Paul Redfern attempted to fly from Brunswick, Georgia, to Rio de Janeiro, Brazil, in August 1927, a dis tance of 4,600 miles. If he had been successful he would have flown 1,000 miles farther than Charles Lindbergh did in his flight to Paris, France, three months earlier. Red fern did not arrive in Brazil, and neither he nor his airplane has ever been located. He was 25 years old when he attempted this ill-fated flight for fame and fortune. Redfern used a Stinson Detroiter SM-l, a high-wing monoplane with a Wright J-5 Whirlwind engine, the
Gertrude Hildebrand Redfern sitting and Paul Redfern stand ing next to the biplane he built and flew as a high school senior.
same type of engine used on Lucky Lindy's Spirit ofSt. Louis. According to Aircraft Circulars, National Advisory Committee for Aeronautics, prepared by the Stinson Aircraft Corporation and published in Washington in 1927, "The Stinson Model SM-1 was the first monoplane of the illustrious 'Detro iter' series and successor to the popular SB-1 cabin biplanes. The first SM-1 ever built won the 1927 Ford Air Tour, flown by Eddie Stinson him self. Thirty-six planes were reported built in 1927, and many were used in attempts to set world records . Al though comparatively large, the SM-1 performed and handled well and could be landed in the traditional cow pasture. The factory price was $12,000 to $12,500 and included such standard equipment as inertia type engine starter, metal propeller, wheel brakes and wings wired for navigational lights. Pontoons were also available. /I Redfern went to the Stinson Air craft factory in Detroit to supervise the installation of additional fuel tanks and other modifications in the Stinson Detroiter. "With Eddie Stin son in the second seat, Paul took off in the modified Stinson at 9:40 a.m. on August 5 and reached Brunswick, Georgia, at 7:40 p.m. He averaged 86 mph on this nonstop flight ," ac cording to Redfern's father. john Underwood states in his book, The Stinsons: A Pictorial History, that Ed-
die Stinson tried to persuade Redfern that two days of fly ing "was more than a man could stand." He was unable, how ever, to convince Redfern to take an other pilot with him. Redfern had the Detroiter painted green and yellow with white letter ing. The author notes that green and yellow are the colors of the Brazilian flag . On both sides of the fuselage just behind the e ngine were the words "Port of Brunswick." In bold letters behind the wing's trailing edge was "Brunswick to Brazil." In large letters on the upper and lower wing was the registration number is sued by the U.S. Department of Commerce, NX773. Among those monitoring the flight nothing was heard from any one by the time Redfern's fuel would have been exhausted by 4:30 p.m. on August 27. By that time the fes tive atmosphere in Rio de janeiro, where the president of Brazil and the movie star Clara Bow planned to greet him, had ended with the knowledge that he and his plane were down, but nobody knew where and when. And there was no news until September 8. It is not hard to imagine the agony his wife, parents, three sisters, flight committee, and many friends experienced during that time. His wife, Gertrude, spent most of this time in seclusion. His father, Dr. Frederick C. Redfern, spent most of August 27 and 28 at Th e State Newspap er in Columbia awaiting word, which never came. Then on September 8, as reported in the Atlanta Journal, the last written communication concerning Paul
Redfern surfaced, as the captain and crew of a ship, then docked in New Orleans, reported their unexpected encounter with him and his brightly colored airplane. This unexpected encounter took place on August 26, 1927, at approx imately 3:00 p.m. and lasted about 45 minutes. The ship was the Christ ian Krogh, a Norwegian steamship. It was near the island of Trinidad and about 165 miles off the coast of Venezuela. Approaching the ship from the north, Paul Redfern began to circle the ship at a low altitude. He wrote a note on a piece of paper asking the captain to point the ship toward land, and to wave a flag or handkerchief once for each 100 miles. He signed the note. (His fa ther later verified his handwriting and signature.) He put the note in a carton and dropped it toward the ship. Unfortunately it landed in the ocean. A crewman dived into the water and retrieved the carton. After the captain read the note he had the ship turned to point toward Venezuela and blew the ship's whis tle two times. Redfern lined his plane up with the direction of the ship, wagged the wings of the air plane in appreciation, and began flying away toward Venezuela. When Redfern did not arrive at the airfield in Rio de janeiro as planned, a massive sea, land, and air search took place and lasted for sev eral days. After his encounter with the Norwegian ship became known, there were successive expeditions to French and British Guyana and Venezuela. Reports filtered in that Paul Redfern had been seen crossing the Orinoco Delta and going in a southern direction toward Boca Grande. A small group of natives re ported that they had seen him flying near St. Cathhert, British Guyana. None of the sightings proved fruitful. No trace of Redfern or his Stinson Detroiter was found. After a lull of several years there was another series of expeditions in the mid 1930s, prompted by multiple reports that a white man on crutches VINTAGE AIRPLANE
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was being held captive by an Indian tribe after he had fallen from the sky. These reports became so frequent and persistent in various newspapers and on the radio that the U.S. gov ernment became concerned and got involved in the renewed search for Redfern. The Smithsonian Institution sponsored one expedition. The last expedition took place in 1938 when Paul's parents contracted Theodore Waldeck to search for their son and his airplane. On April 28, 1938, a re port was sent from Georgetown, British Guyana, with the headline "U.S. Searching Party Reports Redfern Dead." The report went on to say that the Waldeck group, led by Theodore Waldeck, an ex-World War I pilot and his author wife, Jo, who had spent considerable time in the Guyana wilderness, reported that they had found the spot where the aviator fell in Venezuela. Their report was based on a statement by a native who said that he had seen Redfern's plane crash into some trees. The Waldecks were not able to get to the spot because of a wetter-than-usual season. The area in question was full of sinkholes, poisonous snakes, and black widow spiders. The Waldecks returned to Columbia to discuss their findings with Dr. and Mrs. Red fern. Although the Redferns initially accepted the Waldecks' conclusion that Paul was dead, they later changed their minds, believing that their only son had landed else where and that he was still alive . They had heard from famed pilot Jimmy Angel who reported a dif ferent location for the final resting site of their son's airplane. They also had communicated with an American engineer named Lee Dennison. Altogether some twelve expeditions were made to South America between 1927 and 1938. Before the Waldeck expedition was completed Gertrude Redfern came to the conclusion that her husband was dead. A clipping from a January issue of a Detroit newspa per states that on "January 4, 1938, a circuit judge granted a petition in 8
JULY 2002
A large number of observers and supporters gathered to watch the UJdeparture of the Stinson SM-l o b from a runway on the beach at Sea iE Island, Georgia. Redfern (right) and a colleague be side the Stinson SM-l.
which Redfern's wife sought to have him officially declared dead." Mrs. Redfern was quoted as saying, "I be lieve my husband perished, as did many other ocean fliers." Also, "she said she believed that the scientific expeditions by trustworthy agencies have proven conclusively that her husband was not alive but had per ished at sea." In an article published in Art of Flight, artist/author Robert Carlin states that in 1982 Gene Lowe and David Bell got together for the pur pose of locating the Stinson Detroiter. Gene Lowe is identified as a former World War II pilot who has located a number of lost and wrecked planes, including a Stinson Detroiter SM-1 from the Greenland ice cap where it had been for 40 years. David Bell is described as a successful au thor of a number of aviation books, including one containing a chapter about Paul Redfern. After a careful study of the avail able materials, Lowe and Bell decided to give credence to a report made by a well-known jungle bush pilot named Jimmy Angel. Angel had reported that he had flown over Redfern's plane many times. He also stated that as time passed the air plane settled deeper in the jungle. Although Angel had given a lati tude-longitude fix on the wreck, Robert Carlin states that these re ports were not believed at the time
they were made "because Angel was known for his bombast, especially when he was trying to raise money, and because it seemed incredible that Redfern actually had managed to reach Venezuela." Jimmy Angel is best remembered today for discover ing the highest waterfall in the world in Venezuela, which is named for him, Angel Falls. During their research, Lowe and Bell found a map and crash location for Redfern's airplane that had been devel oped at that time by Henri Villard, a consular official, in Caracas. Quoting again from Robert Carlin, "Villard compared Angel's data with that of Christian Krogh's crew and found an immense amount of commonality in all of it." Lowe and Bell then located Marie Angel. They were unable to talk with Jimmy because he died in an air plane crash in 1956. Marie talked about her experiences as a co-pilot on many of her husband's jungle flights. She de scribed Paul Redfern's airplane, and how it seemed to sink deeper and deeper into the jungle canopy over time. She told how the plane's cover ing had deteriorated until all that remained to mark the site was "the sun's light on the cabin glass." This in terview with Marie Angel was recorded for further reference as needed. Lowe and Bell found one more credible piece of evidence. This was a report by an American engineer, Lee Dennison, who reported seeing
EAA Chapter 242 to Commemorate
the 75th Anniversary of
the Redfern Flight
August 25, 2002, will be the 75th an niversary of Paul R. Redfern's historic flight. On Saturday, August 24, EAA Chapter 242 will host a one-day aviation event. A morning ceremony is scheduled to remember and honor Paul R. Redfern. A Stinson Detroiter SM-2 will be present. Among the honored guests will be one of Paul Redfern's nephews, who currently lives with his wife in Sumter, South Carolina. He was born shortly after Paul's flight. His mother named him Paul Redfern Jennings after his uncle. Dur ing the ceremony a 20-inch wingspan stick and tissue model airplane of the Stinson Detroiter SM-1, painted and detailed to look exactly like the one Redfern flew, will be ac cepted from master modeler David Smith of Columbia. Bob Coble, mayor of Columbia, and Dr. Miles Richards of the University of South Carolina History Department, an au thority on Paul Redfern, will each deliver remarks. The owner and pilot of the Stinson Detroiter SM-2 will re-enact Redfern's take off in 1927, which will include a female representing Gertrude Redfern slipping into the cockpit for a final embrace and kiss. Af ter a low pass over the airfield the pilot will fly south until the airplane is out of sight. The ceremony will then conclude with the dedication of a plaque stating that Paul Ri naldo Redfern was the first aviator to solo the Caribbean Sea, with a missing man fly over of vintage aircraft and the dropping of a wreath by a local aviator. In addition to the 75th anniversary remembrance, the theme of the event will be the spirit of aviation adventure and exploration. Several ladies in avia tion will participate, including one who will make the first public flight in an air plane that she built. Prior to and after the ceremony EAA Chapter 242 pilots will volunteer their aircraft and their time to implement the Young Eagles program. Spectators will have the opportunity to observe and photograph a large group of vintage, antique, and homebuilt air planes , including the Stinson Detroiter SM-2 and a 1929 Travel Air Civil Trans port. The spectators will also have the opportunity to visit open hangars and ob serve various airplanes under construction and/or restoration by EAA members . Lunch will be provided at a reasonable cost by EAA 242. The film Too Hot To Han dle starring Clark Gable, will be shown by a local theater, and the SCETV Redfern story will also be available for viewing. For more information on this commemoration, contact Ron Shelton, 803-898-4921 or sheltr@museum.state.sc.us, Tom Savage, 803-622 0096 or savagt522@aol.com, or Xen Motsinger, 803-796 5984.
a plane fly over Venezuela's Cuidad Bolivar plaza. He took note of the airplane's green and yellow colors and copied down the number NX773. He also recalled seeing a thin line of black smoke trailing back from the nose of the plane as it turned and flew off toward the southeast. Lowe and Bell referenced a book published in 1942 by Denni son entitled Devil Mountain that includes a chapter about his en counter with Redfern's airplane . Robert Carlin painted what he viewed as Redfern's last moments in the air based on the information in Dennison's book. The authors are fa miliar with Lee Dennison's documentation about Paul Redfern in the book Devil Mountain. This is one of several documents that indi cate Redfern flew over the Caribbean Sea from Georgia to Venezuela. Also important is the information pro vided by Jimmy Angel, and later verified independently by Marie An gel to Robert Lowe and David Bell. Carlin writes that Lowe and Bell have flown over the most likely crash site numerous times. He describes the jungle as very "formidable" with no trails cutting through it. He states with conviction that Redfern's airplane will be found because "Lowe and Bell will see to that. They know it's there." An interesting postscript is that the au thors of this article recently learned that Lowe and Bell are pseudonyms. Robert Lowe is actually Robert Carlin, who is now deceased. David Bell is ac tually Dale Titler, who has extensive files about Paul Redfern. He is the author of Wings of Mystery, first pub lished in 1966 and revised in 1981, both of which contain a very informa tive chapter about Paul Redfern. As a result of his brief but illustrious career and his daring final flight, Paul Rinaldo Redfern has been remembered in the following manner to date: A street in Rio de Janeiro, Brazil, is named for him. An airfield was named for him on Sea Island, Georgia, which later be came the location of Redfern Village. In 1938 Metro-Goldwyn-Mayer
produced a movie about him, Too Hot To Handle, starring Clark Gable. In 1969 a plaque was dedicated at Sea Island, Georgia, and placed adja cent to the beach from which Redfern took off in August 1927. Gertrude Redfern was present and participated in the dedication . A Stinson Detroiter SM-2 flew over head during the ceremony. In 1982 a plaque was dedicated at Dreher High School in Columbia stating that Redfern established the first commercial airfield at that loca tion and was lost attempting the flight to Brazil. Chapter 90S of the Experimental Aircraft Association at St. Simons, Georgia, was named for Redfern when it was formed in 1988. The service provided to fliers stopping at the club's airfield while on their way to the EM's annual Sun 'n Fun Fly-In in Florida is provided in Redfern's memory. The South Carolina Educational Tele vision Corporation, commonly known as SCETV, produced a video about him in 1988 which has been shown yearly during the month of August. Russell Maxey, who attended high school with Paul Redfern and con sidered him a personal friend , authored a book entitled Airports of Columbia in 1988 that he dedicated to Paul Redfern, and several pages and many pictures are devoted to the Redfern story. On August 24, 2002, a plaque will be dedicated at Owens Airfield in Columbia stating that Paul R. Red fern was the first aviator to solo the Caribbean Sea. This plaque will be temporarily displayed in the EAA 242 clubroom until moved to the renovated 1929 Curtiss-Wright Hangar at the airfield.
Authors Ron Shelton is the curator ofScience and Technology at the South Carolina State Museum and a member of EAA Chapter 242. Tom Savage is a retiree and volun teer at the South Carolina State Museum and a member ofEAA Chap ter242. ........ VINTAGE AIRPLANE
9
John Nill,r R,(alls • • •
Aviation in the 1920s JOHN M. MILLER
t may be hard to believe but there was a time, less than a lifetime ago, when there were no U.S. flying regulations (or even drivers' licenses in New York). Connecticut had some very restrictive aviation reg ulations beginning in 1911, but they are mostly gone now except for destructive taxes, of course. When I started flying in late 1923, at 18, one of my great attractions to flying was the absolute freedom in the air. There were no aviation regulations at all. We were free as the birds. Up there aloft one was completely alone-liberated. Without radio there was no way to communicate for help, so it was imperative to be self-re liant, or to learn how to be. Flying was the great adventure of the time. The airplanes were almost all WW I surplus types, mostly the Cur tissJN-4 or the StandardJ-1 biplanes with two open cockpits. They had no electrical systems, no radios, no lights, no flaps, no airspeed indica tors, no interphones, no engine starters, no heaters, no navigation systems, no fog-flying instruments, and no wheel brakes, only a tail-
skid. The shock absorbers were simple rubber bungee
cords that produced great bounces if the landings
were not good 3-point. The altimeter had a single
hand, which made a partial circle to 15,000 feet or so,
an altitude entirely unattainable by these airplanes.
We would set them to ground level. Flying was practi
cally a continuous emergency!
There were not even carburetor heaters, so dead-en gine landings were routine when the carburetor iced and caused mysterious engine stoppages, resulting in excit ing, happy deadstick landings or sad ones. Carburetor icing was not yet understood. Curtiss had partly solved the problem on the OX-S engines, thinking that the trouble was simply a failure of the gasoline to properly vaporize, so they had installed permanent heaters, which reduced the power. To get any real altitude, we had to disable them. The air mail pilots did finally dis cover the carburetor ice solution, but most of us flying peasants knew nothing about carburetor ice. I was a member of the old NAPA, National Air Pilots Associa tion, formed by the air mail pilots, and read of the icing problems in their newsletters. Navigation was done by a WW I magnetic compass and a pencil line on the map. The only maps available in the
I
United States were Rand McNally state maps that showed railroads (no roads), towns, and terrain such as mountains, rivers and lakes. Those that were sold for aviation were printed with red isogonal magnetiC lines, known airfields (not airports in those days), and known elevations of peaks and various areas. I still have a mint condition Rand Mc Nally Directory of Air Fields and Camp Grounds, vintage 1923, which does not list a single airfield with a paved runway in the United States. There were none. Brakeless, tailskid-type airplanes and paved runways were not at all compatible. The first paved runway I ever saw or landed on was in 1929 at Miami, built by Pan American Airways for Fokker 3-Engine airplanes, which had tail wheels. It is now MIA-Miami International. The first airplanes with nose wheels were the old Curtiss Pre WW I pusher biplanes. Those nose wheels were fixed, not steerable, and had a brake shoe that bore down on the tire, which was out in front of the pilot, who was out in front of every thing else, in the cold wind. About 1932 Waco provided a new caste ring nose wheel on the Model N cabin biplane, but pilots were very suspicious of it. It was ahead of its time. The tailwheel and taildragger air planes were directionally unstable on the ground, so they often ground looped, which means to reverse di rection very violently and destructively. The early tail dragger airplane's only braking was provided by the friction of the tailskid on the sod. On a paved surface runway there was practically no effective braking. Without brakes, the most effective directional control during the ground roll was with opposite aileron. While on the ground in its tail down position, the fuselage blanked out the rudder, which made it ineffec tive unless a blast of power was used, which of course, increased the length of roll. By 1928 or so, the installation of brakes helped shorten landing rolls. Flying the real brakeless tailskid airplanes, the true tail draggers, is now a lost art. The modern type of steerable nose wheel is a great safety improvement, providing inherent directional stability during the ground roll. The interim types, with brakes and tail wheels, were suitable for paved runways. They included larger airplanes such as the DC-3 and B-1?, which had pilot lockable tail wheels. The Lockheed Constellation and Douglas DC-4 airliners were the first
Up th,r, aloft
on, was
(ompl,t.ly alon.
lib,rat,d.
10
JULY 2002
large steerable nosewheel airplanes. My fondest memories are of flying those old bi planes in the days before regulations . There was complete freedom of the air, and we all took advantage of it. One sport that I enjoyed the most on a fine sum mer day was to fly up into the scattered, fluffy clouds and play around in them. It was both fun and valuable practice. Instrument flying first started in 1926 by Howard Stark and was barely beginning to be practiced after the Lindbergh flight in 1927. By the time I was flying for a living in 1928, it was very rare for any air plane to be flown on instruments, and then only by the air mail pilots who had learned from Howard. So, the clouds were sterile of airplanes. In a Jenny devoid of instruments, I could fly through the clouds without losing control. But if the time re quired to get out the other side was too long, I would get into the classic spiral dive and plunge out of the bottom in a turn opposite to what I had sensed, just as Howard had described in his 1926 pamphlet. It was exhilarating fun to plunge into the clouds, dive through the cloud valleys and canyons, circle the white peaks and castles, and spin down through a cloud to break out of the bottom. The Jenny was perfectly docile in a spin and would spin as long as I could count, recovering in one turn. It was fun to loop up into the bottom of a cloud and come out of it on the back side of the loop. All such flying was valuable prac tice in maneuvering, which became instinctive. Later, in the early military fighter biplanes, I would practice in verted maneuvers and even flying through clouds inverted, using a tum indicator. Being up there was like bouncing around on a big soft mat tress. When pulling out of a dive with one of those faster fighters, the wingtips made vortex trails of visible vapor. When the sun was directly behind, the little rainbow cir cles on the brilliant white clouds had the shadow of the airplane in their centers, a fine target for a simulated col lision, ending inside the cloud. With the later military fighters, which were equipped with turn indicators, I would get valuable practice in some extremely turbulent clouds-good practice for later thunderstorm flying in my airline career. Aerobatic practice of that sort was valuable in developing instinc tive flying. The airplane would answer my thoughts, without me thinking about which way to move the con trols. I taught myself profiCient instrument flying with the guidance of Howard's pamphlets. My engineering training was of great help in understanding the reasons for everything involved. It paid off, for when I took my
flight check for an ATP, I was limited to the turn and bank indicator. (Eastern Air Lines' old test.) In the early 1920s, it was seriously proposed to have the army regulate all flying. The flying community, such as it then existed, squashed that idea, and so a long period without regulations continued until the Air Commerce Act of 1926 went into effect in 1927. Then licensing and flying regulations started coming into effect; they became mandatory in 1928. Barn storming became difficult under the new regulations, so it soon ended. . The period from 1919 to 1929 was the barnstorming era, flown mostly with WW I surplus aircraft, but with some new production aircraft from 1926 to 1930. The surplus aircraft were open biplanes, mostly 2-seat train ers, unfit for cross-country passenger carrying in commercial operations due to their short range, low speed, low load capacity, and low safety record. Also, the war surplus or pre-war designed surplus engines did not have a long life or the best reliability. Flying during that period was lim ited mainly to flight instruction, sport flying, local passenger hopping, and itinerant barnstorming. The latter was my forte and very successful with a new production, excellent airplane designed specifically for barnstorming, the New Standard D-25. It was a 5-place open bi plane with the latest engine, the Wright J-5 of 225 hp (the same type as used by Lindbergh on his famous trans-Atlantic flight, which of course temporarily stimulated barnstorming). The year 1927 was the busiest barn storming period. That was also the most lucrative year for the famous Gates Flying Circus. But at the end of the season the new regulations and inspection system grounded all of their war surplus planes and put the Gates Circus out of business. They had carried at least a quarter of a million passengers on short hops, safely (fortunately), probably more. I worked as a mechanic for the Circus that sum mer of 1927, before getting a plane of my own. I acqUired a Hispano-Suiza powered StandardJ-1, the same as those used on the Circus, but I carefully over hauled the airplane and had no trouble getting it licensed. I sold it in 1929 and taught the new owner to fly in it. He flew it for several years and it is still in exis tence, being restored. From about 1925 to about 1929 a number of open cockpit, three-place open biplanes were designed and placed on the market. Most were powered by the ancient pre-war designed Curtiss OX-5 engine, which was built in large quantities during WW I and used mainly in the IN-4 Jenny. There was a great surplus of those engines, so
If you wond.r.d
why th. old tim.
pilots oft.n wort
thos. whit. scarv.s,
it originat.d to wip.
th. oil from th.ir
fac.s and goggl.s.
VINTAGE AIRPLANE
11
they were used in the newly designed biplanes of various makes, such as the Waco, Swallow, Eaglerock, American Ea gle, Travel Air 2000, and others. Walter Beech and Lloyd Stearman were associated in the production of the Travel Air 2000. The 8-cylinder, 90-hp, water-cooled V-8, OX-5 en gines had exposed valve rocker arms that were not even covered by cowling. They were lubricated between flights by means of an ordinary squirt type oilcan. You had to stick its spout into the little oil holes in each of the rocker arms and give it a shot of oil. Thus, a lot of surplus oil would blow back into the faces of the pilot and passengers in the open cockpits. If you wondered why the old time pilots often wore those white scarves, it originated to wipe the oil from their faces and goggles. The original OX-5 90-hp engines had a single magneto but the later ones, the OXX-6, rated at 110 hp, had dual magnetos. There were fewer of those. When the single magneto failed (and it often happened) there was a dead engine landing to be made in a hurry, either a rather happy occurrence or a disaster. Beginning in about 1926, some new engine designs, including the Warner and Kin ner, began to appear mounted on the nose of those biplanes and later on the cabin types. The era of open-cockpit biplanes powered by the 90-hp OX-5 engines engendered a new air show sport, the popu lar OX-5 races. The engines had to be unmodified, and the
"I don't know, Howard. Maybe if we'd used Poly-Fiber we'd have finished it on time." Absolutely! And because Poly-Fiber doesn't support combustion, fire wouldn't have been as big a worry, either. The gargantuan Goose would have been lighter and stronger, too, able to fly even higher! What a shame Poly-Fiber wasn't around back then. Timing is everything, huh Howard?
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12
JULY 200 2
A i rcra f t C oat i ng s
only change allowed in the airplane itself was a cover for the front cockpit to reduce drag and removal of the front windshield. The pilots would fly the races with a light load of fuel and no passenger. I even saw some take the front seat cushions out to reduce weight! However, I know that when the airplanes were flown at high speed, th e wings were at a very low angle of attack, thereby flying at low LID ratio with high drag. I won a few of those races by secretly loading heavy sandbags in the covered front cockpit of a Travel Air 2000 and flight testing to get the right load for maximum speed. The wings then flew at higher LID angle of attack and the fuselage was pOinted better into the air stream. It would take longer to take off, but I would later gain on my competition and win. I was challenged as hav ing souped-up the engine, but the losers never did find out about the heavy sandbags. They didn't know much about aerodynamics, if anything. I could have used a passenger for weight, but the cockpit would be open and create un wanted drag. I had a snap-on cover for the cockpit. As I remember, the first production cabin airplane was the Stinson cabin biplane with the early Wright J-4 radial engine of 200 hp. It was of typical welded steel tube fuse lage and wood wing construction and fabric covered. One of those was used by Howard Stark to fly the mail, and in which he developed the method of using the turn and bank indicator to recover from the often fatal spiral dives and to safely fly in fog. Fairchild produced a very successful cabin monoplane with a radial engine and Robertson Air craft, in St. Louis, put a 3-place cabin monoplane on the market, the Robin, with an OX-5 engine. The company and its design were later acquired by Curtiss-Wright, and they installed a 165 hp Wright radial engine in the Robin. That was the plane used by "Wrong Way" Corrigan for his re markable flight to Ireland. They were some of the first U.S. cabin airplanes built in any quantity. Lockheed developed their outstanding all-wood Vega and the Orion, which were used for record 'round the world and trans-Atlantic flights, the latter by Lindbergh, for many long distance exploration flights. Bellanca built a fine cabin airplane that was flown nonstop to Germany by Clarence Chamberlain, and Clyde Pangborn flew one in the first nonstop flight across the Pacific, Japan to We natchee, Washington. . Actually the Europeans were far ahead of the United States in producing cabin airplanes, but in very low num bers. This was the era of the steel-tube fuselage, wood wing spars, and fabric covering. The first monoplanes began to appear with the same type of structures, such as the 6-place Stinson Detroiter and the Travelair 6000 with Wright radial engines, later to be replaced by the metal aircraft of today. Just as occurred in the years following World War I, great advances in aircraft design resulted from World War II. In fact, our Bonanzas and Barons are direct design descen dents of airplane design technology learned by the engineers at Beech Aircraft Co. The design of the Bonanza started before the war ended. ......
KEN MORRIS
have done some flying for a local aircraft broker in the past. Then one day several years ago, I got a call asking me to come over and teach
myself how to fly this Spartan so I could demonstrate it for prospective buyers. I was so excited that I didn't want to wait for the "telephone checkout" from the owner. The telephone Lorraine and Ken Morris, Spartan Executive owners from checkout con Poplar Grove, Illinois. sisted of this sen tence: "You won't have any prob lem; land it just like a P-S 1." Yeah, great advice. I haven't been in one of those ei ther. Armed with this vast knowl edge of a Spartan Executive I was ready to go forth and commit avi ation with, in my z o humble opinion, ex: ct (/) (/)
z
g
arguably the coolest airplane ever built. Any uncertainty was immediately relieved once airborne. It flew as good as it looked! I'd like to say it re quired massive male strength and skill to handle, but except for the ground visibility being poor (there is none over the nose) and it being a typical taildragger, it was a two-fin ger intuitive airplane that was a dream to fly. I knew the dream was too good to be true. The asking price for this one was out into the next millennium. For us anyway. But I had my chance to fly one. It was quite an honor to fly one of only 34 ever made. I had arrived! Unfortunately, the first guy I demonstrated it to, (the blind lead ing the blind), bought it. No more Spartan to fly and a sad day for me. "Ken, what are you doing next week? You aren't going to believe it, VINTAGE AIRPLANE
13
Here's a shot you don't see very often; the landing gear is in transit as Ken cruises in the art deco flying sculpture.
but I have another Spartan for you to pick up in Texas/' said the broker. "No kidding," I said. The owner had decided it was more than he needed to deal with, and I was to bring it up here where the broker could clean it up and sell it. It needed it...bad. It was Father's Day weekend 2000, and I thought my dad might enjoy an adventure. So we met in Dallas and flew to Amar illo via Southwest Airlines. When we got there, four hours late because of thunderstorms in Dallas, it was ready to go. Fuel, oil, and about 65 pounds of radios that were so old they couldn't spell VOR. It had a VAR the operation of which has been explained to me several times, and I still don't get it. The technology was somewhere between LF and VOR range (I think). It sported the N number it was given after the war when it was re turned to civilian life from the CAA (Civil Aeronautics Administration (or is it Authority?». Its interior was redone in 1951 , but it still needed some work. The unpainted skin was also unpolished. The original grabby Goodyear multi-disk wheels were at tached to heel brakes. The engine 14
JULv 2002
was new, and it had less than 100 hours on it since a major overhaul. Unfortunately, that was in 1980. Armed with a handheld VHF transceiver and a portable GPS, Dad and I blasted off chasing daylight. Other than the mouse nests and spent sunflower seeds flying into my face, the takeoff was unevent ful. Climbing on top of the haze, wearing Texas clothing (cutoffs and a T-shirt), I immediately became aware of the standard lapse rate, es pecially since the large 4-inch main air vent between the rudder pedals had no shut-off. This great ventila tion system was soon augmented by the door, which popped open, causing lots more mouse food to be relocated throughout the cabin. At about this point we realized that the high pitch stops on the prop were set incorrectly because the rpm would not come back to what I wanted for a cruise rpm in the Spart-o-sphere. Then to make mat ters worse, the haze became broken to overcast. At least it was running well, and once we got through Oklahoma, the sky was supposed to be clear. Then things got worse. There had
been oil on the right side of the windshield, but for some unex plained reason it seemed to start flowing with great enthusiasm. Even though a little oil looks worse than it really is, we figured we'd rather be safe than sorry. (Now we think of this.) When a big hole over Newton, Kansas, opened up, we thought we should investigate and warm up. Slight left crosswind, wing down, left main, right main, left aileron, more, more, tail down, full aileron, just a little right brake, where the hell is it? Grab. Left brake. Grab. Tailwheel shimmy. Grab, shimmy, grab, shimmy, grab. Stop. That was exciting! "What a piece of... " My dad just laughed. I went into the FBO to get lots of paper towels. Some for me, most to wipe down the Spartan, and a few to stuff into the vent. Oil was coming from the vented filler cap-the oil had apparently been over serviced. After fueling we knew Rockford was not in the cards before dark, so we figured to go as far as daylight allowed. Espe cially since only two navigation lights worked, there was no rotat ing beacon, and the landing lights
one hand on the yoke, one hand on the radio .. .oops, out of hands. Radio in the lap. I could still hear. "Cleared to land, Runway 25." "Roger (whoever he is)." Left main, right main, STAY OFF THE DARN BRAKES, keep the tail up, aileron, that's it, hold z g the tail up. a: it "Spartan 836, say parking." z Hold it up, no brakes, just hold it. 8 "Spartan 836, Rockford." Hold it up, more aileron. After restoration, the panel's new equipment blends neatly with the beautifully exe "Spartan 836, how do you read?" cuted interior done by Lorraine, who has a particular affinity for aircraft upholstery. Slowly fly the tail down, that's it. There it sat, the "Spartan 836, Rockford." stepchild it was, proud Shimmy, grab, shimmy, grab, as ever. Not a drop of grab, "Darn," stop. oil on the ramp! (That "Spartan 836, Rockford, say scared me.) After fuel parking." Luckily, the radio had fallen out ing (it liked gas), we were off. It was a per of reach during the landing, and I fect morning to fly, not was able to calm down before I spoke a ripple en route. In to the tower. spite of all its quirks, we In spite of it all, I knew Dad and I realized it flew remark- had a good time. I hoped whoever bought it would give it a good home. In Amarillo, Texas, Gene Morris cleans the wind- ably straight.
It deserved the best because it was shield of the Spartan before he and son Ken ferry I figured I might as
way ahead of its time and a real the airplane to northern Illinois. well go to my house first and park it in the treasure. were suspect. Not to mention that yard for a "photo op. " After all, Maybe I could take Lorraine for a I didn't even know if it had any in there's no way Lorraine, my wife ride someday. I hoped she wouldn 't terior lighting! and fellow airline pilot, would even fall for this thing. It would be too Whoever ends up with this was consider such a monster. Especially much work, too much money, too really going to have their hands full. with the work necessary, and her much time, just... too much. It did beloved Bonanza would have to go. look good in the yard, though. "What a piece of.. ." The next leg was less everything. Oh well, I'd get a picture anyway. Close to a dream is better than Less long, less high, less cold, less Shimmy, grab, shimmy, grab, never having dreamed ... Be happy mouse stuff, less oil. Dusk and as shimmy, grab, stop. "What a piece with what you have ... The grass is always greener. .. (Who comes up phalt met in Centerville, Iowa. Less of..." brake, less shimmy, much less ex I got a nice picture, but I wished with these dumb sayings, anyway?) I knew Lorraine had too much citement. It was great hospitality the Spartan were more polished. I from a great town. hoped it didn 't leak all over the on her mind then. She and Janet Father's Day dawned a perfect day. lawn I was trying to grow. I decided had just finished their first air race, Calm, not a cloud to be seen. The ho I better get it to Rockford before it coming in 10th place, the highest tel owner gave us his car to take to the fell apart. One more leg. rookie finish ever. If she showed airport. "Just leave the key in it. I'll get My dad chased me in my Cessna any interest when we got back, it later," he said. 140 for the ride home. No GPS maybe we could check it out. I sure We had left the airplane on the needed for 13 miles, just the hand hoped she didn't like flying it . It ramp, chocked. (I couldn't find the held VHF. It was the first time we had would still be waaaay too much tiedowns on the ramp in the dark.) I to use the radio on the whole trip. money. I thought I could let her had no idea what to expect. It could Tower said, "Straight in, Runway give me a ride, though. have been a smoldering aluminum 25, report two out." No headset, just She flew it .. .and, she liked it ... a pile for all we knew. The airport man held up the radio to my ear and lot! We bought it...ouch! I knew it ager greeted us and couldn't have fought the Pratt & Whitney for at was the right move. All I had to do been nicer. tention. One hand on the throttle, was chase it till she caught it. (I 'm (/)
VINTAGE AIRPLANE
15
She Said
By LORRAINE MORRIS n June 2000, my friend, Janet, and 1 participated in the Air Race Classic, an all women's ~ o cross-country air race. We were g? It having a blast, zooming across the z o country, when a local aircraft broker 0 asked my husband, Ken, to bring a Spartan Executive from Texas to Illi nois for the broker to sell. Ken took his dad with him, and they went on to Rockford to "see" the airplane. He their own adventure. [ should have was right; it needed a lot of work. But known something was going to hap he was also right in that it was all stuff pen, because when the two of them we could do (I thought). The next get together, look out! Looking back, thing 1 knew, he had pulled it out. He 1 believe they were conspiring said I could see it better in the sun against me. light. (Yeah!) "Hey," he said, "want to We kept in touch with cell phones go for a ride in it?" (He was really and traded stories of our adventures working it!) So we piled in and away each evening. Ken was always refer we went. "Boy, Lorraine, you look ring to this Spartan in such glowing great in the airplane." Did I mention terms as, "What a piece of..." Well, he is a major schmoozer when he that is just Ken's way of saying the air wants something? plane was going to need some work. While we were out flying, he 1 was thinking that 1 was happy landed at our house. (We live on that he got to fly a Spartan again. He Poplar Grove airport in northern Illi was hired by the broker to demon nois.) "Let's put it in the hangar," he strate another Executive the previous said, "just to see if it will fit." Good year, but it sold so fast he didn't get grief! So, we put it in the hangar, to fly it much. He has always drooled and yes, it fit. Right about now, I over Executives, so it was great that could see that he was hooked. Bad. he could fly another one. When the He said we could do our own little race was finished, Ken and janet's pre-buy while we had it in the husband, Scott, flew out to Massa hangar, out of the sun. So, we took chusetts in our (read my) Bonanza to off panels, went through the logs, pick us up. and realized that we were going to The whole way home, Ken kept have a lot of work ahead of us if we dropping hints about the Spartan. were crazy enough to buy it. The air "Golly, gee," he would say, "it is in plane seemed mechanically sound, pretty bad shape, but it is nothing but it needed major cosmetic work. we couldn't do!" And, "You know, We put it back together and flew it we could fix it up and make a few back to Rockford, picked up our Bo bucks." Or, "Boy, Lorraine, you could nanza, and flew home to do some really do a good job on the interior!" major figuring. 1 think I heard him say, in an itty If someone had ever asked me what bitty voice , "Oh, by the way, we my ideal airplane was, I would have would definitely have to sell the Bo said my Bonanza. It is practical, easy nanza if we bought the Spartan." By to fly, fairly fast, and efficient, and I the time we got home, he 'fessed up can push it around by myself. It is not that he had told the broker to hold one of those planes that takes a long the airplane and not do anything to time to get ready before you go flying. I have fairly simple requirements; I it while he talked to me. just want to fly. The next morning, he took me over
I
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Ken, on the other hand, has always wanted a big round engine for his very own. I could see his eyes light up when he looked at the Spartan. Sev eral times his lower lip stuck out (kind of like a pout) when he said, "Please? Can we get it?" So we had "the talk." I was a little concerned that the Spartan would not get used as much as our Bonanza, and that our ability to just get in and go would be drastically re duced. I was also giving up my baby, the plane I had spent months looking for, and that was going to be tough. Ken assured me that I would get checked out completely in the Spar tan, and that I would be able to get in and go whenever I wanted, just like with the Bonanza. He also kept say ing, "Besides, you will look soooooo coooool in it!" (That's right, he ap pealed to my vanity.) So, we bought it. We sold my Bo nanza. We sold my Cessna 150 taildragger. We sold just about every thing to get a dumb airplane. How much sense does that make? You should have seen the big smile on Ken's face. I thought it was going to split. How often does a wife get the chance to make her husband's dream come true? Especially when she gets to fly his dream, too. So I guess it was not really such a sacrifice for me at all. I must admit I am enjoying it, too. When we bought it, the plan was to fix it up, fly it a little, and then sell it for a profit. It somehow changed to fix it up, keep it a while, and then sell it. Now Ken plans to keep it forever! We brought the Spartan home on July 12, 2000, and started The Restora tion. But that is another story! .....
NEW LINDBERGH EXHIBITION
Missouri Historical Society's expanded exhibition
showcases the life and legend of Charles A. Lindbergh
H.G. harles A. Lindbergh's time in St. Louis, Missouri, might have been brief, but his impact on the city's fame and aeronauti cal glory has been unparalleled. The Spirit of St. Louis gave the city the type of positive name recognition that would make any public relations staff giddy with the results. Seventy-five years after the flight took place, the man who put it all together is still the subject of books, articles , and intense scrutiny. Charles A. Lindbergh's life was a fas cinating and sometimes wearisome journey, as he fought to keep his pri vate life out of the headlines yet recognized that the fame he ab horred could also be used to further the causes for which he felt a pas sion. In the early days after his solo flight across the Atlantic, furthering the cause of aviation was his main goal, but by the end of his life, fight ing for environmental causes became a true passion. Since 1962, the Missouri Histori-
FRAUTSCHY
cal Society has owned a sister ship to the Spirit of st. Louis. This ship was formerly owned by Tallmantz Avia tion and was one of the airplanes used during the filming of the 1957 movie The Spirit ofSt. Louis, starring Jimmy Stewart. The airplane was originally a Ryan B-1, SIN 153, but Tallmantz modified it to serve as one of the movie airplanes. It was later purchased by the Friends of the Missouri Historical Society and pre sented to the society in 1963. Displayed at the world's fair in New York in 1965, the replica was flown over the city of St. Louis in 1967. Placed on display in 1975 in the terminal at Lambert Interna tional airport, it was removed in 1998 and restored by Langa Air in East Alton, Illinois, with support from the Society, Save-A-Connie Inc., and Trans World Airlines. The newly expanded Missouri History Museum now has space to accommodate the airplane, so it now hangs in the atrium of the So ciety's Emerson Center. Shortly after his epic flight, Charles Lindbergh lent the society
the constantly growing collection of trophies, medals, and gifts show ered upon him as he and his flight were celebrated around the world. Later, Lindbergh and his bride, Anne, donated the collection, by then numbering almost 15,000 items. For many years, the bulk of the collection was not available for public viewing, but with the com pletion of the new Emerson Center, there is now expanded space for exhibits. We visited the new building and were intrigued by the variety of arti facts on exhibit. From "Lindbergh's Trunk" (which, by the way, is not actually located within the main Lindbergh exhibit but retains its place in the permanent exhibit "Seeking St. Louis," located on the second floor of the Emerson Cen ter-be sure to see it, too!) to a sealskin kayak presented to the Lindberghs on their trek through the frozen north, the artifacts are spellbinding. While it's certainly best seen in person, here are a few photographic highlights of the exhibition:
Entering the exhibit, you're greeted by this interesting iconic artwork painted in 1928 by Theodore Labonte entitled Lindbergh Atop the World. VINTAGE AIRPLANE
17
After a short exhibit of artifacts and photographs of Lind bergh's childhood and the beginning of his aviation career, visitors to the exhibition come to this case where the set of flying togs worn by Lindbergh on his trans-At lantic flight are hanging. In the background is a cutaway section of the cockpit of the Spirit of St. Louis, complete with a simulated instrument panel and the rubber life raft lying on the stringers aft of Lindbergh's wicker seat. Stu dents and staff from Parks College of St. Louis University built the cockpit section.
(Above) Many of the items he carried on his famous flight are on display, includ ing a canteen, pilot'S license, passport, leather notebook, and a flashlight. The sealed decanter holds oil drained from the Spirit of St. Louis after the flight.
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2002
Thousands of objects and commemorative gifts were created and given to Lindbergh. A sampling of the jewel encrusted models, engraved plates, and medals struck just for the occasion are on display. (Below) Some gifts have an interesting history, such as the pair of German silver terrestrial and celestial globes, circa 1700, which were sent to Lindbergh by William Randolph Hearst. Hearst tried to persuade Lindbergh to star in a movie with Hearst's mistress, Marion Davies. Lindbergh tact fully refused, and in passing conversation he mentioned how impressed he was with the two globes pictured. The next day, the globes were sent to Lindbergh. While he ap preciated the gesture, Lindbergh didn't take the bait, and the globes be came part of the Missouri Historical Society's nearly 15,000-object Lindbergh collection. The other objects in the photo are a gold jewel box presented to him by the city of St. Louis and a silver and rhinestone model of the Spirit made by Agnini & Singer, Jewel ers, of Chicago.
(Left) Other items include the Armbrust cup, a device for con densing drinking water using seawater as a cooling agent (far right), and the St. Christopher medal slipped into his personal belongings before his flight.
For more information, (011425.450.6088 or www.icomamerica.(om ~
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The magnificent globe of the Earth was a wedding present presented to Charles and Anne Lindbergh by B. Franklin Ma honey, owner of Ryan Airlines when it built the Spirit of st. Louis. In the background are a series of display cases with artifacts given to Lindbergh during his national tour during the late summer and early fall of 1927.
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~~~ Aspects of Lindbergh's later life are also detailed in the exhibition, including the controversy surrounding Lind bergh for his isolationist views prior to World War II. Artifacts from his " America First" movement and phono graph recordings of his speeches are on display.
Hanging in the atrium of the Mac Dermott Grand Hall of the new Emerson Center at the ex panded Missouri Historical Society is this replica of the Spirit of St. Louis.
The new Lindbergh exhibit opened in May, and it will be open to the public until January 5, 2003. There is much more to see and absorb in the exhibit, includ ing the proclamation and medal for the Orteig Prize, Lindbergh's Congressional Medal of Honor, and the first Distinguished Flying Cross ever issued, presented to Lindbergh after his historic solo flight. For more in formation, be sure to visit www.lindberghexhibition.org. If you're unable to take a trip to St. Louis to visit the exhibition, you may be able to see it when, starting 20
JULY
2002
next year, it is on a national tour. Its first stop will be the EAA AirVenture Museum! The exhibit will be on display July 12 through October 5, 2003. Other stops are planned, including the North Carolina Museum of History, November 8,2003, through February I, 2004. The Missouri Historical Society's Missouri History Museum is located on the north side of Forest Park in St. Louis, at 5700 Lindell Boulevard. Hours: daily, 10 a.m. to 6 p.m., Tuesday, 10 a.m. to 8 p.m. Call 314-746 ....... 4599 for information.
PASS
IT TO BUCK
BY E.E. "BUCK" HILBERT, EAA #21 VAA #5
P.O. Box 424, UNION, IL 60180
The National Museum of Naval Aviation THIS YEAR DOROTHY A 'D I DROVETO Sun 'n Fun. It gave us a chance to visit our in-laws and outlaws and every wind sock along the way. We took 10 days just driving a circuitous route. One of the greatest attractions we revisited was the National Museum of Naval Aviation at Pensacola, Florida. For those of you who have not been there for several years, and for those who have yet to see the place, I could n't recommend a more pleasant and enlightening visit. The improvements since our last visit back in 1986 are next to unbe lievab le. The displays, the pristine restored aircraft, and artifacts from
World War I through the present may not be of interest to all of our mem bership, but this is one of the finest museums I've visited in years. Really, there is something for everyone. Our EAA AirVenture Museum is the best of the best, of course, and the Museum of Flight at Seattle's Boeing Field might be a close second, but this one is Navy, Marine, and Coast Guard, and in cludes some of the airplanes I was so much in love with when I was a young boy, some I saw in World War II and Korea, and, of course, the latest in jets as well as some real oddballs no one has ever seen. I was so impressed that after about 20 minutes of ogling I had to present myself to Capt. Bob Rasmussen. He heads up this wonderful facility, and he really is something else. An accomplished sculp tor, painter, and administrator, you'll find his work all through the museum.
who had volunteered many years be fore to help restore a gondola from one of the blimps. He stayed on and is now a senior member of the restora tion staff. We had a delightful "inside" tour and an even better tour of the outside displays. There were so many airplanes I've known and loved, most dating from my first desires to fly. I can't begin to describe all of them. There were Navy, Marine, and Coast Guard airplanes of every type and size. Take a look at the pictures, and put this one on your "Places to See" list. Over to you, ((
Period artifacts can do a lot to enhance the presentation of an aircraft on display. This WWI era poster is displayed along with a Cur t iss IN-4, covered and painted on one side so the public can see the wooden structure beneath.
All sorts of naval aircraft goodies , like the Grumman FF-1 , flank the tubby Grumman F 3-F. Actually, it's a Grumman F-23 painted to represent the FF-1 , the first fighter sold to the Navy by Grumman.
The National Museum of Naval Aviation has more rare airplanes than you can name. Here's one of them, the Curtiss T5-1. It was the first carrier-based airplane specifi cally designed for carrier use. It appeared in May 1922, two months after the U5S Lang ley (CV-1) was commissioned. The T5-1 also served the Navy as a floatplane. Designed by Curtiss, it was also built by the Naval Air craft Factory in Philadelphia, Pennsylvania.
When I complimented him on the facility and especially his work, he was most modest and dodged my compli ments by lauding his staff and the people who do the work. In the con versation I mentioned I'd like to see the restoration center. Despite a man power shortage, he set us up for a personal tour, and, man, did we ever get a tour! Our guide was a 2S-year do cent, a former lighter-than-air type
The NC-4 , the first to cross the Atlantic in 1919. It took 19 days to fly the four-leg trip , but the pioneering Navy crew made it! The airplane has a grand total of 54 hours of flight time on it!
This really great sculpture by Capt . Bob Rasmussen shows naval aviators from WWI, WWII , Korea, and today engaged in, what else, a conversation that begins with , "There I was , right on his tail. .. " VINTAGE AIRPLANE
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FLY-IN CALENDAR JULY 20-21-Dayton, OH-1st Eastern
Region Nat'l Aviation Heritage Invitational cOinciding with 2002 Dayton Air Show. Co-sponsored by Rolls-Royce North America, NASM, Nat'l Aviation Hall of Fame and Reno Air Racing Assn. No more than 50 air craft are selected for each Invitational. Applications are due by June 15. For details on eligibility and judging crite ria, entry application, etc. contact Ann, 703-621-2839 The following list ofcoming events is fur JULY 21-Burlington, WI-10th Annual nished to our readers as a matter of Group Ercoupe Flight Into AirVenture. Wheels up at noon . Everyone welcome information only and does not constitute ap to join. Info: 715-842-7814 proval, sponsorship, involvement, control or JULY 24-0shkosh, WI-VAA Picnic at direction of any event (fly-in, seminars, fly AirVenture. Nature Center Pavilion, 6 market, etc.) listed. Please send the informa 8 p.m., Tram at VAA Red Barn begin tion to EAA, Att: Vintage Airplane, P.O. Box ning at 5 p.m. Type Clubs may reserve 3086, Oshkosh, WI 54903-3086. Informa tables. Info: Theresa 920-426-6110 or
tion should be received four months prior to the event date. JULY 20-Cooperstown, NY-(K23) Old Airplane Fly-In & Breakfast Sponsored by EAA Ch. 1070. 7:30am- Noon, rain or shine. Adults $4.00, Children under 12 $3.50. Pilots of 1962 or older air craft eat free! Info: 607-547-2526 JULY 20-Alamosa, CO-San Luis Valley Regional Airport Air Show and Fly-In. Features classic warbirds (WWII), acrobatic exhibitions, cur rent military aircraft, experimental aircraft, and homebuilts. Pancake Breakfast. Event free to public. Info: 719-852-9860.
tbooks@eaa.org JULY 26-0shkosh, WI-Moth Club Dinner at EAA AirVenture 2002. At the Pioneer Inn, Oshkosh, bar opens at 6:30 p.m., Dinner at 7:30 p.m. Directions distributed during Friday morning's Moth Forum. RSVP to Steve Betzler at sbetzlr@empireievel.com or fax: 262-538-0715 AUGUST 4-Qlleen City, MO-15th Annual Watermelon Fly-In. Applegate Airport. Info: 660-766-2644 AUGUST 9-11-Alliance, OH-Ohio Aeronca Aviators Fly-In and Breakfast. Alliance-Barber Airport (201) . Info: 216 932-3475 or bwmatz@yahoo.com or
www.oaafly-in.com
EAA FLY-IN SCHEDULE 2002
NORl1IWEST EM RY-IN
EM EAST COAST RY-IN
www.nweaa.org
www.eastcoastflyin.org
July 1()'14, Arlington, WA
September 13·15, Toughkenamon, PA
EM AlRVENTURE 0SII(0SIf
www.airventure.org July 23-29, Oshkosh, WI EM GOUlEN WEST REGIONAl. RY-IN
EM sot/I1IWBT R£GIONAI. RY-IN
www.swrfl·com September 27·28, Abilene, TX
www·gwfly-in.org
fAA SOUIIIEAST R£GIOIW.. RY-IN
September 6-8, Yuba County Airport (MRV)
October 4·6, Evergreen, AL
fAA M11).EAS1EJIN RY-IN 419447-1773 (telefax) September 6-8, Marion, OH
www.ser{i.org COPPEIISTA1E fAA RY-IN
www.copperstate.org October 1()'13, Phoenix, AZ
VIRGINIA S1lIIE fAA RY-IN
www.vaeaa.org September 7-8, Dinwiddie County Airport
TYPE CLUB DINNERS AT A1RVENlURE 2002 Wednesday. July 24. 2002 Vintage Aircraft Association, Nature Center Pavilion, 6:00 pm, Cost $8. Tickets should be purchased the days prior to dinner at VAA Headquarters/Red Barn. Trams from the Red Barn to Nature Center begin at 5:00 pm.
Thursday. July 25. 2002 Ercoupe Owners Club, Hilton Garden Inn (north side of Wittman Reid), 6 pm social hour, 7 pm roast turkey or pot roast dinner. $20/per son before 7/18. Reservations to J.M. Abrahams, 4214 Aeur Dr., Suite 11, Des Moines, IA 50321. After 7/18, $25/person. Seaplane Pilots Association corn roast, 885 Ripple Ave., 4:3().8 pm. No parking available. Buy tickets at SPA display booth.
Friday. July 26. 2002
EAA Celebrates a
Century of Powered Flight with the most exciting and most
loved aircraft designs of the century!
Q: Looking for a fun way to support
EM programs, plan your month and enjoy some
of the finest examples of aviation photography?
A: World of Flight 2003 accomplishes all three.
Q: Planning on attending
EM AirVenture 2003 and
other regional EM Fly-in's?
A: Dates and websites are listed
for your convenience.
To Place Your Order By Phone Call:
1-806-843-3612 (Outside U.S. & Canada 920-426-5912)
Order Online:
WWW.EAA.ORG
22
JULY 2002
Bellanc&Champion, Hilton Garden Inn, 6:30 pm. A private room has been reserved. A Guest of Honor will be announced soon. Tickets are $25 each and early purchase is highly rec ommended. Reservations at szegor@bellan ca-championclub.com or 518-731-6800 Eastern Cessna 190/195 Association, Rn 'n Feather, Winneconne, WI, 6 pm. Reservations 44().777-4025. Limit 40 peo ple. Cost is $25. Someone will be at the table in the Type Club Tent Wed.-Fri., 1-2 pm taking care of last minute changes and to fill cancellations. If you can provide a ride to Winneconne, please stop by the tent and let us know. Moth Club Dinner, Pioneer Inn, 6 pm social hour, 7:30 pm dinner. RSVP Steve Betzler, fax 262-5380715 or e-mail sbetzler@empirelevel.com
Saturday. July 27. 2002 Cessna Owner Organization & Piper Owner Society Brat Fry and Rxin's, Nature Center Tent, 6 pm, $10 at the door. Stop at Booth 1049 for reservations. Twin Beech ASSOCiation, Pioneer Inn. American Waco Club, Inc./Waco Classic Aircraft Corp., American Legion Hall near Lake Winnebago. 6:30 pm cocktails, 7:30 pm din ner, chicken or Swiss steak. Adults $15, Children 12 and under $5. Tickets must be purchased ahead of time in the VAA Red Barn Store from Linda Brown or Ruthie Coulson, or at the Classic Waco Exhibit, Pat Horgan. Further information can be obtained at our Friday forum or call 616-624-6490.
AUGUST 100Toughkenamon, PA-EAA
Ch. 240, 28th Annual Fly-In/Drive-In Pancake Breakfast. 8:00 a.m. New Garden Airport (N57) . Young Eagles' Rally. Admission free. Info: 215-761-3191 AUGUST l l -Aubum, IN-Hoosier Warbird Fly-In/Orive-In and Airplane Auction. Oekalb County Airport. Pancake/Sausage Breakfast. Info: 574 457-5924 or 44gn@kconline.com AUGUST 17-Cooperstown, NY-(K23) Old Airplane Fly-In & Breakfast Sponsored by EAA Ch . 1070. 7:30 a.m.-Noon, rain or shine. Adults $4.00, Children under 12 $3.50. Pilots of 1962 or older aircraft eat free! Info: 607-547-2526 AUGUST 17-Spearfish, SD-EAA Ch. 806 19th Annual Fly-In, Black Hills Airport/Clyde Ice Field. Unicorn 122.80. Aircraft judging & displays. Camping under the wing for early birds who fly in on Friday. Sat. Breakfast served by Civil Air Patrol. FAA seminar. SO Aviation Hall of Fame Induction Ceremonies 7:30 pm Sat. Info: 605-642-0277 or c21golay@mato.com AUGUST IS-Brookfield, WI-VAA Ch. 11 18th Annual Vintage Aircraft Display and Ice Cream Social. Capitol Airport. Noon-5 p.m. Includes Midwest Antique Airplane Club's monthly fly in. Control-line & radio controlled models on display. Info: 262-781-8132 or 414-962-2428 AUGUST 23-25-Mattoon, IL-6th Annual MTO Luscombe Fly-In. Luscombe judging & awards, forums & banquet. $50 cash to Luscombe that flies farthest to attend. Info: 217 234-8720, jerrylO@advant.com or 217 253-3934 AUGUST 23-25-Sussex, NJ -Sussex Airshow. Top performers. All types of aircraft on display. Info 973-875-7337 or www.sussexairportinc.com AUGUST 24-Janesville-Beloit, WI-EAA Ch. 60 Fly-In Pig Roast. Beloit Airport (44C). 11 a.m.-2 p.m. Info: 608-365 1925 or members. tripod. com AUGUST 24-Crested Butte, CO-Ch. 881 CB Falcons Fly-In. Mountain flying seminars, FAA Wings program, Young Eagles flights. Crested Butte Avion Airport (3V6) (OC02), Elev. 8980 ft. MSL. Info: 800-663-5374 or eaa881@hotmail.com AUGUST 31-Marion, IN-(MZZ) 12th Annual Fly-In Cruise-In, at the Marion Municipal Airport, 7-1 p.m. All you can eat Pancake Breakfast. All types of airplanes and vintage automobiles. Info: www.f/yincruisein.com AUGUST 31-Zanesville, OH-EAA Ch. 425 Fly-In/Drive-In Breakfast. Riverside Airport. 8 a.m.-2 p.m. Breakfast all day, lunch items 11 a.m.-2 p.m. Fly Market. Info: 740-454-0003. SEPTEMBER 6-7-Fresno, CA-EAA Ch. 376 18th Annual End 0' Summer Fly In. Sierra Sky Park (Q60). Camping or hotels. Fri. arrival & registration 4-6:00 p.m.; dinner 6-7:30 p.m. ($6) . Sat. pan cake breakfast 7-9:00 a.m. ($5); regis tration deadline for aircraft judging 10 a.m.; tri tip lunch Noon-1:30 p.m. ($6); awards 2:30 p.m. Info: 559-435 6349 or 559-439-5371 or wesand jeanie@bigfoot.com
SEPTEMBER 7-Cadillac, MI- EAA Ch. 678 Fly-In/Orive-In Breakfast. Wexford County Airport. 7:30-11 a.m. Info: 231-779-8113 SEPTEMBER S-Mt. Morris, IL-Ogle County Pilots Assn. & EAA Ch. 682 Fly-In Breakfast at Ogle County Airport (C5S)(Barnette Field). 7-12 noon. Info: 815-732-7268. SEPTEMBER 12-1S-Reno, NV-4th Annual Western Region Invitational. Co-sponsored by Rolls-Royce North America, NASM, Nat'l Aviation Hall of Fame and Reno Air Racing Assn. No more than 50 aircraft are selected for each Invitational. For details on eligi bility and judging criteria, entry appli cation, etc. contact Ann, 703-621-2839 SEPTEMBER B-lS-Watertown, WI 2002 Midwest Stinson Reunion. (RYV). Info: 630-904-6964 SEPTEMBER 14-Hollywood, MD-EAA Ch. 478 Fly-In, Open House, Young Eagles Rally, and Pancake Breakfast. Captain Walter Francis Duke Regional Airport (2W6). Info: 301-866-9502 SEPTEMBER 14-Palmyra, WI-(88C) Fly In Lunch, noon-2 p.m. Info: 630-904-6964 SEPTEMBER 14-Andover, NJ Andover-Aeroflex Airport (12N). EAA Vintage Chapter 7 annual Old Fashioned Fly-In. 10 AM-4 PM, (rain date Sunday, Sept. 15). Antique, clas sic and contemporary aircraft. Food, prizes, Pilots' Choice and People's Choice Awards. Everyone is welcome so fly-in, drive-in or walk-in for a fun day. Info:www.vintage-aircraft-7.org or Bill Moore, popmoore@webtv, 908 236-6619 or Lou Okrent, LOAF HQ@ATT.NET, 973-548-3067 SEPTEMBER 14-Andover, NJ-VAA Ch. 7 Annual Old-Fashioned Fly-In at Andover-Aeroflex Airport (12N). 10 am-4 pm. Hosting a full range of antique, classic, and contemporary air craft. Food, prizes, Pilots' Choice & Peoples' Choice Awards. Fly-in, drive in, or walk-in for a fun day. (Rain date Sunday, 9/15.) Info: 908-236-6619. SEPTEMBER 14-1S-Rock Falls, IL North Central EAA "Old Fashioned" Fly-In at the Whiteside County Airport (SQI). Best Country Pancake Breakfast 9/15. Forums, workshops, fly-market, camping, air rally, awards, food & exhibitors. Info: 630-543-6743 SEPTEMBER 14-1S-Bayport, New York-Antique Airplane Club of Greater New York Fly-In . Brookhaven
Airport. Static display of vintage & homebuilt aircraft. Awards in various categories. Info: 631-589-0374 SEPTEMBER 20-21-Bartlesville, OK 46th Annual Tulsa Regional Fly-In. Frank Phillips Field. Type club forums, static displays, exhibits. Admission by donation. Info: Charlie Harris 918 622-8400 SEPTEMBER 20-21-Grantville, NC EAA Ch. 1176 Aerofest 2002, Smith Airpark (25NC) Old-fashioned grass field fly-in and pig pickin' . Vintage, sport, ultralights. Camping and music Fri. & Sat. Info: 336-879-2830. SEPTEMBER 22-Hinckley, IL-Ch. 241 Fall Fly-In Breakfast. (OC2) On the grass. 7 a.m.-Noon. Info: 847-888-2919 SEPTEMBER 2S-Millington, TN (NQA) 6th Annual Memphis Plane Pull. Benefits the children of the Special Kids and Families, Inc. charity. Teams pull a Boeing 727 in various categories of competition. Also, EAA Midsouth Reg'l Fly-In and Young Eagles event. Info: spkids@wnm.net or cammons3@aol.com SEPTEMBER 2S-Hanover, IN-(641) Wood, Fabric, & Tailwheels Fly-In. Lee Bottom Flying Field. Cajun Avgas (15 Bean Chili) . Beautiful scenery, great people, old planes. Info: 812-866-3211 or www.LeeBottom.com SEPTEMBER 28-29-Alliance, OH American Military History Event. Barber Airport (201). Info: 330-823 1168, www.{barber@alliancelink.com OCTOBER 5-S-Wauseon, OH-Ch. 149 Annual Mini Chile Fly-In. Fulton County Airport (USE). Info: 419-636 5503 OCTOBER 12-Toughkenamon, PA-EAA Chapter 240, 28th Annual Fly In/Drive-In Pancake Breakfast. 8:00 a.m. at New Garden Airport (NS7). Young Eagles' Rally. Admission free. Info: 215-761-3191 OCTOBER 12-Ridgeway, VA-EAA Ch. 970 Old-Fashion Grass Field Fly-In and Pig-Picking. Pace Field (VA02). Info: 276-956-2159. OCTOBER 16-20-- Tullahoma, TN Beech Party 2002, A Homecoming. Staggerwing/Twin Beech 18/Beech Owners/Enthusiasts. Info: 931-455 1974 OCTOBER 19-5eguin, TX-(OTX6) Annual Fly-In at Elm Creek. Info: 830 303-6577 or VEStaley@peoplepc.com or http://www.aimav.com/airport/OTX6
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VINTAGE AIRPLANE
23
AUA would like to thank you - our customers - for your continued support. We appreciate having the opportunity to serve you. Together, we can continue partnering to provide affordable, quality insurance for vintage aircraft enthusiasts.
Thanks aga;nl See you at Oshkoshl AIHI/ENTVHE 05f11fO.sJ.; ,.... 2002 --~--
Stop and see us at Booth #B2005
AUA's Exclusive EAA Vintage Aircraft Association Insurance Program Lower liability and hull premiums Medical Ra ments incloded - neet discounts for multiple aircraft carrying all risk coverages - N o hand-propping exclusion No age-penalty - No component parts endorsements -
Discounts for clai m-free renewal s carrying all risk coverages
Call AUA for the best in corporate aircraft, helicopter, airport and general aviation insurance
800-727-3823
24
J ULY
2002
www.auao nline.com
Gwen & Arnold Vasenden Fertile, MN • In 1953, Arnold taught Gwen how to fly in a 1946 Cub • Flew to Port Isabel, TX (South Padre) and bock in 2001
Gwen Vasenden and her grand daugh ter, Samantha, stand with the Vasendens' plane.
/lAUA has been great answering all my questions - no hassle. I feel like I know them personally./I
- Gwen Vasenden
The best is affordable. Give AUA a call - It's FREE!
800-727 Fly with the pros... fly with AUA Inc.
VAA NEWS
continued from page 3
OTHER EAA AIRVENTUREI VAA HIGHLIGHTS The Tony's Red Carpet Express will be coordinated through the Red Barn. To schedule your transportation needs, sim ply contact us at the desk. The VAA Red Barn headquarters is also the VAA media headquarters. If you have any questions concerning special displays of events, ask at the desk. The Pioneer video programs will be available for viewing at the back of the
Red Barn throughout the convention. Come and enjoy the history we've cap tured in those early videos. The DTN weather system will be avail able throughout the day. The complimentary VAA participation plaques and mugs will be distributed at the Red Barn. The new computer system that allows us to distribute the plaques and m ugs more efficiently also affords us a conven ient method of locating members who have registered with us during the con vention. So, if ou need to find someone,
J
ii>L
.,..~IfI
------------- --
INTRODUCING
EAA FLIGHT PLANNER™ EM, in ar
agreement w ith AeroPlanner.com, is pleased to announce an exciting new Membership beneRt.. .EAA Flight Planner. Take advan~ of the newest Member benefit by heading over to www.eaa.org. Click on the EM Flight Planner icon, get registered and log onto Flight planner to plan your next Aignt.
FREE for EAA Members, EAA Flight Plan..,: -.. -.. -.. -.. -.. -.. -.. -.. -..
Files, stores and retrieves your flight plans via DUATS Displays your flight plan on an interactive sectional map Provides a flight planning "Wizard" for more flexibility Will "auto-route" based on your preferences Checks NOTAMs and MOAs along your route Checks weather along your route calculates weight and balance Provides the ability to view and print IFR approach plates Stores multiple aircraft profiles
Maximize Your Membership.. . Check Out EAA Flight Planner At www.eaa.org Today!
-~-
FLIGHTTM PLANNER
chances are we can help you do so in record time. The VAA Red Barn headquarters is also the VAA hospitality-information center. Please stop in to say hello, enjoy a cup of coffee or a lemonade, and "set a spell" on the porch. We look forward to seeing all of you and value your input. Let us know how we can make your convention stay more pleasant and enjoyable.
nMnESS VOICES OF AVIAnON EM will launch one of its most impor tant heritage preservation programs during EAA AirVenture Oshkosh 2002. It' s called Timeless Voices of Aviation. This program involves gathering, cata loguing, transcribing, and distributing the pioneering oral histories of aviation's first century. Phase one of the program focuses on gathering oral histories of avi ation combat and support veterans because they are passing away at a rate of approximately 1,100 per day. EAA AirVenture visitors can register to tell their stories as veterans or support people at the Timeless Voices of Aviation Pavilion, lo cated just southwest of the FAA control tower. Once recorded and transcribed, oral histories will be available through mu seum exhibits and via the web. Timeless Voices will also be a major partner with the Library of Congress' Veterans History Project, ensuring this material's availabil ity through its database. EM's 170,000 members and 1,000 Chapters will play key roles in collecting the stories of these American heroes. Apart from newly collected material, Timeless Voices will open hundreds of historically significant interviews from EAA TV's archives. From the Tuskegee Airmen to the Apollo astronauts and aer obatic pilots, EAA TV's collection chronicles flight's first century. For more information, contact the EM Development Office at 800-236-1025 or
deveiopment@eaa.org.
ALEXANDRIA AIRCRAFT LLC PURCHASES BELLANCA INC. ASSETS The Bellan ca Cruisemaster, Viking, and Super Viking aircraft are known for their unique wood -wing design, high performance, and outstanding q uality and craftsmanship. Approxi ma t ely 1,700 of these aircraft have been man u factured in Alexan d ria, Minnesota, since 1956. A new Min nesota company ca ll ed Alexand ria Aircraft LLC has purchased t he assets of Bellanca Inc. This purchase includes continued on page 29
26
JULY 2002
.u"·· ....
The first and only 2003 desktop calendar devoted to EAA's "grassroots."
.rr..::..AAircraft you can build and fly. • From your imagination, to EMs AeroCrafter, to garage, to the air - kitplane after beautiful kitplane will inspire you to start the project you have always dreamed of, building your own aircraft! • Stunning photography, aircraft specifications, where to find more information and "teasers" of EAA AlrVenture - THE place to bring your completed project to show it off to the world, are all part of this exciting 365 page desktop calendar. • Order your 2003 calendar today. Your dream is only a page and a day away from becoming reality!
Place your order by phone (120) 428-8912 or online at_EAA.org ~ ""'~""""""'ANIIoII
MIKE'S HANGAR is "Practicing a Tradition"
Fly high with a
quality Classic interior
Complete interior assemblies ready for installation Custom quality at economical prices.
We provide the following services: >- Restorations
>- Paint and Fabric >- Metalforming >- Fabrication >- Custom Building Award Winning Restorations
Mike Williams
3811 River Road, Columbus IN 47203
812-375-1954 fax: 812-314-0954
e-mail : mike@mikeshangar.com
Visit the Website: www.mikeshangar.com
• Cushion upholstery sets • Wall panel sets • Headliners • Carpet sets • Baggage compartment sets • Firewall covers • Seat slings Free catalog of complete product line. Fabric Selection Guide showing actual sample colors and styles of materials: $3.00.
Qi"~RODUCTS, INC.
259 Lower Morrisville Rd ., Dept. VA
Fallsington, PA 19054 (215) 295-4115
website : www.airtexinteriors.com
Fax: 800/394-1247
VINTAGE AIRPLANE
27
Aircraft Exhaust Systems Jumping Branch, WV 25969 800-227-5951 30 different engines for fitting
Award Winning Vintage Interiors
Antiques,
Warbirds, General Aviation
304-466-1724
Fax 304-466-0802
www.aircraftexh a u stsys.com
PRIM E
~ :.~~
CLASSIFIED REAL ESTATE
~,~~ J~~~"~
AVAILABLE ON THIS PAGE
$20
PER INCH/PER MONTH
10,000+
_
.n
1he use of Dacron or similar modern malerials os a subslilule for coHan is a dead giveaway 10 Ih. knowing .y•. They simply do nOllook righl on vinloge on"oli,' lrom Robert Mikesh, lormer lUralor 01 Ihe Nolionol Air and Space Museum, in his book Restoring Museum AkcraN.
VI/HAGE. AE.RO FAP.>RICJ, LTD
TO MAKE
"" PURVEYORS ""
HQ
920-426-6 127
"Original Nieuport 28 restored by Vintage Avianon Services'
1928 Travel Air 2000
Pancho: The Biography of Florence Lowe Barnes by
Barbara Schultz
VINTAGE AIRPLANE We 're always looking for technical articles and photos of your latest restoration. We can't offer you money, but we can make you a hero among fel low Vintage Aircraft enthusiasts!
Flying wires available. 1994 pricing. Visit flyingwires.com or call 800-517-9278.
Send your submissions to:
email: vintage@eaa.org For pointers on fonnat and content feel free to call 920-426-4825
28
JULY 2002
For sale, reluctantly: Warner 145 & 165 engines. 1 each, new OH and low time. No tire kickers, please. Two Curtiss Reed props to go with above engines. 1966 Helton Lark 95, Serial #8. Very rare, PQ-8 certified Target Drone derivative. Tri-gear Culver Cadet. See Juptner's Vol. 8-170. Total time A&E 845 hrs. I just have too many toys and I'm not get ting any younger. Find my name in the Officers & Directors listing of Vintage and e-mail or call evenings. E. E. "Buck" Hilbert For Sale: 1914 Benz 6-cylinder cutaway engine, restored, with its original propeller and Salmson 9-cylinder radial engine, com plete with mags, carb and prop. Wanted: Antique airplane engines, even in very bad condition, rotary, if possible. Phone: 01141 793346789
Write an article for
Editor, Vintage Airplane P.O. Box 3086 Oshkosh, WI 54904
BABBITT BEARING SERVICE - rod bearings, main bearings, bushings, master rods, valves, pis ton rings Call us Toll Free 1-800-233-6934, e-mail ramremfg@ao/.com Web site www.ramengine.com VINTAGE ENGINE MACH INE WORKS, N. 604 FREYA ST., SPOKANE, WA 99202.
THERE'S JUST NOTHING LIKE IT ON THE WEB!! www.aviation-giftshop.com A Web Site With The Pilot In Mind (and those who love airplanes)
FOR MORE INFO.
OX5 powered, 40 hrs since
restoration, very nice flyer.
Make offer to 913-963-7951 or
www.geocities.comlox5travelair
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 of second month prior to desired issue date (Le., January 10 is the closing date for the March issue). VAA reserves the right to reject any advertis ing in conflict with its policies. Rates cover one insertion per issue. Classified ads are not accepted via phone. Payment must accom pany order. Word ads may be sent via fax (920-426-4828) or e-mail (c1assads@eaa.org) using credit card payment (all cards ac cepted). Include name on card, complete address, type of card, card number, and expi ration date. Make checks payable to EAA. Address advertising correspondence to EAA Publications Classified Ad Manager, P.O. Box 3086, Oshkosh, WI 54903-3086.
Airplane T-Shirts
150 Different Airplanes Available
WE PROBABLY HAVE YOUR AIRPLANE!
www.airplanetshirts.com 1-800-645-7739
IMPRESSIONS.
CALL JULIE AT EAA
Something to buy, sell or trade?
Classified Word Ads: $5.50 per 10 words, 180 words maximum, with boldface lead-in
Every
Ohio Aircraft Interior
is a future piece of
aviation history.
Paul Workman
OHIO A IRCRAFT INTERIORS
Parr Airport (421)
Zanesville, Ohio 43701
800.794.6560
VINTAGE
TRADER
Aviation 's most colorflll member! Order from: Little Buttes Publishing PO Box
2043
panchobook@ msn.com OR
CA 93539 661-965-2645
Lancaster,
www.planemercantile.com Aviation Gifts
Custom Aircraft Restoration and Construction Tube and Fabric, Wood, Aluminum. Customair, 202 Aviation Blvd., Cleveland, GA 30528, 706 348-7514, rblassett@alltel.net 1938 Focke Wulf Stieglitz. Very rare, very beauti ful. Museum quality restoration, Swedish mil itary markings. Has won trophies at Oshkosh and numerous other places. A reliable low maintenance airplane with excellent flying qualities. Engine 65 STOH. $90,000 530 642-1970 or wayne@e-easi.net
VA ANEW S
continued from page 26
the type design data for Bellanca models 14-19 Cruisemaster through 17-30A Su per Viking. The new company was created by a group of six aviation profes siona ls wi t h intima t e know ledge of Be ll anca aircraft an d more than 150 years of combined experience in aircraft design/engineering, FAA certification and flight testing, aircraft and parts manufacturing, inspection, parts sales, aircraft avionics, and aircraft repair. Alexandria Aircraft intends to provide parts and services for the Bellanca mod els, but it is looking for a purchaser for the Eagle Model DW-l agricultural spray airplane, including the type certificate with all the type design data and tooling and the existing inventory of parts. Alexandria Aircraft LLC is now in the process of restructuring the Bel la n ca assets to reduce overhead and make the manufacturing of parts more efficient. This will include a new com pu ter-based production and quality con trol system compliant with FAR Part 21, "Certification Procedures for Products and Parts." When it receives FAA approval of its new quality con trol system, it will manufacture and sell the parts most urgently needed by Bellanca aircraft owners, adding to the inventory as cash flow and time will a ll ow. During this init ial phase, Alexandria Aircraft also intends to pro duce new service kits, which will allow owners of older Bellanca aircraft to up grade their aircraft. Once Alexandria Aircraft LLC is established as a Be l lanca ai rcraft parts and service provider, it will set up an in-house op eration to refurbish older Bellanca aircraft. Manufacturing new Super Viking aircraft will be initiated after the new company is well established. Alexandria Aircraft LLC will be located at the northern end of the Viking Building on the Alexandria, Minnesota, Chandler Airport, 2504 Aga Drive, Alexandria, MN 56308,320-763-4088 (telephone), 320 763-4095 (fax). Bellanca aircraft owners are asked to contact Alexandria Aircraft to let it know their parts and service priorities; don't forget to include your name /a d dress/telephone number and your airplane's model/serial number. ......
Workshop Schedule July 12-142002
Griffin. GA RV ASSEMBLY
Sept 27-29. 2002
Corona. CA RV ASSEMBLY
August 9-11 . 2002 Griffin. GA TIGWELDING
Oct. 18-20. 2002
Oshkosh. WI RVASSEMBLY
August 16-18. 2002 Griffin. GA RVASSEMBLY
Oct 19-20. 2002
Boston. MA SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING
Nov 2-3. 2002
Minneapolis. MN SHEET METAL COMPOSITE CONSTRUCT. INTRO TO AIRCRAFT BLDG FABRIC COVERING
August 17-18. 2002 Arlington. WA SHEET METAL COMPOSITE CONSTRUCT. FABRIC COVERING Sept 14-15. 2002
Sept 20-22. 2002
Sept 20-22. 2002
Denver. CO SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING INTRO TO AIRCRAFT BLDG. Nov 8- 10. 2002 ELECTRICAL SYSTEMS & AVIONICS Nov 9-10. 2002 Griffin . GA TIGWELDING RV ASSEMBLY Corona. CA LANCAIR ASSEMBLY
Griffin. GA TIGWELDING Griffin. GA FINISHING & SPRAYING PAINT GAS WELDING SHEET METAL SHEET METAL FORMING
Visit www.sportair.com for a complete listing of workshops.
$PORTAIR
WORKSHOPS --~--
1-800-WORKSHOP 1-800-967-5746 sportair@eaa.org VINTAGE AIRPLANE
29
~~~INTAGE
MERCHANDISE
a. Golf ShIrts••••••••••••• $31.95 The Vintage golf shirt is your versatile. comfortable. 100% combed cotton sport shirt for almost every activity.
Seagrass: mel VOO539 Ie VOO540 xl VOO541 2x VOO542
Burgundy
am VOO543 VOO545 VOO546 2x VOO547
Ig
xl
Ocean Blue
MaIze Yellow
am VOO549
am VOO555
mel v00550
mel VOO556 xl VOO558 2x VOO559
II VOO552 xl
2x
VOO5&3 v00554
ORDER ONLINE
WWW.EAA.ORG b.
b. Select Bound VIntage Volumes Limited quantities of Vintage bound volumes are available.
1990 and before ••••••••••• $25.00 After 1990 ............... $30.00
c. Travel MtIC ..... VOO342
$12.95
Classic stainless steel mug with plastic handle and cap. Standard base fits most car cup holders.
d. Coffee MtIC ..... VOO234
$4.95
Enjoy your morning coffee with this blue trimmed Vintage logo mug.
TELEPHONE ORDERS
800-843-3612 FROM US AND CANADA
e. Vintage caps............. $12.95
ALL OTHERS CALL
920-426-591 2
Choose a color and style to fit your personal taste_
d_
Royal Blue ••••••••••••••• VOG355 ~ ••••••••••••••••••• V00356 Olive (not shown) ••••••••••••• V00357
P.O . Box 3086 WI 54903-3086
OSHKOSH ,
Maroon ••••••••••••••••• VOO438 Red w/navy (not shown) ••••••• Khaklw/navy ••••••••••••• Yellow w/navy •••••••••••• Natural wired (not shOwn) •••••• Red w/black •••••••••••••
VOO361 V00439 V00435 V00436 V00437
e. 30
JULY 2002
Leather Bags fro. Vintage Aircraft An embossed logo graces each of these finely crafted. genuine leather bags. which come in either tan or black.
f. Leather BrIefcase .•.••••••• $79.9& tan V00497 black VOO51O Crafted with a rich design. this case has several interior pockets and goes from home to the boardroom in style. Approxi mately 12"h x 16"w x 4.5"d
g. Leather Pouch •••••••••••• $21.95 tan VOO584 black VOOS13 Flapped. soft leather bag has shoulder strap. Approximate size: 7.5"h x 5"w x 15"d
h. Leather BeckpMk •••••••••$49... tan VOO498 black VOOI11 Perfectly sized with convenient zippered pockets on the inside and outside. ~ proximately: ll."h x 9"w x 4.5"d
I. Leather Pocket . . , (black only) ••••••••••• VOO512 $48.85 Convenient phone/sunglass pocket make this bag a definite accessory. Approximate size: 9 "h x 6"w x 3"d
J. E........d DenIIII Jacket ••••. $85.99 Cotton denim jacket with Vintage patch on the front and embossed planes and logo on the back. xl VOO243 mel VOO241 2x VOO244 Ig VOO242
DON'T MISS OUT ON
THESE GREAT VALUESI
ORDER NOW
TELEPHONE
ORDERS
800-843-3612 FROM US AND CANADA
ALL OTHERS CALL 920-426-5912
ORDER ONLINE
WWW.EAA.ORG MAIL ORDERS P.O. BOX 3086 OSHKOSH.WI54~3086
Membership Services VINTAGE
AIRCRAFT ENJOY THE MANY BENEFITS OF EAA AND THE EAA VINTAGE AIRCRAFT ASSOCIATION ASSOCIATION
Directory'
~
EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086
OFFICERS President
Vice-President
Espie "Butch" Joyce P.O. Box 35584 Greensboro, NC 27425 336-668-3650
George Daubner 2448 Lough Lane Hartford, WI 53027 262-673-5885 vaallyboy@aol.com
windsock@aol.com
secretary Steve Nesse 2009 Highland Ave. Albert Lea, MN 56007 507-373-1674
Treasurer Charles W. Harris 7215 East 46th St. Tulsa, OK 74147 918-622-8400
cwh@hv5u.com
DIRECTORS Oavid Bennett P.O. 80x 1188 Roseville, CA 95678 916-645-6926 a"tiquer@illreac11.com
Jeannie Hill P.O. Box 328 Harvard, IL 60033 815-943-7205
John Berendt
Steve Krog
dinghao@owc."et
7645 Echo Point Rd. Cannon Falls, MN 55009 507-263-2414 fclzld@rronnet.1.com
1002 Heather Ln. Hartford, WI 53027 262-966-7627
Robert C. "Bob" Brauer
Robert D. "Bob" Lumley 1265 South 124th St. Brookfield, WI 5300S 262-782-2633 Illmper@execpc.com
c~fc~~;: 1~0~~0 773-779-2105
pl/OWpilot(gbol.com
John S. Copeland
1A Deacon Street
North'fo~~~§~~4~tS 01532
sskrog@aol.com
Gene Morris 5936 Steve Court Roanoke, TX 76262 817-491-9110
copelotldl@jwlO.com
n03capt@tlash.net
Phil Coulson
Dean Richardson 1429 KingsJ/;nn Rd
28C1~~~~';J?m~fr 616-624-6490
StoulJl;~i7_8~Jl589
rcollison516@cs.com
dar@aprilaire.com
Roger Gomoll
Geoff Robison
1521 E. MacGregor Dr.
3i~~~t~r~~~5t~1
New Haven, IN 46774
507-28S-2SIO pledgedriYe@mSI1Com
260-493-4724 chie{702S@aol.com
Dale A. Gustafson 7724 Shady Hills Dr.
S.H. "Wes" Schmid 2359 Lefeher Avenue Wauwatosa, WI 53213 414-771-1545 shschmid@milwpc.com
India3ntrz~_~~366278 dale(aye@msfl.com
DIRECTORS
EMERITUS
Gene Chase 2159 Carlton Rd. Oshkosh, WI 54904 920-231-5002
E.E. "Buck" Hilbert P.O. Box 424 Union, IL 601S0 81S-923-4591
buck7ac@mc.net
ADVISORS Alan Shackleton
P.O. 80x 656
Sugar Grove, IL 60554-0656
630/466-4193
103346.1772@mmpuserve_com
Steve Bender
Dave Clark
815 Airport Road Roanoke, TX 76262 817-491-4700
635 Vestal Lane Plainfield, IN 46168 317-839-4S00 davecpd@iquest.net
sst l()()@y.rorldnet.att.net
Phone (920) 426-4800
Fax (920) 426-4873
Web Site: http://www.eaa.org and http://www.airventure.org
EM and Division Membership Services 800-843-3612 ............ FAX 920-426-6761 Monday-Friday CSl) (8:00 AM-7:00 PM • New/renew memberships: EAA, Divisions (Vintage Aircraft Association, lAC, Warbirds), National Association of Flight Instructors (NAFI)
• Address changes • Merchandise sales • Gift memberships
Programs and Activities EAA AirVenture Fax-On-Demand Directory .......................... 732-885-67l1 Auto Fuel STCs .............. 920-426-4843 Build/restore information ..... 920-426-4821 Chapters: locating/organizing .. 920-426-4876 Education ..... ...... . . . . . .. 920-426-6815 • EAA Air Academy • EAA Scholarships
E-Mail: vintage @ eaa.org
Flight Advisors information ... . 920-426-6522 Flight Instructor information .. . 920-426-6801 Flying Start Program .... .. .... 920-426-6847 Library Services/Research ...... 920-426-4848 Medical Questions .... .. ...... 920-426-4821 Technical Counselors . . .. . , ... 920-426-4821 Young Eagles ................ 920-426-4831 Benefits AUA ...................... AVEMCO .................. Term Life and Accidental .... .. Death Insurance (Harvey Watt &
800-727-3823 800-638-8440 800-241-6103 Company)
Editorial Submitting article/photo; advertising informa tion 920-426-4825 ............ FAX 920-426-4828 EAA Aviation Foundation Artifact Donations ..... . ..... 920-426-4877 Financial Support .... ..... .. 800-236-1025
MEMBERSHIP INFORMATION
EAA Membership in the Experimental Aircraft Associ ation, Inc. is $40 for one year, induding 12 issues of SPORT AVIATION. Family membership is available for an additional $10 annually. Junior Membership (under 19 years of age) is available at $23 annually. All major credit cards accepted for membership. (Add $16 for Foreign Postage.)
VINTAGE AIRCRAFT ASSOCIATION Current EAA members may join the Vintage Aircraft Associaton and receive VINTAGE AIR PlANE magazine for an additional $36 per year. EAA Membership, VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magazine not in cluded). (Add $7 for Foreign Postage.)
lAC Current EAA members may join the Interna tional Aerobatic Club, Inc. Division and receive SPORT AEROBATICS magazine for an addi tional $45 per year. EAA Membership, SPORT AEROBATICS magaZine and one year membership in the lAC Division is available for $55 per year (SPORT
AVIATION magazine not included). (Add $15 for Foreign Postage.)
WARBIRDS Current EAA members may join the EAA War birds of America Division and receive WARBIRDS magazine for an additional $40 per year. EAA Membership, WARBIRDS magazine and one year membership in the Warbirds Divi sion is available for $50 per year (SPORT AVIATION magazine not included). (Add $7 for Foreign Postage.)
EAA EXPERIMENTER Current EAA members may receive EAA EXPERIMENTER magazine for an additional $20 per year. EAA Membership and EAA EXPERIMENTER magazine is available for $30 per year (SPORT AVIATION magaZine not included). (Add $8 for Foreign Postage.)
FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars . Add required Foreign Postage amount for each membership.
Membership dues to EAA and its divisions are not tax deductible as charitable contributions.
Copyright ©2002 by the EM Vintage Aircrah Association All rights reserved. VINTAGE AIRPlANE (ISSN 0091-6943) IPM 1482602 is published and owned exclusively by the EM Vintage Aircrah Association of the Experimental Aircrah Association and is published monthly at EM Aviation Center, 3000 Poberezny Rd., PO. Box 3086, Oshkosh, Wisconsin 54903-3086. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and al additional mailing offices. POSTMASTER: Send address changes to EM Vintage Aircrah Associalion, PO. Box 3086. Oshkosh, WI 54903-3086. FOREIGN AND AFO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPlANE to foreign and APO addresses via sur face mail. ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. EDITORIAL POLICY: Readers are encouraged 10 submil stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. No renumeration is made. Material should be sent to: Edilor, VINTAGE AIRPlANE. PO. Box 3086. Oshkosh, WI 54903-3086. Phone 920/426-4800. EAA'!J and SPORT AVIATIO~, the EM Logo~ and Aeronautica™ are registered trademarks, trademarks, and service marks of the Experimental Aircraft Association, Inc. The use of these trademarks and service marks without the permission of the Experimental Aircraft Association, Inc. is strictly prohibited. The EM AVIATION FOUNDAllON Logo is a trademark of the EM Aviation Foundation, Inc. The use of this trademark without the permission of the EM Aviation Foundation, Inc. is striclly prohibited.
32
JULY 2002
A company built on