VA-Vol-30-No-9-Sep-2002

SEPTEMBER 2002

VOL. 30, No. 9

STRAIGHT & LEVELlButchJoyce 2

VAA NEWS/H.G. Frautschy

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EAA VINTAGE AIRVENTURE AWARD WINNERS

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MY FIRST AVIATION JOB BEING A MECHANIC IN THE EARLY DAYS/JOhn M. Miller

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LETIING GO YOU'LL KNOW WHEN IT'S TIM ElNoel Allard

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MEETING LINDBERGH A CHILDHOOD DREAM COMES TRUE / Ev Cassagneres

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ONE MEYERS IS NEVER ENOUGH

Budd Davisson 18

THE FIRST SCHEDULED AIRLINE THE ST. PETERSBURG MUSEUM OF HISTORY'S BENOIST 14B REPLIcA/H.G. Frautschy

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NEW MEMEBERS

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PASS IT TO BUCK/Buck Hilbert

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MYSTERY PLANE

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CALENDAR

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CLASSIFIED ADS

WWW.VINTAGEAIRCRAFT.ORG

Publisher Editor路Jr,路Cllief Executive mrector, Editor VAA Administrative Assistant Executive Editor Contributing Editors Graphic Designer Photography Staff

TOM POBEREZNY

scon SPANGLER HENRY G. FRAUTSCHY THERESA BOOKS MIKE DIFRISCO JOHN UNDERWOOD BUDD DAVISSON OLIVIA L. PHILLIP JIM KOEPNICK LEEANN ABRAMS

Advertlsing/Editorial Assistant ISABELLE WISKE

FRONT COVER: Meyers Aircraft of Tecumseh, Michigan, hand built each of the post-war Meyers 200 and Meyers 145. Each model is highly prized by the fortunate owners who have one, or both, in their stable. EAA photo by Jim Koepnick BACK COVER: "Blanche Noyes and Louise Thaden Win the 1936 Ben颅 dix" is the tile of this winner of a Par Excellence ribbon during the 2002 EAA Sport Aviation Art Competition . Painted in oil by artist An颅 drew Whyte, Norwalk, Connecticut.

ST

BY ESPIE "BUTCH" JOYCE PRESIDENT, VINTAGE ASSOCIATION

EAA AirVenture-What an event!

For all of you who attended, what a great event EAA AirVenture 2002 was! The Vintage area of the conven­ tion grounds will be remembered as having the greatest number of qual­ ity aircraft ever. We had a terrific number of antiques in attendance, including the one-of-a-kind Pasped Skylark, powered by a 165-hp Warner and owned by Bob Penny of Mis­ souri. Tom Brown, one of the truly great restorers, rebuilt the airplane, and it won the Champion Bronze Age award.

Moving around the Antique parking area [ was happily thunderstruck to see three G-model Staggerwings and one D­ model converted to a G-model (a "Younkin conversion") that is owned

by Larry Beck of Canby, Oregon. Larry did much of the work on this aircraft himself, and it is outstanding. It won the Antique Champion-Customized Aircraft, and [ will bet that you 'll be seeing this yellow beauty at fly-ins aroLind the country.

Our grand champions in all three categories were excellent examples of what dedicated people can accomplish.

Be sure to review the entire list of award winners starting on page four.

Once again, the Red Barn was the center of the activity during the convention. One of the fea­ tured spots in the Red Barn was your Vintage merchandise sales area.

Magazine and websites are great, but here you could view merchandise firsthand, purchase the items you wanted to wear, and then display your Vintage logo with pride.

Recognizing that many of you fly in with airplanes that have a limited amount of baggage space, sometimes it is tough to transport your new goodies home in your airplane. I hope that by EAA AirVenture 2003 we will be able to offer a convenient shipping method for members. Be­ cause [ am usually in Oshkosh for a couple of weeks, [ drive a motor home to the event each year. For the return trip, I have a couple of the storage lockers on that motor home

filled with items that friends have purchased. I am glad to do this, but it has made me aware that this is an area that we can help.

The Red Barn is also a place where YOLi ca n find information, leave mes­ sages for friends, pick up your participant plaque and fly-in mug, and look at the weather on the DTN com­ puter. The Red Barn is also a gathering place for the gang during the air show. [n front of the Red Barn this year for everyone to view was Jim Younkin's Mr. Mulligan, as was Jim Moss' new Laird Super Solution replica. What a great sight it was to see both of the aircraft in the air fly­ -ing together. Where else but at Oshkosh during EAA AirVenture could you relive the golden age of air racing with a scene like that?

Where else but

at Oshkosh during

EAA AirVenture

could you relive

the golden age of

air racing ...

Eighteen years ago the Vintage Aircraft Association started the Type Club tent for the members. Each year it's proven to be one of the most popular locations in our area.

It 's always well a ttended, and start­ ing this year, the type clubs were invited to park an aircraft for display to help promote th e ir type club. [t too proved to be a neat program , with many clubs displaying one of two of their favorite airplanes as a way to invite folks to step inside the tent and learn more about "keeping them flying."

Some years ago we started invit­ ing past Grand Champions to return and be displayed in a special area.

This year we had 29 returning air­ craft, which really adds to the quality of aircraft on display. Seeing these great airplanes adds to the en­ joyment of the event for both the general public and for all members.

This year the 50th anniversary fly­ in celebration gave a palpable sense of nostalgia for a great many mem­ bers. Many members came to this year's event precisely for that reason, and it was said many times to me and other directors and staff how enjoy­ able the convention was this year. I couldn't agree more.

I had a meeting with Tom back in January concerning division busi­ ness, and during that meeting Tom expressed his interest in seeing the divisions also take part in the an ­ niversary celebration. At the ribbon cutting of the re-creation of the first fly-in area, the Vintage Aircraft As­ SOCiation, with Charlie Harris performing the master of ceremonies honors, presented an original Pat Packard painting of the first fly-in to Paul. Presented to him as a way of thanking him for his vision and ef­ forts to propel EAA to the huge success that it has become, we felt it appropriate to surprise Tom with his own special painting for his leader­ ship, effort, and vision, as he has continued the growth and success of EAA. I hope you didn't miss it-it re­ ally was a special moment, and it was wonderful to see so many faces that have been present for many of the past 50 conventions.

Let 's keep it going! You can do your part and ask a friend to join up with us and have a great time.

Let's all pull in the same direction for the good of aviation.

Remember, we are better together.

Join us and have it all. .....

VINTAGE AIRPLANE

VAA NE

5

COMPILED BY H.G. FRAUTSCHY

TYPE CLUBS MEET WITH FAA AT EAA AIRVENTURE

Various clubs representing a wide range of aircraft types discussed several key issues during a meeting with FAA officials at EAA AirVenture Oshkosh 2002. Topics included expanding the use of designated engineering representatives (DERs); expanding the number of modi­ fications or additions to aircraft that will not require a supplemental type certificate (STC); the Airworthiness Concern Sheet (ACS) program; and the release of older information and intellectual property laws as they per­ tain to maintaining and restoring older aircraft.

will be issued during the second half of 2002. An up­ date of the field approval guide for FAA inspectors is in the works, and the guide should make it easier for FAA inspectors to approve Form 337s.

Airworthiness Concern Sheet Program Many type club members have participated in the Airworthiness Concern Sheet (ACS) program, com­ menting on maintenance issues that affect their particular aircraft. About 60 percent of those mainte­ nance issues become airworthiness directives (AD), with the other 40 percent becoming special airworthiness information bulletins (SAIB). In the past, a much higher per­ centage of maintenance­ related issues would have become ADs.

Release of Older Information and Intellectual Property Laws

EAA Washington Office Director Doug Macnair hosted the meeting at EAA's Mini Museum with FAA Small Airplane Directorate Manager Mike Gallagher and FAA Small Airplane Directorate Assistant Manager Dorenda Baker. Also present were Mike Henry, assistant manager of Flight Standards Service, General Aviation and Commercial Directorate; and Scott Sedgwick, man­ ager of the regulations and policy section of the FAA Small Airplane Directorate in Kansas City, Missouri.

E.E. Buck Hilbert, director emeritus of the Vintage Aircraft Association, and H.G. Frautschy, executive di­ rector of the Vintage Aircraft Association, represented EAA headquarters.

Gallagher briefed the attendees on two policy ini­ tiatives: expanding the use and approval of DERs and expanding the number of modifications or additions to aircraft that can be approved using an FAA Form 337 without requiring an STC. Both policy changes 2

SEPTE MBER

2002

Many of the attendees representing type clubs expressed frustration in obtaining field approvals and the pertinent infor­ mation, including factory draWings, needed to maintain and restore their respective airplanes. A frank discussion of the issues involving the release of older information and the intellectual property laws that mayor may not apply was also part of the dialogue with the FAA officials and the type club members.

Starting in 2003, a program to identify type certifi­ cate holders and enter them in an electronic database will be initiated by the FAA, and an effort to identify unknown holders will be started. The intent is to make as much of the type certificate data available to users as possible. Several hurdles regarding the release of the in­ formation must still be dealt with, but identifying each certificate holder is the first step in the process.

This is the fourth annual meeting between the type clubs and FAA hosted by EAA and the Vintage Aircraft Association, and all agreed that it continues to be a valuable forum to highlight issues of mutual concern.

~fJ7G

AIHVENTURE OSHKOSH

* 211112

~

EAA AIRVENTUR E OSHKOSH 2002

flew more than 100 Young Eagles during that time period! In addi­ tion to being awarded with a commemorative plaque of his own, Lloyd's name was added to the perpetual plaq ue kept at the VAA Red Barn.

In this month's issue of Vin­ tage Airplane we've included the

COPIES OF INDIVIDUAL AIRCRAFT RECORDS

list of award winners from EAA AirVenture 2002, and we'll have full-color coverage of the hap­ penings in the Vintage area in the October issue.

During the annual business meeting of the Vintage Aircraft Association, President Espie "Butch" Joyce, Secretary Steve Nesse, and directors Jeannie Hill, John Berendt, Robert Lumley, Dean Richardson, Steven Krog, and Geoff Robison were re­ elected to two-year terms . In addition, advisers David Clark and Steve Binder were elected as directors on the VAA board.

For many years, the records for your aircraft were available on mi­ crofiche for a very reasonable fee.

Now that data is available on a more modern media-a CD-ROM. The FAA Aircraft Registration Branch maintains registration records on individual aircraft and also serves as a repository for air­ worthiness documents received from FAA field offices.

Aircraft registration records con­ tain documents related to an aircraft's registration history, such as applications for aircraft registra­ tion, evidence of ownership, security agreements, mechanics liens, lien releases, leases, and lease terminations. The airworthiness portion of the file contains items such as applications for airworthi­ ness, copies of airworthiness certificates, major repair and alter­ ation reports, and related items.

Copies of these records may be ordered on paper or CD-ROM. One aircraft record is included per CD, and it can be viewed using Adobe Acrobat Reader. The most current version of Acrobat Reader will be included on the CD. The records for aircraft removed from the U.S. Civil Aircraft Register prior to 1984 are usually paper files, and in most instances have been sent to Federal Storage. These records can be retrieved, and they are available on paper only.

Copies of aircraft records are available to the public subject to the following fees: CD-ROM: $5 per CD-ROM (one aircraft record per CD). Plus, if re­ quired, $3 to certify the record is true and complete. This is gener­ ally only required for court cases.

2002 ART MORGAN VOLUNTEERS OF THE YEAR

Volunteers really do make the Vintage area tick, and each year we recognize a few individuals for their efforts. This year's honorees are as follows: Flight Line:

Tom Taylor, Cherry Valley, Illinois Behind-the-Scenes:

Sandy Perlman, Oshkosh, Wisconsin Meritorious Service:

Craig Baumgartner, Auburn, Indiana Clair Dahl, Ellendale, Minnesota TOP VAA YOUNG EAGLES FLIGHT LEADER

Congratulations are also in or­ der to VAA member Lloyd Richards, of Timmins, Ontario, Canada. Lloyd was the top Young Eagles flight leader between July I, 2001, and June 30, 2002. Lloyd

VAA STICKERS

If you've renewed or joined the VAA within the last few months, you've received our new VAA Mylar stickers. These new decals are proving to be much more durable and fade resistant than the previous stickers, and as an added bonus, they are printed on both sides, so they can be ap­ plied to either the inside of a window or any outside surface.

Please let us know wha t you think of the new decals!

PAPER: $2 search fee for each aircraft record requested. Plus, 25 cents for a photocopy of the first page of records on paper, and 5 cents for each successive paper page. An average paper record has 76 pages. Plus, as appropri­ ate, $2 if the record must be recalled from Federal Storage. $3 to certify the record is true and complete, again generally only required for court cases.

A billing letter will be sent with the requested aircraft records.

Requests for copies of an air­ craft's records may be sent to the Aircraft Registration Branch by letter (address below), online (https://diy.dot.gov),.or by fax (405-954-3548).

Requests from outside the United States must be in writing and accompanied by a check or money order made payable to the Federal Aviation Administration in U.S. funds sufficient to cover the projected fee.

For more information, call the Aircraft Registration Branch at 405-954-3116.

Mailing Address: FAA, Aircraft Registration Branch, AFS-750, PO Box 25504, Oklahoma City, OK 73125. continued on page 28 VINTAGE AIRPLANE

3

AWA

AIHVENTUHE OSHKOSH

* ZIIIIZ

iZ)

Outstanding Open Cockpit Monoplane: Carlene Mendieta, Pinole, CA 1936 Ryan Aeronautical , STA (NC16039) Outstanding Closed Cockpit Biplane: Les Chasmere, McAlester, OK 1936 Waco ZQC-6 (N16203)

Outstanding Open Cockpit Biplane: none awarded in 2002

WWII Era (1942-1945)

Outstanding Open Cockpit Biplane:

Jim Jones, Newton, IA 1942 Meyers OTW-145 (N34323)

Grand Champion:

Vernon Vick, Dublin, OH

1942 Boeing PT-17 Stearman

(N75SV)

Reserve Grand Champion: Herbert Clark, Weirsdale, FL 1942 Boeing Stearman (N55511) Champion Replica Aircraft: Jim Moss, Graham, WA

Laird Super Solution (N22ML)

Champion World War II Military Trainer/Liaison: Jay Anding, Bryan, TX 1941 Boeing Stearman, A75N1/N2S1(N341AA) Champion Customized Aircraft: Larry Beck, Canby, OR 1944 Beechcraft G17S Staggerwing (N1944B)

Champion Bronze Age: Robert Penny, Versailles, MO - 1935 Pasped Skylark W1 (NC14919)

Closed Cockpit Monoplane Runner Up: Raymond Johnson, Buffalo, MN 1943 Boeing Stearman (N65691)

Bronze Age Runner Up: David Stark, Weatherford, TX 1937 Stinson SR-9F (N18425)

Continuously Maintained Aircraft: Bradley Larson, Excelsior, MN 1938 Ryan SCW-145 (NC18912)

Champion World War II Era (1943-1945): Steve Craig, Lawrence, KS 1946 Beechcraft G-175 Staggerwing (NC80321)

Judges' Choice: Arngrimur Johannsson, Iceland 1943 Piper L-4/ J-3 (TF-CUP)

Outstanding Customized Aircraft: James Hardie, Heber Springs, AR 1939 Taylorcraft BC-65 (N23892) Customized Aircraft Runner Up: Larry Boehme, Hillsboro, WI 1941 Waco UPF-7 (N180LN) Silver Age (1928-1932)

Outstanding Open Cockpit Biplane:

John Coussens, Stanwood, WA 1929 Travel Air, Model 4000 (N9024)

Champion Golden Age: none awarded in 2002 Champion Silver Age: Ronald Price, Sonoma, CA 1929 Fleet, Model 1 (NC8616) 4

SEPTEMBER 2002

Bronze Age (1933-1941)

Outstanding Closed- Cockpit Mono足

plane: Max Davis, Waconia, MN - 1935

Stinson, SR-6 Reliant (NC15127)

Grand Champion:

Paul Gould, Sardinia, OH - llAC

Chief (C9526E)

Reserve Grand Champion: Stephen Culler, Winston-Salem, NC Tri-Pacer PA-22-150 (N2311P)

Best Navion: Luis Olaguibel, Mexico City, Mexico XB-BEM

Cessna 170/172/175: Ed Wischmeyer, Redmond, WA 1959 Cessna 175 (N59175)

Best Classic I (0-80 HP): Raymond Cook, Spring Grove, IL Taylorcraft BC12D (NC43645)

Best Piper J-3: Madonna McMahan, Wausau, WI J-3 (NC88456)

Cessna 180/182/-210: Mike Forney, Lambertville, NJ 1965 182-H (N940W)

Best Classic II (81-150 HP): Mark Holliday, Lake Elmo, MN Swift Temco GC-1B (N2353B)

Best Piper Other: Eric Presten, Vineburg, CA PA-16 (NC5875H)

Mooney: Donald McGettigan, Mesa, AZ 1962 Mooney (N6242U)

Best Classic III (151-235 HP): Edward Monoski, Kent, CT 108-2 (N9609K)

Best Stinson: Steven Smith, Santa Rosa, CA 108-1 (NC97979)

Piper PA-18 Super Cub: Jack Menier, Coon Rapids, MN 1959 PA-18 (N9796D)

Best Classic IV (236 HP & Up): Charles Luigs, Bandera, TX Cessna 195 (N4426C)

Best Swift: Donald Woodhams, South Haven, MI GC-1B (N3866K)

Piper PA-24 Comanche: William and Susan Harryman, Marion, WI 1965 PA-24-260 (N8582P)

Best Taylorcraft: Lee Bowden, Independence, IA BC12-D (N39911)

Piper PA-28 Cherokee: Donald Downin, Mesa, AZ 1965 PA-28 (N6874W)

none awarded in 2002

Best Limited Production: Edward Sweeney Jr., Black Forest, CO Aerocar (Nl02D)

Limited Production: Robert Gutteridge, Santa Rosa, CA 1957 Champion (N7557B)

Customized Class B (81-150 HP): Bob Reuther, Nashville, TN Luscombe (NC144BR)

Preservation: Donald Claude, Poplar Grove, IL - Taylorcraft BC-12D (NC96440)

Best Continuously Maintained: Jim Simmons, Nashville, TN 1962 Piper PA-24-250 (N8071P)

Best Customized Classic: Marty Lochman, Newalla, OK Cessna 140 (NC773SH)

Customized Class A (0-80 HP):

Customized Class C (151-235 HP): Raymond Miller, Taylors, SC Swift GC-1B (N80856)

Most Unique: Jan Christie, Ft. Atkinson, WI - 1958 Percival (N747JC)

Customized Class D (236 HP & Up): Rod Hill, Carefree, AZ - C-195A (N9869A) Best Customized Runner Up: Frank Sperandeo, Fayetteville, AR Pacer PA-22/20 (N3383A) Best Aeronca Chief: Patricia Early, Palmyra, PA 11AC (NC3729E) Best Beechcraft: Roland Schable, Janesville, WI Beech E-35 (N3490B) Best Cessna 170/180: Rodney Erickson, Fairmount, ND Cessna 170 (N2600V) Best Cessna 190/195: Mike Barron, Perry, MO Cessna 195 (N3040B) Best Ercoupe: Robert Davis, Anacotes, WA 415-E (N94805) Best Luscombe: Garrett Nievin, Ashburn, VA 8A (N71102)

Grand Champion:

Paul Erickson, Novato, CA

1960 Cessna 310D (N6817T)

Custom Class I Single Engine (0-160 HP): Darion Swartz, Vernon, BC Canada 足 1961 PA-18 (CF-HCG)

Reserve Grand Champion: Ronald Hyde, Kenedy, TX 1959 Beech E18S (N317MH)

Custom Class II Single Engine (161-230 HP): Gerald Turney, Oakland, CA 1963 Mooney M20C (N175KT)

Outstanding in Type Beech Single Engine: Nicholas Ziroli, Mt. Sinai, NY 1965 Beech S-35 (N6016F) Cessna 150: Michael Wotherspoon , Barrie, ON Canada 1966 Cessna 150 CF-SZD

Custom Class III Single Engine (231 HP & Higher): Steven Oxman, Riva, MD 1959 Beech BE-35 (N12711) Customized Single Engine: Chuck Milton, Independence, OR 1957 Cessna 180A (N6180) ......

VINTAGE AIRPLANE

5

Being a mechanic in the early days JOHN M. MILLER In May 1927 I cut classes at engi ­ neering school to witness the takeoff by Lindbergh for his famous flight across the Atlantic . The next month I graduated with a degree in mechanical engineering; I was then at loose ends for a while. The licensing and regulation system for avia­ tion was just beginning that year. I'd had some flying experience before, in 1923­ 24 , but now had no airplane, no new pi lot certificate , no money, and I had not been flying in the interim while in school.

Aircraft and pilots were being tested under new Department of Commerce reg­ ulations during 1927, with such licensing to become mandatory in 1928. Many of the World War I surplus airplanes in use were in bad condition and were being re­ jected and grounded by the new inspectors. I decided that I could qualify for one of the new mechanic's licenses because of my experience working volun­ tarily for a barnstorming pilot in 1923. I had worked on his IN-4 "Jenny, " which he later gave to me in bad condition. But I reconditioned and flew it in 1923-24, before starting in engineering school.

Therefore, I wrote to Washington and asked for an application blank for a me­ chanic 's license, not knowing that an inspector had been assigned for the new licensing at Roosevelt Field on Long Is­ land. Then a telephone call came to me from that office , informing me that an in­ spector would drive to the little grass field at Poughkeepsie to give me the nec­ essary exams.

It was explained to me that the newly licensed war surplus airplanes had to be serviced by licensed mechanics that were in very short supply. For that rea6

SEPTEMB ER 20 02

son it was necessary to license mechan­ ics as soon as possible, but they were having difficulty finding men who could pass the examinations. The ex-military mechan ics by that time had secure jobs in other occupations , plus families, so they weren 't interested.

Since there was no hangar or office on the field , the inspector gave me the exams in his government car. They took much of the day. He would read a topic from a manual, and then ask me to write how I would solve the problem or do the work. The morning was spent writing my answers, a paragraph at a time , or ver­ bally answering on the subject of airplanes. The types in common use at the time were the war surplus Curtiss IN­ 4 and the Standard J-1, very similar World War I training airplanes.

The questions were about repairing the woodwork and the metal fittings, making up and splicing control and struc­ tural cables , rigging and inspecting all structures , controls, shock absorbers , etc., and how to recover wings and con­ trol surfaces with fabric by proper rib stitching, taping, doping, etc. I had done all of that and had studied the subjects from books thoroughly. The afternoon was spent on the subject of engines and propellers. The engines in use in civil avi­ ation were mainly the old Curtiss OX-5 types, the Hispano-Suiza, and the Lib­ erty. I had studied the engine manual of each engine and passed the test easily but had actually worked on only the OX-5.

The inspector was rather impressed , gave me a full score , and issued the cer­ tificate for my A&P license #2906, which I have used ever since. In fact, I operated

an aircraft shop before World War II. A short time later, the famous Gates Flying Circus came to town to hop pas­ sengers on that same little field, known then as Poughkeepsie Airport, now long gone . They were flying five airplanes­ four Standards and one larger plane, the World War I Curtis R-4, which had a big noisy and powerful engine, the 400­ hp Liberty. I introduced myself to the pilot of that airplane, telling him that I was a licensed A&P mechanic. He was very surprised to find a licensed me­ chanic in an area where there was only one old, still unlicensed surplus Jenny.

At the end of the very busy day of flying on Sunday, he to ld me that there were two severely blowing exhaust valves on the engine and asked me whether I could repair them.

Of course I said I could do so, al ­ though I had never before been within shouting distance of a big Liberty engine, but I had studied the manual carefully.

When I confirmed that I could have it ready by the next Saturday, he hired me to do it. I worked hard at it during the week, removing the overhead camshaft and hand grinding the two valves, which fortunately were on the same side.

When he returned the next Saturday, he was so pleased that he offered me a job on the Circus to act as crew ch ief on that airplane. He was in a hurry to fly to Pittsfield, Massachusetts, where the Circus was to operate that week­ end. Leaving my motorcycle there on the field, I got into the airplane, without even a toothbrush, and rode up to Pittsfield. There was an enthusiastic crowd, and they became even more so when they heard that big engine roar to take off and make steep climbing turns with four passengers aboard. The Cir­ cus was very busy until dark when we finally went to the hotel. I called my parents to tell them where and what I was doing and to please have my brother get my motorcycle .

The next day, Sunday, the business was so brisk that it was the biggest rev­ enue day and weekend in the history of the Circus, obviously due to the great publicity of the Lindbergh flight the preVi­ ous May. The pilots were all making rapid and spectacular short hops with ful l

loads of four passengers at $2.50 each, one right behind the other in a tight circle around the field. Toward the end of the evening I was watching the R-4 make its unusually steep climbing turn when sud­ denly the engine quit! Smoke, oil, and small fragments of something trailed be­ hind the curved path of the plane.

The pilot, Ive McKinney, who was a re­ ally skillful and colorful pilot, easily landed back on the field and rolled to a stop right on the line in front of the crowd , as if it were a normal flight. Of course I was alarmed about some mis­ take I might have made in my work on the engine, but it turned out that a piston rod had failed and wrecked the engine.

Ive then said that I would stay in Pitts­ field with a helper to change the engine, with a replacement to be shipped up from Lodi , New Jersey, near Teterboro Air­ port. The job was done successfully by the time Ive returned the next Friday. We were then to fly west to Troy, New York , for the weekend circus operation at an airstrip owned by the Ford Motor Com­ pany at Green Island. This flight turned out to be a rather scary one, and that is one reason I am telling this story.

Since Troy, New York , was some 25 nautical miles northwest of Pittsfield, with hills in between, a low ceiling of no more than 800 feet at Pittsfield, and no weather reports available for Albany or Troy in those days, there was an obvi­ ous problem. But that did not bother Ive McKinney. With only an ordinary road map (there were no sectional charts in 1927), he took off and headed north­ west. We could see that the overcast was not too thick, since we could see a few thin spots in it. It was probably not more than 2,000 feet thick. We could see that the cloud cover ahead ob­ scured the higher ground.

No instrument flying was being done at that time, for Howard Stark had started it only the year before. And only some of the air mail pilots were learning to fly by the lone turn indicators in the mail planes , using Starks mail-order pamphlets to instruct themselves. They were able to zoom up through the stratus layers over the Allegheny Mountains with the turn indicators and were beginning to develop the skill for continuous flying

through the murk. Ive knew absolutely nothing about instrument flying but had experience with zooming up through stra­ tus layers , briefly, without any outside vision. With me and my helper and Ive 's girlfriend in the front cockpit, he opened the engine wide. After getting full speed with the biplane , perhaps 115 mph , right under the base of the overcast , he zoomed upward into the ce iling. Finally, the airplane staggered and fell off on one wing and dived back out of the bottom of the clouds, with the ground right in front of the nose of the airplane!

·CArr E S

(lflNS CIRCUS ....,,

Amerloa'. King 01 the Air CLYDE E.

"Upside Down"

PlNGBORN

He recovered and repeated the same procedure , with the same results. On the third try, as the plane was just beginning to run out of speed , we could see a spot of the sun, setting to the west. With the airplane staggering but watching the sun

to help in holding the right angle of climb and one direction toward it, he was able to stagger out of the clouds up on top. Of course , during all of this hazardous per­ formance I was just about scared to death. I was enough of a pilot to know the danger and the long record of many accidents when pilots got into the clouds during that era (and even today).

Well, finally out of the clouds and in the clear, with the red sun just about to set, it was beautiful up there-my first time! But the clouds ranged far ahead.

How were we to know when we were over Troy? Finally a hole in the clouds ap­ peared , but down at the ground level the sun had set and it was very dark down there! That didn 't disturb Ive. The sun was long gone. He made a beautiful hel i­ cal descent with 45-degree banks , down through that little hole, and we found our­ selves flying in darkness. Fortunately the lights of Albany and Troy were visible.

How he found that little airstrip at Troy in that darkness, I don 't know. But as he circled it, we could barely see the line of four Standards tied down , and he made a beautiful landing in the dark. He surely didn 't have any night vision problem .

Th ere were no lights on eit her the air­ plane or the airstrip. No one was there , for all the pilots had gone to the hotel.

We got a ride and joined them happily. Af­ ter a dinner I went to bed , happy with the wonderful scary memories.

The chief pilot of the Circus was Clyde Pangborn, who later became a very good friend of mine along with Ive and the other pilots , Lee Mason , Joe James , and Roy Ahearn. Pang later made the f irst trans -Pacific nonstop flight , from Japan to Washington State , in 1931, plus other notable flying. The skilled parachute jumper/ wing-walker was " Du ke" Krantz , call ed Diavalo on the Circus posters. Al l are gone to the foreve r now, and the Gates Flying Circus is only a memory, ending shortly after the "play " at Troy, when the Department of Commerce inspector grounded all of their old war surplus airpla nes. Afte r Troy, I ended my short tenu re to go fly­ i ng by myself. Ivan R. Gates' Fly ing Circus is no more, but I t reasure the privil ege and memory of having been a ...",. small part of it.

V INTAGE AIRPLANE

7

This story is not about • • acquIrIng some wonderful new thing but rather about letting something go.

In everyone of our lives there are things that make you the person you are. There is the wife, husband, chil­ dren, grandchildren; there is the home in the neighborhood, the cabin on the lake; there is the great job at the office; there is the big sedan you drive to work and your stable of vehi­ cles; there is the golf or fraternal club membership; the boat or the airplane; and your other toys and hobbies.

8

SEPTEMBER 2002

This is me, this is who I am.

Letting go of one part of yourself is hard. Walking away from it makes you feel less than you were. Some­ how when we acquire stuff, it makes us bigger; when we let go, we feel di­ minished. But sometimes, you just have to let go; life changes. That's the situation I found myself in with my airplane, my pride and joy, my Chief, when I made the decision to sell it af­ ter 31 years of ownership.

To me it never was an Aeronca 11AC, it was simply The Chief. We were buddies. I took care of it, it took care of me. I earned my private in the cold of January 1967, in a Cessna 150 at Flying Cloud from the stern Walt Henning. I joined the Cloud 7 Club and for a year I was happy flying their 150 around, shooting landings after dark, taking my friends and family for a ride. It was spendy though, for the hours I flew. When four of the club mem­ bers dropped a 182 into the trees up north, they were lucky to get away with their lives, but the club needed another airplane and insurance did-

n't cover the entire cost. Each mem­ ber, whether we flew the 182 or not, was assessed $1,000, a whole lot of money back then. My wife was aghast. "You could own your own plane for what you spend."

I looked at a Cessna 140 at Buf­ falo and then met two on-strike Northwest mechanics, Cliff Bakko and Roger Poore. Their Chief was for sale. It was reasonably priced and I bought it in the fall of 1970. Cliff and Roger nursed me around the pattern for a few hours, then in­ formed me I was on my own. My new plane wasn't pretty then, but I was a model airplane builder and had worked on cars and visualized what it would really look like re­ stored to its original factory condition. It was a mousy gray color, had fabric patches all over, the wingtips had been cut off and fiber­ glass pods attached, and the tail had a sailboat look to it with a fuselage strake installed "for adding a 90-hp engine in the future." But the plane was mine!

I loved to fly it, cutting my flying

(Left) One of my favorite photo­ graphs, taken on base leg to the beautiful grass strip at Sky Harbor, Minnesota.

teeth at Southport, then Lake Elmo when Southport closed. Sometime in 1976 I took it apart and brought it home to rebuild. I carefully pho­ tographed every area, and then as I disassembled each component, drew pictures of what it looked like before I pulled it apart. I did the whole nine yards, removed the fin strake, sand­ blasted the fuselage, epoxy primed it, fashioned all new formers, stringers, seats, etc. I labori­ ously spliced new tips onto the wing spars, hovered over the engine while it was being majored at the Minneapolis Aviation Vo-Tech, then using the Stits process all the way, carefully glued on the fabric and tapes so that every seam and line was absolutely straight.

My wife even got into the act, sewing the top gusset triangle so per­ fectly ... wow, was I proud of it when it was finished.

My day-by-day inspector was Rich Klepperich, who got to be one of my best buddies and let me rent half of his hangar at Webster, Minnesota, for the next ten years. He had re­ stored a beautiful Stinson 108, and the two airplanes were a magnifi­ cent pair. One day, Rich decided he would like to restore and fly a 1946 Bellanca, so we chased down to La Crosse, Wisconsin, twice to bring back two airframes. One day when his wings were done, he apologeti­ cally told me that he would like to build a paint booth in his hangar and could I please find another home for the Chief? I found space across the runway at Eberhard En­ gel's for a year until Ebby purchased a second airplane and needed all of his space. Then I was fortunate to find shelter in Tom Koskovich's hangar at Lydia, Minnesota. This

was perfect-only fifteen minutes from home, a long grass airstrip, and most always aligned with the wind.

But fate was not kind there either; Tom bought another airplane. The next home was a little farther down the strip, yet a similar fate eventu­ ally occurred. I was evicted again.

New owner with more airplanes.

Certainly there were other hangars in the realm. But all of them were farther from home. I had learned over the years from many incidents of hangar rash, two major and sev­ eral minor, that the only way to

own an airplane is if you also own a hangar. It was not in the cards for me and the reality of the situation was simply that the whole thing was too much on my plate. My flying hours had always been too few each year to justify the time spent putter­ ing, the annuals, biennials, medica Is, and the expense of hangar rent, insurance, and parts. The die had been cast.

My wife and I had always enjoyed canoeing. We own three, including a genuine birchbark model. On a beautiful Saturday, I would look up at the sky and say, "Man, I want to fly somewhere today." And she would say, "Wouldn't this be a great day to take the canoe over to Lake Maria and watch the cormorants and herons and ospreys?" You get the picture.

I can look back on some of my most memorable moments in the airplane, the times when being perched above God's magnificent quilt really touched me. I can re­ member a frosty and still December morning when an inch or two of snow covered the earth below. I flew

over to Stanton, Minnesota, and made a landing on one of the crossed runways, then another, and another, and another, each from a different direction. As I pulled away I could see my wheel marks on each runway, starting from nothing and ending all at once, as if the machine that made them were only a phan­ tom, here and then dissolved.

Another early morning just after the sun was up, I circled in dead still air above Cedar Lake by Jordan, Minnesota, at 800 feet, looking into the water to see what had enticed all the local fishermen to be up so early.

Ahead, I could see a gaggle of pelicans flapping across in front of me at the same altitude, just on their way to somewhere, not having learned the value of tight for­ mation flying like geese. As the tailender passed before me, on a lark I turned after them. My plane shuddered, not unlike passing through a weak thermal. I was moved with emotion. I had passed through their turbulent wake. Have you ever done that?

There were as many moments as I could count, sleeping under the wing at Blakesburg, taking my grandchildren for airplane rides, mentoring a high school student in aviation and giving him his first air ride, flying in formation with other small aircraft and a B-2S over Lake Waconia during an air show, navi­ gating by pilotage a 300-mile trek to Ottumwa in marginal weather, land­ ing in sl ush at Bald Eagle Lake for an annual inspection. Those are some special moments that come to mind.

In all those years, the Chief's engine never missed a beat, and I never missed patting it on the cowl when a flight was done. I hope I get to see it some more in the new owner's hands, but I have let go. To the new owner: Please take care of my baby.

-July 2001 ......

VINTAGE AIRPLANE

9

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hile this year, 2002, is the 75th anniversary of Charles A. Lindbergh's incredible solo airplane flight from New York to Paris in 1927, it is also a time for me to reflect upon meeting this gentleman many years after his famous flight.

To get to meet and to know this flyer of all flyers, and his wife, Anne Morrow Lindbergh, as well as other family members, has been a highlight of my life. How could such a meeting be arranged, with this world famous man, who traveled the globe so ex­ tensively, and who was involved with so many good projects covering so many interests? Here is the story.

Having begun my research into the history of the Ryan Aeronautical Company of San Diego, California, back in about 1957, it was kind of in­ evitable that we might connect in the future. On May 18, 1957, I had checked out in a rare 1936 Ryan ST classic airplane. This was the only one left of the original five that were built. I became obsessed with the his­ tory of that particular airplane, and then of course, with all the other Ryans built.

As my efforts continued, I began to build up a file on each and every Ryan built , up to about 1941. Of course the Spirit ofSt. Louis (NYP) was part of that history.

As time went on, I began to ques­ tion much that had been written on the subject of Ryan and the NYP. There appeared to be many discrep­ ancies, and a lack of information. I began to wonder why someone did not take the time to straighten it all out and write up the story, or, "tell it like it was."

10

SEPTEMBER

2002

Ev CASSAGNERES As I delved deeper into the subject, many questions surfaced, some of them even today unanswered . So how do I find the answers? I was fi­ nally convinced that only Lindbergh could give me the correct informa­ tion I needed. Oh, sure, now how in the world do you contact this man, who lived a private life, although only about 60 miles from my home at the time, here in Connecticut.

I n the early stages of the forming of the Connecticut Aeronautical His­ torical Association, and as one of the founders of this first of its type in the country, I became acquainted with some interesting pioneers of aviation then living in the state. I became friends with such noted in­ dividuals as Howell Miller and Ed Granville of the Granville Brothers "Gee-Bee" fame, Igor Sikorsky, Sr. and Jr., and Carl Schory. Schory was the man who installed the baro­ graph in the NYP at Roosevelt Field before the flight to Paris. At that time, Schory was Secretary of the Contest Committee of the National Aeronautic Association.

I spoke with Carl Schory about my interest in contacting Lindbergh, who he knew over the years. He fur­ ther suggested that I contact his friend , Lauren "Deac" Lyman, also a close friend of Lindbergh. Lyman lived only a short distance from the flyer, and the two couples socialized when time permitted.

After a phone call I was invited to Lyman's home a few days later, for a discussion of my project, then in its early stages. He seemed im­ pressed and suggested that I keep in touch and inform him of my progress (as a test, I feel). He also

said that if I needed any help around the world, he would put me in contact with offices of the United Aircraft Corporation of Hartford, Connecticut. He was a retired vice president of the firm.

Then, in 1968, after intense work in collecting material on Ryan, I called Mr. Lyman and made another date to visit with him for an update on my work. Again, he was appar­ ently impressed, and said, "I think it's time for you to make contact with Lindbergh." He suggested I write a simple and to-the-point letter, and to be sure to mention his (Lyman's) name. He even instructed me on how to address the envelope, etc.

A few days later I had lunch with Col. Richard Gimbel, (from Gimbel Bros. Dept. Store in New York), an aeronautical historian who had an office at Yale University. At that meeting I asked his opinion on meeting Lindbergh, who was his friend as well. He also suggested a letter. Gimbel was retired from the Air Force, and had one of the largest aeronautical collections of any­ thing to do with aeronautics and flight before the Wright brothers.

So on Sunday, February 25, 1968, I spent a good part of the day pecking away on the type­ writer composing a proper letter to Charles A. Lindbergh. There were many drafts, of course, before I cut it down to as brief and to-the-point as I could. On the way to work that next morning of Monday the 26th, quite early, I mailed it off.

Lyman indicated that I might not receive a reply for quite some time, as ~indbergh traveled so much. But he assured me I would receive an answer.

So with that, I erased it all out of my mind, and as they say ... went on with life and forgot the whole thing.

On Tuesday evening, the 27th, my wife and daughter, Kirsten, and I were having supper. At about 6:00 p.m. the telephone rang.

The male party on the other end, with a sort of high-pitched voice and Minnesota/Wisconsin accent, asked for me by name, pronouncing Cas­ sagneres (Casa-near) quite well. He said he was Charles Lindbergh, and that he had received my letter that day (mail was a bit faster back then) , and was quite interested in my proj­ ect, and he offered his help.

Of course I had almost completely forgotten my letter, and thought this must be some joke by one of my pilot friends, some of whom I knew would pull off such a thing. I had it boiled down to three of them. So I said, "Is this REALLY Char les Lindbergh, or some kind of joke?" He laughed (I am sure he was kind of used to this) and said he had spoken to "Deac" Lyman about me and wished to be of help.

After our extensive conversation he suggested we get together some­ time soon. I thought to myself soon could mean anything, considering his schedule, but low and behold, he suggested that I come to his home for supper, with my wife, and suggested this for the very next evening, the 28th. He said that "Deac" Lyman and his wife and Frank Delear and his wife would be there. Delear was from Sikorsky Aircraft, and doing a biogra­ phy on Igor.

Lindbergh proceeded to give me precise directions to his home. It was like an IFR clearance, which I wrote down. Of course, he requested a "read back." Actually I already knew where the house was. It was a somewhat fa­ miliar area to me as I had friends living in the area. Located in an area of large homes with beautiful land­ scaping, the Lindbergh home was small, with natural surroundings, on Long Island Sound. I would live there in a minute. After copying down the directions, he gave me his unlisted phone number, which I also wrote

down. However, by the next day I had memorized it for security reasons [Q: What kind of security reasons?

Was he told to do so?], and tore up the paper. I still remember the num­ ber. It's amazing what we remember in life.

After the phone callI went back to the kitchen to finish supper with the family, still in a trance, and my wife said, "Did you tell him we are vege­ tarians?" I hadn't even thought about that! She suggested I call him back.

Just then the phone rang again , and it was Lindbergh, who had forgotten to mention to me that this first meet­ ing would have to be cut short as

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Anne had to be at the dentist in the morning, and he wanted to be sure she got to bed early. So I said that I was about to call him about our food preference. He said that was okay as they had friends who were vegetari­ ans, so we both tried to come up with ideas, and actually got nowhere. He suggested that Anne and my wife, Eline, get on the phone to work it out, which they did in no time.

February 28th was a beautiful day, clear, and cold. I called Lindbergh's home in the late afternoon and spoke briefly with the cook, Mrs. Swanson . I told her that we would arrive in about an hour and a half.

My wife and I dr essed up in our fin est . I wore a gray pinstriped suit, white shirt, and tie. We arrived at about 7 o'clock. When we walked up to this simpl e cottage, my wife remarked to

me, just as we approached the door, "Are you sure this is the right place?"

With that, the door opened, and there standing in the doorway was lind­ bergh, in his suit, who said, "Please come in, I am Charles Lindbergh." I thought to myself, "Who else in the world would you be?"

We found the home very attrac­ tive, simple, cozy and inviting, with pictures of nature, and a roar­ ing fire in the fireplace. Soon introductions were made with the other two couples.

While Mrs. Lindbergh offered drinks to everyone, the men became acquainted while discussing our mu­ tual aviation interests. We were also served cheese and crackers as good discussions were in progress.

Lindbergh was of course quite tall, with a receding gray hairline. He im­ mediately showed an interest in my work, and wanted to get right into the subject matter.

Dinner was served buffet style, and after Charles and I picked up our trays of food and a glass of milk (we were the only milk drinkers), we got comfortable on a small couch in front of the fireplace in the living room.

In our telephone conversation he had suggested that I bring any photographs and a list of questions with me for discussion and his help, which I did.

When we looked at the photos he identified people and places, ·and in some cases the circumstances. I went slowly down my list of questions .

Two or three times during our con­ versation he referred to his book The Spirit of St. Louis, and he remarked that he had an extra copy in case I would like one. I said that I already had a copy and used it quite often for reference. But he said he would still be glad to give me a copy.

Lindbergh thought back to his early days of flying, and we discussed his Ryan B-IX, which that Mr. Ma­ honey of the Ryan Airlines Company had given him, and the building of the NYP. He also mentioned the book "Rev­ olution in the Sky" by Richard VINTAGE AIRPLANE

11

Sanders Allen, in reply to one of my questions. He offered to give me an extra copy he had if I wished, which I did accept.

He made many suggestions and cleared up several questions and mis­ conceptions, some rather startling.

This was when I heard for the first time the true story of the meaning "We," which did NOT mean he and the airplane. He made it clear that he NEVER meant it to mean that.

At one point I asked for permission to inspect the NYP in detail, in order to try to determine the correct serial number, and study other details of the airplane. Permission was granted and he said that anything his friend Paul E. Garber, then the long time cu­ rator of the National Air Museum's collection, would agree to he would also, on my behalf. I shall never for­ get the confidence it instilled in my own mind when it came to his coop­ eration in such matters.

In the course of our conversation I brought up the subject of the Japan­ ese NYP-2 built by Ryan (the Japanese were planning to fly the Pacific with it). He had only heard about it but did not know the details, and wanted to know more. He asked if I would send him further information on the airplane, which I did.

I mentioned his old Monocoupe NR211, and the deplorable condition it was in, Sitting in a lean-to in St. Louis, under the care of the Missouri Historical Society. He appeared quite concerned, and mentioned that he appreciated my concern also.

About 9:30 p.m. the Lymans and Delears left, and Lindbergh and I con­ tinued our discussion . We talked about the NYP replicas/reproduc­ tions. He said he never flew one. He did, however, fly one of the two Stan­ dards with Bud Gurney, his long time friend, at Tallmantz Aviation in Santa Ana, California. This probably took place during the filming of the Warner Brothers/Jimmy Stewart movie, The Spirit ofSt. Louis.

Soon we talked about Donald Hall, and I mentioned that he was not well. He was obviously quite 12

SEPTEMBER

2002

concerned. He asked if I would send his best wishes to William Wagner, Walter Locke, Claude Ryan, and Hawley Bowlus of the Ryan Com­ pany, with whom I was in constant contact with.

I asked about Frank Hawk's Ryan B-1, the Goldbug, and he said it did not become the NYP; the NYP was built up from scratch.

He asked me who the two pilots were that flew the Standards for Ryan, and thought one was Red Harrigan, which was correct. The other was Dick Bowman.

Soon it was time to leave, at about 10:15 p.m., and the four of us spent some time talking about our children.

We showed them a couple slides of our daughter, Kirsten. They showed much interest. Eline was pregnant with our son Bryan at that time.

While getting our coats on, Charles mentioned the two books, Th e Spirit ofSt. Louis and the Lockheed book by Allen, and promptly disappeared for a few minutes. Shortly he came back with both and handed them to me.

With many thanks I thought, "1 won­ der if I should ask him to sign the Spirit book," but then realized after all, he entertained us at their home, and was willing to keep in contact with me to help in the Ryan project.

What more could I ask for, so gave up the idea, realizing also that he had been hounded by people most of his life for his signature. Good I did, as you will see.

We bid goodbye and arrived home at about 11 :45 p.m. I climbed into bed and could hardly wait to open up Rick Allen's book on the Single-en­ gine Lockheeds. But as I looked over at the Spirit of St. Louis book he had given to me, it seemed different than the one I had for so many years, and actually looked a bit thicker for some reason. So, I picked it up and began to thumb through the pages, begin­ ning at the title page. I was quite shocked to find that Lindbergh had already signed that page, "To Everett Cassagneres with best wishes from Charles A. Lindbergh, Scott's Cove, February 28, 1968." It was written in

black ink, and signed in his incredi­ bly consistent signature. I never expected this and was happy I had not asked him to sign the book dur­ ing our visit. This book will become an heirloom in our family.

My wife, Eline, recalled at the time that she was the skeptic in our family, and she said that if I ever received a reply from Lindbergh she would pay me a dollar, which of course I col­ lected not long after. She remembered that she wore a navy blue wool dress, with a printed skirt and black shoes that night. She also remembered that the large black mailbox in front of the Lindbergh home did not have a name or number on it. She found the house to be simple with no pretense.

Eline remembered that we had goat cheese, which according to Mrs . Lindbergh, Charles liked very much. Eline felt right at home, as did I, and found the atmosphere very relaxing. The view into the cove was lovely, with swans and many birds flittering around.

She found Charles quite handsome with piercing blue eyes, a gentleman, who seemed very much aware of other people and their feelings. She found Anne a very warm person in­ terested in other people and their feelings. She was interested in what other people had to say.

On April 7, 1968, Lindbergh wrote a letter to me, three pages typed, in which he followed up with remarks regarding our discussion at that first meeting. It was in this letter, on page three, that he mentioned in a paragraph the real and true meaning of the term "We." On July 25, 1973, I had almost ac­ Cidentally unearthed the original survival equipment, and other NYP parts from a barn in New Hampshire, which is quite a story in itself.

I photographed and documented it all as best I could, sending the pic­ tures to Lindbergh, who was then living in Maui, in the Hawaiian Is­ lands. He actually wrote two letters, attesting to their authenticity, with other historical remarks on this his­ torically significant material. continued on page 2 1

BUDD DAVISSON

PHOTOS BY JIM K OEPNICK

irst, a word of warning: jeal­ ousy is a wasted emotion. Just keep that in mind while we tell you the tale of Dennis and Janeen Kochan and the latest addition to their aerial menagerie.

Married for 11 years, the Kochans make the rest of us realize that, yes, you can live your dreams. And you can fly your dreams. And you can pretty much be who and what you want to be if you have the determi­ nation and, most of all, the right partner to work shoulder to shoul­ der with to achieve those dreams. In this case, there's no doubt Janeen was made for Dennis and vice versa.

Their backgrounds are similar, their goals compatible, and their taste in airplanes identical and impeccable.

The Kochans were already well known within antique/vintage cir­ cles when word began circulating at Sun ' n Fun 2002 that they had just acquired one of the legendary Meyers 145s. Buying a 145 is sig­ nificant news in its own right, but the reason everyone took notice was that their acquisition of the 145 meant it would be sharing a hangar with their Meyers 200D (and their St e arman and their Fairchild 24R and their ... ). And, yes, you're right: Somehow this doesn't seem fair, but we did warn

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you about the jealousy thing.

Dennis Kochan moved to Winter Haven, Florida, with his family in the early 1950s. They moved into a house only a short distance from what was then a civilian-operated, military-contract flight school that was based at Winter Haven airport.

His father was a pilot, and it was only a short time before young Den­ nis found himself among instructor pilots and other fliers that his father had befriended.

Dennis took all of this in and be­ gan his own climb toward being an aviator via free-flight and radio-con­ trol models. "I started taking flying lessons," Dennis says, "at another field , but my father said he'd pay the difference if I'd go over to Jack Brown's and learn to fly with Jack.

Even though I was 19 and thought I knew everything, I took that advice, and it turned out to be some of the best advice Dad ever gave me. Flying at the Winter Haven airport with people like Jack Brown really got me started on the right road."

With the famous Brown Seaplane Base as its nucl eus, the Winter Haven flying scene has always been active, and rebuilding vintage air­ planes is an activity that is clearly enhanced by the area's never-ending sunshine. It was a great place for a

young pilot and soon-to-be-airplane­ rebuilder to come of age.

"Everyone was rebuilding some­ thing, and I made it a point to help where I could. I worked on a little of everything and helped one group do a complete restoration on a Cub. That's when I really started learning about, and appreciating, older air­ planes. Even though I was young, I just seemed to identify with the older ones better than the more modern ones," recalled Dennis.

At the same time Dennis was doing a huge amount of flying, building up ratings and beginning to see that there actually was a ca­ reer to be had in aviation.

At about the same time else­ where in the state, Janeen , a hopeless aviation addict, was on her first lesson in a 152 Aerobat in Clearwater, Florida, doing aerobat­ ics with her instructor.

She remembers those early days.

"I'd do anything to get a chance to fly. Anything. I sold my house, my car, and my cat to be able to fly. I guess that came from my father , who was in the Air Force."

When she wasn't feeding her aviation addiction, she found time to return to graduate school, even­ tually coming out with a master's degree in human factors engineerVINTAGE AIRPLANE

13

ing. Part of Janeen is an educator, and that part merged with her background in human factors to set her in a slightly different but allied direction . At first she started casually giving flight instruction to people in their own aircraft and working with commercial opera­ tors on their certification processes and training manuals.

In a short time Janeen had a cockpit training business that catered to everything from tail­ wheel transitions to Gulfstream II checkouts and just about every­ thing in between. Eventually, she became an FAA designated exam­ iner for ATPs (airline transport pilots) and Citations. She began of­ fering training (classroom and cockpit) to various

14

SEPTEMBER 2002

small airline and freight operators.

The more of that she did, the more she began to know airline/freight flying, and the more she found her­ self drawn to it.

"I liked the way the carrier I'm now working for did their training, so I applied for a job," Janeen says.

"I started out in the right seat of a YS-ll, flew captain on the DC-9 and DC-8, and I'm now in the left seat of B-767s."

She continued her education and was working on her Ph.D., but as is often the case with careers, the twists and turns of life took her in un­ scheduled directions, and it is just now that she is finally completing the Ph.D. But airplanes were always right there. Then fate stepped in and rounded out her life.

"I decided to get a part-time job instruct­ ing at Jack Brown's Seaplane Base," Janeen re­ members, "and I saw this Super Cub

on floats that Jon Brown owned in partnership with one of his instruc­ tors-a guy named Dennis something or other. I asked Jon if I could fly the airplane, and he said to ask Dennis. I asked Dennis Kochan if I could fly his airplane, one thing led to another, and you can guess the rest. That was in 1988, and we've been together since."

Janeen says, "We flew a lot of dif­ ferent airplanes and ferried a bunch for commercial operators. At the same time Dennis was flying a Gulf­ stream I for Walt Disney. It was supposed to be a part-time job, but it might as well have been full-time he was flying so much. It was just a natural progression to spruce up his resume and find an airline job.

When he's not in his hangar rebuild­ ing airplanes, you'll find him in the left seat of a DHC-8."

Even before the two of them got together, Dennis had begun "accu­ mulating" airplanes. He wasn't actually collecting them, but there seemed to be a trend in which they'd come in the hangar door, but it was

Meyers, although I've always liked them," Dennis says. "This particular one belonged to one of our neigh­ bors who had lost his medical. I offered to let him keep it in our hangar until I got time to ferry it to Virginia for him."

Janeen says, "It was sitting there, and we'd walk around it all the time, and somehow it just seemed as if it fit with the rest of our airplanes. Be­ sides, it was a fairly modern airplane, and we needed something more normal for transportation. It was a really good airp lan e with decent paint and radios, but it hadn 't flown in something like five years.

"We kept walking around it, and one day I coul dn 't take it any longer, so I told the owner, 'We have this much money in the bank.

Will you sell us the air­ plane for that?' And we became the proud owner of a Meyers 200D." Dennis says, "I'm not saying we always go at things the right way, but, for instance, when we bought the Stearman, Ja­ neen said it was because she had this great helmet and headset and needed an open cockpit biplane to go with it. We heard of this Stearman for sale, walked in, fell in love , and bought it in about five minutes.

"We did about the same thing with the F­ 24R. We h ad been looking for a Fairchild 24 for sev­ eral years, but we Janeen and Dennis Kochan hesitated to even go to Detroit to look at one that had been restored over 25 seldom that they left, except when yea rs ago . It turned out to be a for­ Janeen or he was flying them. "We mer grand champion, and it was find it much easier to buy an air­ simply too nice of an airplane to plane," Dennis explains, "than we pass up . It had been restored in do selling one."

1974, but it looked as if it had been The first Meyers, a 200D, came to done last month, and it had a fresh, live with the Kochans as a lucky crisp look to it. I opened the door, and the interior looked new. And twist of fate.

"We weren't actually looking for a the airplane even smelled new."

Dennis explains, "Most of the air­ planes we've bought have been out of annual. Some of them for a long time. Both Janeen and I are A&Ps and lAs, so where an airplane that hasn 't flown for a while normally hurts its sales val ue, that doesn't mean much to us because our labor is free. We can put them back into the air for much less money than most people can. Some of the air­ planes, like the Fairchild, haven't needed much except a good bath and some flying. Others like the 200D needed a lot of cosmetic work and some small mechanical stuff like re-bushing the landing gear."

And this brings us up to the Mey­ ers 145. Dennis says, "We belong to the Meyers (Owners) Association and have for a few years. In one of the newsletters, we saw an ad that had a 145 Meyers being offered as part of an estate sale. It had not been advertised anywhere else, so most people didn't even know it was for sale. " We contacted the estate and found the price was entirely too high for us. Apparently it was too high for everyone because after a lit­ tle while the price came down.

"The airplane hadn't flown for two years and, in fact, had only flown about 20 hours in the last 15 years . That was the bad news. The good news was that it only had 950 hours on it since new. The airplane had been built in 1956 and was the last of 20 145s that were built. The last owner bought it in 1960 and based it in Cincinnati until we bought it. For the first years of its life, most of its maintenance was done by the factory, and from then on the logs look really good . The owner had taken good care of it.

Janeen says, "When I went to look at it, I had to plow my way through snow and ice to make the inspection . One of the really nice things about the airplane was that it was nearly original. The panel had radios bolted just about everywhere underneath it, but the panel itself had never been cut. For that period II

VINTAGE AIRPLANE

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of airplane, that's pretty rare. It had been repainted in 1990, but in its original colors."

Dennis adds, "Although he didn't fly the airplane very much, the owner was careful to come out and run it up fairly regularly. His widow told us she'd come out with him and sit in the car while he got the engine up to temperature.

"Janeen and I talked about it for a few minutes," Dennis says, "then decided we'd buy it and restore it to original configuration. We negoti­ ated a deal, and just that quick, we were the owners of two Meyers. A fresh annual was completed on the airplane, and I flew it home."

Janeen remembers the flight. ''It ran flawlessly and used less than a half-quart of oil in seven hours, but after rolling into our hangar, it had­ n't even cooled off before Dennis was in there tearing it apart. Sun 'n Fun was the next week, and we wanted to get the instrument panel done before then. He wound up working a 100-hour week, but he finished it."

16

SEPTEMBER 2002

The 145 is the product of Al Mey­ ers, who moved to Tecumseh, Michigan, in the early 1940s to take advantage of the labor base that hovered around the automotive in­ dustry. He wanted to build airplanes, and that's exactly what he did. He and his fledgling company built the Meyers OTW (Out To Win) primary trainer that, although it was a minor player in the wartime training pro­ grams, was still a profitable product for him.

At the end of World War II he, like so many others, envisioned a huge market for high-speed, two­ place airplanes meant to satisfy the personal transportation needs of thousands of returning airmen.

From this vantage point in time, we can see the failure on the horizon, but at the time theirs was a perfectly logical assumption. A large number of high-performance designs were built and flown by wannabe air­ plane manufacturers, but only the Meyers and the Swift actually went into production. However, there was a big difference between Al Meyers

and Globe/Temco, producers of the Swift. Meyers was apparently much more of a bUSinessman, and he was­ n't going to build what he didn't know was sold.

Meyers' approach to building air­ planes meant two things, both of which were revolutionary within aviation: he would only build to or­ der and he purposely kept his airplane manufacturing small so he could control it. If you wanted one of his airplanes, you had to drop a check on his desk and then go stand in line until your airplane was fin­ ished.

Meyers also realized that as much as he loved aviation, there was more risk than money in building air­ planes, so he proceeded accordingly.

The war had created lots of opportu­ nities for the sharp bUSinessman, and Meyers was obviously sharp. His airplane manufacturing activities oc­ cupied only a small portion of his plant, which cranked out a range of products the post-war period de­ manded. For instance, nearly a quarter of a million surplus jeeps

While not exactly a T-shaped panel, this Meyers 145 has the original instru­ ment panel intact, without the usual cutouts made for more modern equipment.

tion. He designed a top and subsequently sold a reported 25,000 of them.

The Meyers 145 was origi­ nallya 125, but the 1,700­ pound (gross) airplane was found to be underpowered, so a 145-hp Continental was in­ stalled. The resulting 950 fpm climb and 145 mph cruise speed was impressive, but im­ pressive or not, in 1948 there was still a limited market for such an airplane. The orders didn't come in, so he didn't build the airplanes. Globe as­ sumed the sales would be there and kept right on build­ ing until hundreds of unsold Swifts were sitting around various small airports costing the company money. Meyers never had a single unsold air­ Meyers replaced the shorter tailwheel strut plane, and legend has it that with this longer version, which gave the pilot he never sold an airplane a better view over the nose and the aircraft that he didn't make a profit on. If that's the case, he's the improved landing characteristics. only one in aviation to do had been sold to the civilian market. so, then or now.

Every single one of them needed a The Meyers 145 also differed metal top, and he and his people greatly from the Swift in its con­ were pros at sheet metal construc- struction. While the wings and rear

fuselage were aluminum, the main fuselage and wing center-section were welded steel tube that carried all of the land gear and main flight loads. The airfoil was typical for the period, a 24015 at the root tapering to a 24009 at the tip; loosely trans­ lated that means the airplane had a relatively sharp stall, but nothing the returning fighter jocks couldn't handle. One thing Meyers did change early on to make the air­ plane more docile was the addition of a very tall tailwheel strut. The original was so short and the deck angle so steep that the airplane was terribly blind and really easy to stall a few feet up and drop it on.

With only 20 of the airplanes having been built, Dennis and Ja­ neen Kochan know how lucky they are. They both echo the same senti­ ment. "We really treasure this airplane. It has never been modified or butchered, and we're going to do our best to keep the airplane as orig­ inal as possible." [s the airplane for sale?

"Like [ said," Dennis smiles, "it is much easier for us to buy airplanes than to sell them."

Do we take that as a no? .,..

VINTAGE AIRPLANE

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~fJ.;Mi

Scheduled Airline

1.

The

st. Petersburg Museum of History's Benoist 14B replica H.G.

FRAUTSCHY

f you're visi ting the west coast of Florida, a stop in the Tampa/St. Petersburg area holds a special treat for antique airplane enthusiasts.

At the base of the liThe Pier" in down­ town St. Petersburg, Florida, is the St. Petersburg Museum of History. The centerpiece of its many exhibits is a beautifully constructed replica of the Benoist fl yi ng boat used in the establishment of the first scheduled airline service in the United States.

Members of the Florida Aviation Historical Society built this remark­ able craft. The endeavor was a widespread volunteer effort. A high school shop class band sawed the wing ribs while other volunteers engi­ neered a propeller/engine drive system to replicate the 7S hp Roberts inline six-cylinder installation. Hank Palmer built a mock-up of the drive train and the replica's engine, a six­ cylinder Chevrolet that was tested along with the chain drive and pro-

The original engine was a 75 hp Roberts engine that weighed nearly 300 pounds! This particular example was installed in an airp lane (type unknown) that had a forced landing on a farm in Montana in 1912. While the airframe was severely damaged , the pilot of the plane was unhurt, and as he departed the farm for the local train station, he gave the remains to his host. The en­ gine then sat in a barn for more than 60 years before being traded to Cole Palen of the Old Rhinebeck Aerodrome. Cole , in turn , made the engine avail­ able to the Florida Aviation Historical Society for display with the Benoist replica.

The Roberts engine has a displacement of 572 cubic inches. It was a real Clydesdale of an engine, producing its 75 hp at a grand total of 1200 rpm. It was made in Sandusky, Ohio .

Sandusky was the site of the un­ timely death of Tom Benoist. In 1917 he was visiting Sandusky and stepped off a trolley car, apparently without looking at a rapidly approach­ ing utility pole. Benoist was killed by the impact. Many years later, Glenn Martin paid tribute to the pioneer-era aeronautical engineer and manufac­ turer when he wrote: "If it were not for that street car accident, you would probably be riding a Benoist airliner today! "

I

18

SEPTEMBER 2002

Suspended in the First Flight gallery, the Benoist Model 14B flying boat is a faithful replica of the biplane used for the first flight of a scheduled airline in the United States. Along the wall in the back, framed by the floor to ceiling win足 dows, is a chronology of the airline industry.

peller. Ed Hoffman, a well-known Florida aircraft builder and seaplane pilot, was one of the many volunteers and served as the replica's pilot.

The society had voted in 1980 to

build and fly the replica to commem足 orate the historic first scheduled airline flight , which took place on New Year's Day in 1914. The push was on to complete the project,

St. Petersburg

Museum of History

335 Second Avenue NE

St. Petersburg, FL 33701

Phone: 727-894-1052

Fax: 727-823-2625

Website: www.museumofhistoryonline.org

The hull of the flying boat was constructed out of plywood, with the cap over the forward part of the fuselage built using formers and stringers cov足 ered with clear-doped fabric. You can also see the forward bearing mount for the chain-driven propeller shaft.

Museum Hours: The museum is open daily Monday through Saturday from 10:00 a.m. until 5:00 p.m. and Sundays from 1:00 p.m. until 5:00 p.m. It is closed on Thanksgiving, Christmas Day, and New Year's Day. VINTAGE AIRPLANE

19

process. Thanks to the hard work of so many vol­ unteers, the airplane was ready to be test flown by the fall of 1983.

Teething problems with the drive system were dealt with, and a few other corrections Like many pioneer-era aircraft , the Benoist were made to the Benoist was found to be lacking in directional stability, so replica before it was a rectangular section of fabric was installed be­ flown to St. Petersburg. low the horizontal tail and the top of the aft Seventy years to the day fuselage. When the replica was readied for per­ and time, Ed Hoffman took off from the harbor manent display, the temporary fin was removed. waters of St. Pete and which required two years of research flew to the other side of Tampa before th e first structures could be Bay, averaging 55 mph. Overall, built . A seemingly simple airframe the replica flew a total of four was built, using measurements and hours and 24 minutes, including a photographs taken of the Model 12 stint in front of the IMAX cameras Benoist in the Smithsonian's collec­ for the National Air and Space Mu­ tion of aircraft. The research revealed seum's movie On the Wing. that even for a relatively simple air­ If you're unable to make the trip, plane, constructing it as closely to the we're pleased to show you just a origina l as possible was a painstaking few of the details you'd see at the

peclaliles Services CRANKSHAFTGRUAHNG CRANKSHAFT BALANCING CAMSHAFT GRINDING CONNECnNG RODS

20

SEPTEMBER

2002

ROCKERAR. TAPPET BODIES COUNTERWEIGHTS MAGNAfLUXING

STARTER ADAPTERS ULTRASONICINSPECnoNS CUSTOM MACHINING PLAnNG

excellent display in the St. Peters­ burg Museum of History. There's quite a bit of historical data on the many aspects of the Benoist flying boat and the St. Petersburg-Tampa AirBoat Line. Also, when you're fin­ ished viewing the Benoist, be sure to visit the rest of the museum-it has a fascinating and well-presented collection of artifacts, both modern and ancient. .....

If you'd like to read more about the history of the St. Peters­ burg/Tampa AirBoat Line and the replica's creation, we've repro­ duced an article entitled The World's First Airline first pub­ lished in the March 1984 issue of Vintage Airplane. You can view the article on our web page at www.vintageaircraft.org.Click on " Publications," and then select "Interesting Past Articles " from the menu.

The actual survival material went to the Smithsonian in Wash­ ington. Other parts from the NYP, that made the flight from New York to Paris, went to the Lindbergh In­ terpretation Center in Little Falls, Minnesota. The rest of the material went to the San Diego Aerospace Museum in San Diego, California, all of which was eventually lost and has never been found.

I still own part of the original NYP artifacts, and have since had them professionally mounted in a specially built wooden case for protection, dis­ play, and possible sale.

Over the next two or three years Lindbergh and I were in contact by phone, and by letter, and a couple of times in person . I have developed some questions since his death that I never thought of during that time, so I may never learn the true answers.

I always found him to be friendly, gracious, and quick with his carefully thought out answers, and detailed re­ marks, and suggestions. I also found him to be sincere and soft spoken, with an unassuming dignity, with great natural ability, and genius. He had high values, virtues, and spiritual­ ity (the latter often discussed with his close friend, Igor I. Sikorsky, Sr.).

He was a whole man, honest with others as well as with himselC and a true gentleman of the old school. He practiced and believed in well-organ­ ized hard work. He had the will to achieve and succeed, but not at the expense of others. His many works at­ test to his dedication. He rigorously disciplined himself, and was ex­ tremely courageous, both physically and morally.

A couple of times he and I discussed our mutual interest in the outdoors, camping, and the environment. It came through clearly that he achieved close contact with our land and open skies, both of which he loved so much .

Since his death and about five years later, we had been invited to the Lind­ bergh home a couple of times, for supper and further discussion of my

project with Mrs. Lindbergh. It was al­ ways a pleasure, spending relaxing time in healthy inspiring conversation on many different topics.

I never thought much about asking for her Signature on any of her books.

However, on one of our visits my wife had asked, "Mrs. Lindbergh, of all the books you have written, which one did you enjoy the most from an au­ thor's standpoint?" After careful thought Mrs. Lindbergh said, "Listen to the Wind." So I thought if the time was okay and I felt comfortable about it, I would ask her to sign my copy.

So, on our last viSit, January 17, 1979, and as we sat before a warming fire in the fireplace, she agreed to sign the book. "To Eline and Everett Cassag­ neres, in appreciation and with all good wishes, Anne Morrow lind­ bergh" with the date.

That was the last time we visited her in Darien, and in reflection, we cherish this friendship, and miss her very much.

Since the passing of Anne Morrow and Charles A. Lindbergh, I have found it to be a pleasure, and an inspi­ ration to continue a friendship with some of the members of the lind­ bergh family.

I wish to take this opportunity to thank Reeve Lindbergh Tripp, their daughter, for answering my many questions, and for her offer of help and encouragement over so many years.

I have been further encouraged through the friendship of grand­ children Erik, and brother Lars, and their sister Wendy, and their individual families.

Yes, my childhood dream did come true. It has been one of the highlights of my life.

In conclusion, I would like to quote two of my favorite statements made

by Charles A. Lindbergh­ "Science, freedom, beauty, adven­ ture. What more could you ask of life? Aviation combined all the ele­ ments I loved."

"There is something strangely sacred about the fact that there is salt water in both tears as well as the sea." ......

ABOUT THE AUTHOR

Ev Cassagneres is the interna­ tionally respected Ryan Aircraft historian, pilot, author, and the world's foremost and preeminent specialist on the Ryan-built and Lindbergh-flown Spirit ofSt. Louis.

After more than 35 years of intensive and dedicated re­ search and writing, he has just completed the very first book ever attempted on the history of the Spirit of St. Louis. The book was released in July of this year, the 75th anniversary of the famous 1927 flight from New York to Paris. The title is

The Untold Story of the Spirit of St. Louis and is published by Flying Books International, New Brighton, Minnesota.

Volume I of a two-volume work, it includes many previ­ ously unpublished photographs and eyewitness accounts of the airplane's building and flying.

Volume II will cover details, also with photographs, of Lindbergh's three goodwill tours in the United States, Canada, Mexico, Central and South America , and the Caribbean.

VINTAGE AIRPLANE

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NEW MEMBERS

John Kite ...... . .. . .... . . .. . . .........Clyde, AB, Canada Elizabeth Murphy .... .. ... . . . . ... .....Calgary, AB, Canada Ian G. Smith .. ........... . ...........Calgary, AB, Canada Darian Wayne Swartz . ... . . .. ..........Vernon, BC, Canada Marian Du Toit . . . ...... . ... . .. . ... .St. Marys, ON, Canada Keith Kunder .. . . .. .... .. . . .. . . . .Gravenhurst, ON, Canada Steven]. Lubczuk .. . .. .. .... . . .. ... .Kitchener, ON, Canada Hugh Shields ......... .. ... . ......St. Thomas, ON, Canada Michael Wotherspoon . . .... .......... . .. Barrie, ON, Canada Ernie Amadio ................. .. . .Niagra Falls, ON, Canada Emmanuel Rollier ..... . . . .............. .Lamorlaye, France A. L. Wickens .. .. . . . .. .... ... . .Berks England, Great Britian John D. Anderson .. . . . .. .. . . . . . . ......... ... .Hong Kong Daniel Roberts ..... . ..... .... .... . ...Hod-hasharon, Israel Moshood Atanda Salaudeen . . . . . . ........Lagos State, Nigeria Lance Lawler Poynter . .Scottburgh Natal, Republic of South Africa Axel Meier ....... . .. . .... ......... . .Wald ZH, Switzerland Tom Friedrich . . ... .....Bridgend Isle of Islay, United Kingdom Christopher Boyes ..... . ..... ..... . .. .. . .Western Australia A. E. Gerken ... .. ... ......... .. .. . . .... .. .Anchorage, AK

Steve Willis ..... . ... .. ..... ............ . ... .Wasilla, AL

Roy S. Grady .... .. .. . . . . ........... . . . .. .. Batesville, AR

S. C. Musick ....... .. . .. . . . . .. ... . .......... Ft Smith, AR

Billy Dulles ....... . . .. . . .. .. . .... . ... .... .Scottsdale, AZ

Robert A. Martino . ........... .. ........ ..Camp Verde, AZ

Donald M. McGettigan ........... . ........ .. .. . .Mesa, AZ

Allen Struthers ... . ... . .. . .... . . .. . ... .. .... . .Tucson, AZ

Alan Trabilcy . . .. . ........ .. ... .. .. ....Paradise Valley, AZ

David C. Blythe .. . ....... . .... . .. . ....San Bernardino, CA

Sheldon O. Bresin . .. . . ... .... ... . .. . .. .Phillips Ranch, CA

Francis Cummings, III .. . ...... .. . . . . .. . ..San Francisco, CA

Gordon D. Danielson ..... . . .. . . ... . ... . . ....Kentfield, CA

Damon Duree ... . .. . .. . .... . . . . .... ... .. .. .Oakland, CA

Marty Eisenmann . ... . .......... . ...... . . ..Alta Loma, CA

Kenneth R. Finch ... ........ . ..... . .......Paso Robles, CA

Kenneth J. Frank ... . .. . . .. ... .... . . .. .. . .Nevada City, CA

Robert L. Graves ... . ......... . ... . .... . ... .. Palo Alto, CA

Tom Harper .... .... . ... . .... . ...... . ....... .Reseda, CA

William Helvey .... . ... . .. . . . . .. . . .... . .. .. Los Altos, CA

Elvin W. Hurst .... . .. .. .. . . ..... . .........Santa Rosa, CA

Darrel E. Jones ........ . .. ... . .. .. .. .. . ... ...Sonoma, CA

Aurther Laguna .. . .... . ...... . . . .... . .. Pleasant Grove, CA

James H. McCollum .. .... . .. . .. . . . .. . .... . .... Poway, CA

Robert Perry .... .... ..... . . ..... . . . ..........Salinas, CA

Philip Jacques Pines . . . . ... .. . . . ... . ...... ... Palo Alto, CA

Eric Andrew Presten . . .... ..... ... . .. .. . ......Sonoma, CA

Ted Robinson ....... . ... . .... . .. . ...... . . .Sunnyvale, CA

Matthew Roesner . . .... . . ... ........ . .....San Andreas, CA

Nick Sharp ... . . ... . .. . ........... . .......Camarillo, CA

Gerald Turney ... . . ...... . ...... . .... . ......Oakland, CA

Richard Weddleton . ... . ....... .... . .. .. .. . .Escondido, CA

Paul J. Foster .... . ... . .. .. .... . .. . .......Monte Vista , CO

Tracy D. Harmer .. .. . .. ..... .. .. . . . ... .. .. ......Erie, CO

Bill Hauskins . . , .. .. ... ... . . . . . . ....Glenwood Springs, CO

Wayne F. Hillegas .... . . . .... . . ... .. . . . .. . . . . ..Salida, CO

Raymond A. Miller ..... . .. . .. ....... .Colorado Springs, CO

Harrold R. Moore ... . .. .. . . .. . . . . ....Highlands Ranch, CO

George Risely . . . .. . ....... . .. .. ...... . . ....Loveland, CO

Michael Smith . .... . ... . .... . .... . ... .... .. Littleton, CO

No rman J. Graham ........ . .. ... . . .. ... .. .. ..Amston, CT

22

SEPTEMBER 2002

Marc Pelletier . . ..... . .... .. .. . . ...... . ....Danielson, CT

Norman Ross . ...... . ....... ... .. ... . .. . ... .Putnam, CT

Calvin J. Arter, Jr. . . ... . ... .. . .. ... . .... . . ....Mulberry, FL

Thomas Karrer ... .. . . .. . .. . . ..... ... . .... ... . .Miami, FL

Charles Nickerson . .... .. ... . . . . .... . .. . .Bonita Springs, FL

John W. Preiss . . .. . ...... . . .. . . . ..... . .Daytona Beach, FL

Donald M. McBride .. ... ... . . ... . ......... ...Roswell, GA

Wayne Bausch . . . ........ .. ...... . ....... ......Ames, IA

Thomas W. Gillum ... . .. . . ..... .. . . .. . .. .. .Davenport, IA

Craig T. Martin .. ..... . .... . ... . ...... . . .. Des Moines, IA

Aaron Dwayne Siegfried . . .. . ... . .... . . ... . .. .. .Ankeny, IA

David Bona . ........... .. .. ... . .. . . . ... . .... . .joliet, IL

Bob Brandt . . . .. .... . ...... . ..... .. . .....Schaumburg, IL

Brian Cummings .. . .. .. . .. . .. ..... . ........Naperville, IL

Donald R. Eversman ... . .. .. . .. . . . .. . . . . . ... ... . .Lisle, IL

Brett M. Lecy .......... . .... . . . .. .. ... .. . ....Chicago, IL

Douglas L. Mays .. . . . .... . .. .. . ...... . ... . ....Chenoa, IL

Michael Monreal . . . .. . . . ..... . .. . . .. . .. . .. . .Marengo, IL

C. Jud Nogle .. ........ . . . .. . . . .. .. .... . . .. .. . .Savoy, IL

Joseph K. Russell . ..... .. .... .. .. .. ... . .. . ...Kankakee, IL

Edward]. Turner, III . . . . .... ... ........... .....Mokena, IL

Jim Hartlage .. ... ... .. . . . ... . ...... .... .... Lanesville, IN

Stephen Himes ..... . .. .. .. . . .. .... . ...... . . .. Bristol, IN

Gordy Lee .......... . ... . ...... . ..... . . .Indianapolis, IN

Emmett L. Owens .. . . .. ... . .. .. .. .. . ... .....Madison, IN

Gregory A. Smith . .... ...... .. . .. .. .. ...North Webster, IN

Ronald G. Wright ..... . ..... . . . ... . .. . ... . ... .Austin, IN

Maurice Brand .. . ..... .. .... . . . ... . .. . ..Valley Center, KS

Kenneth Joy ....... . ..... . . .... . .... . .. . . .. .Wichita, KS

Bobby]. Newsom ....... .. ... .. . . . ... . .......Wichita, KS

James T. O'Daniel ..... . .... . . . . . .. . . . .... . . . . . .Derby, KS

Arch E. Paterson .. . . .. ... .. ... .. .. . ... . .....Leawood, KS

John H. Plumb . .. . . .. . .... .. . .. ... . .... . ......Delia, KS

Michael Scott Bursk . . . . .. . ... .. .. ..... . .......Wilder, KY

Rob Dorsey . . .. . ..... . . .. . . . .. . . .. .. . . . .. .. Florence, KY

Robin Dorsey ........... . .... . ..... . ...... . .Florence, KY

Charles R. Huff . .. .. .... . .. .... .. .. .. . . . . ...Prospect, KY

Lowell G. Sharkey . ......... ... . .. . .. . .. ... . .Manitou, KY

John Hall .... . .... ... . . ..... ........ . .Northborough, MA

Tim O'Neill .. . . .... .. . .... . ...... . .... . .. .Bradford, MA

Daniel J. Schwinn . . . . . .... . . . .. . .. . . . .. ... ..Lincoln, MA

Hal Boone ... . . . . .. .. ... . . . . ..... .. . .. .. Ellicott City, MD

Jonathan Russell Amundsen .. .... . ... . .. ... ... Hartford, MI

Joseph Azzarello ........ . .... . . . .. . ..... .Grand Haven, MI

John R. Bellefl eur .. . .. ... . . . ..... . . ....Bloomfield Hills, MI

Frank Blink .. .. . ...... . . ... . .... .. . . ..... ...Allegan, MI

Ellis H. Clark . . ..... . ... . .. ... . . .. .. . .. . ... . . . .Bath, MI

Rick Charles Green ........ .. .......... . . .. Kalamazoo, MI

Greg Mathew Griffit ...... . .. . . .. .... . .... . .. Fennville, MI

James c. Hamilton . ...... .. .... . .... .. . .. .. Ann Arbor, MI

Victor Matthews . ... .. . . . ... ... . .. . ... .Comstock Park, MI

David Morse ..... ... . .. .... .. . .... .... ...Battle Creek, MI

Robert Schallip, Jr. . . . .. . .. .... . . . .. . ... .. . .. .Barbeau, MI

Donald R. Woodhams . . ... ... . ..... . ... . . .South Haven, MI

Michael A. Andersen .. . ... . ... ......... . .Apple Valley, MN

Paul Brown . ... .. . . .. . .. . . . .. .. ...... . .Apple Valley, MN

Steve Clouse .... .. ..... .. . . . . . .... . ... . .. .. . ...Ely, MN

Dan Dodds . . ... .. . .. . . .. .. . .. ... . .. .. . .Minneapolis, MN

Kevin Hill . . ..... . . . ....... ..... .. . . . . . . .. ...Eagan, MN

Joel Hoppe ... .. . ... . . . . ..... . .. .. . . ...... .Mankato, MN

Kenneth j. Jasorka ............ . ... .. .....Minneapolis, MN

Don Kerkhoff .... . .. ...... .. ... ... ....Good Thunder, MN

Julius Salinas ............ . . ... . ........ .......Esko, MN

Jerry Woodstrom ..............................Hugo, MN

David L. Alexander ........ . . . .... .. .......St. Charles, MO

Harry Linn .. ..... ..... .. . ........ . ........Vanzant, MO

Duane Oosterhuis .... . . . .. ......... . . ........Ozark, MO

Matthew Pierce .. ... . ........ . .. . .. . ... . ...Florissant, MO

Kari Pierce ... .. ... ...... .... . ... . .. . ... .. Florissant, MO

Dwight E. Lee ........... .. .. . ...............Macon, MS

David L. Andrews ... . ..... .. ... . ...............Cary, NC

Stephen R. Culler . ................. . .. .winston-Salem, NC

David Culp .. . .. . ..... ... ...... . ..... ...Wilmington, NC

Peter Inglis .. .... ........... .. .. . ... .....Chapel Hill, NC

Larry Weida ....... . ........ . .. . .......Fuquay-Varina, NC

Erick S. Corbridge ... . ... . . . . .. .... ... ..... . ..Seward, NE

Michael Mitchelle ... . . .. . ... .. . ...............Wilber, NE

Donald J. Stoops ...... .. ...... . . . ....... Peterborough, NH

Marie Stoops . . .. ...... .. .. . ... . .. ......Peterborough, NH

Kurt M. Wien .. . .... .. . .... . . . ..........West Ossipee, NH

Harvey B. Haslett . .. .. . . ... . .... . . . .........Galloway, NJ

Stephan Koenig .. . .. ................. ....... .Ringoes, NJ

James Dudley .. . .. . . .. ... . ..... . .. ... ..Albuquerque, NM

Maynard H. Ingalls .... . .. ....... . .. .. . .... ...Dayton, NV

Gerald J. Bainbridge ...... . .. .. . .... . . ... ... . .Buffalo, NY

Stuart W. Felberg . . ..... .... . .. ... ........ .Chichester, NY

Clifford L. George ... . ..... .. . ... . ... ........Geneseo, NY

William Richards .. . .. .. .. ... . . . .. ..........Gardiner, NY

George Stahl .......... . .... . .... . .. . .Long Island City, NY

Jerry Anderson .. .. .. ... .. . ........ . . .. ..... .Canton, OH

David Brickner ...... ..... . ........ . ... . ..... Fostoria, OH

Jay J. Gleason ... .. ...... . .... ... ...........Maumee, OH

H. Thomas Griffing .. . .... . . . . ..............Sandusky, OH

Brooke Hayes . .. .... . ...... . .... .. ......Worthington, OH

Thomas Howenstine ... .. .. .... . .... . .......Hicksville, OH

Ted Kelley ... ....... . . .............. .. ...Lyndhurst, OH

William Leff .. .. ...... ..................... .Dayton, OH

Paul Lutz ................ . .... . .........Wadsworth, OH

Alan Peters ......... . .. . . ... . ... .... .. .....Blacklick, OH

Kenneth L. Stocker ...... . .... . ... . ...New Philadelphia, OH

Douglas M. Frantz ..... . . .... . . . ... .... . .. ...Mustang, OK

Will N. Harris ....... . .. ..... . .. .. ... .. . ....Edmond, OK

Randy W. Harrison .............. .. . ... ........Sitgler, OK

Carey Johnson ............ . .... .. . .... ... ...Lawton, OK

Max Mcdermott ... .. ... . . . . . .. ........ .. ......Alva, OK

James L. Williamson ........ . .. . . . ...... . .Sand Springs, OK

Eric L. Graham . ... ... . ......... . . ......... .Gresham, OR

Bill Hall ..... ... ..... . .. . . .... . . ....... . . .. Portland, OR

Chuck Milton ... . ............. .. .......Independence, OR

Daniel Owen . ........ . .. . . ....... ..........Portland, OR

Steven E. Zimmerly .......... . . .... .. .. . ....Hillsboro, OR

John Hess . ........... ... .. .. ... ... .. . .. . .jonestown, PA

James L. Freeman .... . .. ... .. . ... .. . . ... ....Anderson, SC

Tom Lewis ... ... . ......... . ... ...... . . . ....Franklin, TN

Bob Reuther .. ... .. ... ...... . .............. Nashville, TN

Nathan Abel .... . . ................ .. . .... . . Ft Worth, TX

John Allen ........ .......... . ... . ...Dripping Springs, TX

Catherine Bodez ... . .. .. .. ... ...... ...... .Marble Falls, TX

James Butcher ...... . .... . . . . . .. .... .. ... .. ...Plano, TX

Hal W. Cope . ... . .... .... . . ... .. . .. . ....... ..Spring, TX

Stephen M. Fremgen .......... . . . . .. . . .... ..Carrollton, TX

Richard W. Hewgley ..... . .. ....................Waco, TX

Mike Holcomb . .... .. .. ... .. ....... .. ...San Antonio, TX

Roy M. Jones ... . . ... ..... .... .. . .. ... . .. ....Harper, TX

Robert Lannon ...... ... .. .. .. .... .. .. . .......Austin, TX

Fred Stadler .. .. . . . .... . .... . .... ... . . . .. ..Arlington, TX

Carol Stadler ... ..... . . .. . . .. .. . .... . . .. ...Arlington, TX

Chris Stoll .......... ............. . ......... . .Terrell, TX

Vernon j. Waltman . . ....... . .. .... ..... .......Austin, TX

Brandon Astle ........ . .......... .. .. . .. ... . .. Provo, UT

Lance J. Johnson .... ... ........ . . ... ....Salt Lake City, UT

Liberty R. Lloyd . .. ................. . .. ..Salt Lake City, UT

William T. Sampson ......... . .. . . . .........Nellysford, VA

James Snyder ................ . .... . . . .... . ..McClean, VA

Olga Cassella ... ..... . .... .. . . ..... . .. ...... Rutland, VT

John K. Desmond .. . ......... .... . .. .....S Burlington, VT

John A. Birney ............. . . . .. . . ... .. .Lake Stevens, WA

Ken Couch ........ ........ . ..... .. ..... ..Arlington, WA

J. Scott Haywa rd .... . . . .... . ..... . ........ . .Auburn, WA

Stephen L. Johnson ... . .... .. . . . . . ..... .. ..Arlington, WA

Michael D. Latta .. .. . . . .......... . .... ..... .Auburn, WA

Steve Albert Smith . .. ...... ... ... .... ...... .. Buckley, WA

j. F. Vallee . .. . ........... .... ............Vancouver, WA

Jan Christie .................... . . .......Ft. Atkinson, WI

Kent R. Crain .. .. .. .. .. . . .. .... .. .........Green Bay, WI

Randy Erickson . ..... . ...... . ...............Mosinee, WI

Alan j. Georgia .... . . .. .. . . . ..... . . . . ..... .Green Bay, WI

Leslie L. Gore ......... . ..... . ... .. ... . ....Sheboygan, WI

William M. Gore ...... . .... ... ... . . ...... .Sheboygan, WI

David M. Henry . . . ....... . . .... ... .........Hartland, WI

Kenneth Hodges ... . .... . . . ... . ..... .... .. .. Edgerton, WI

David L. Hotzfeld . . .. ........ .. .. . . . .. . ... . ...Merrill, WI

John H. Kass ... ........... ..... .... . . ......Holman, WI

William S. Knight . ..... . ....... . .. . ... . . ...Brodhead, WI

Thomas Knutson .... . . ........... .. . .. . . . ....Chetek, WI

Michael Levonowich ...... . ........... ... ... .Kenosha, WI

Robert J. Pernic .............. . ...........Williams Bay, WI

Alan Reschenberg ..... . ..... . .... . ... ... Oconomowoc, WI

Alex F. Rossulek . ..... .. . .... . . ..... . .. . . . . .Ferryville, WI

David K. Schmitz ......... . . . ................Spooner, WI

Donald Shine .. . . . ...... . ..... . . . ... . .....Waterford, WI

Bradley W. Stellrecht . . .. . . . . . . . ...........Clintonville, WI

James j. Thompson .. . .. .. ........ ... . .. .......Bristol, WI

David Bennett Tomich ... . . ..... . .. . . . ..... .Sheboygan, WI

Dax D. Wanless ............... .. .... . . ... .Middleton, WI

William G. Waring ......... . ..... .. .... . .. .Green Bay, WI

Ernest P. Clay ...... .. ...... . .... ... . .. .. Huntington, WV

EAA Celebrates a

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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

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A: Dates and websites are listed

for your convenience.

To Place Your Order By Phone Call:

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VINTAGE AIRPLANE

23

CK

BY E.E. "BUCK" HILBERT , EAA #21 VAA #5

P.O. Box 424, UNION, IL 60180

Turbines are for kids

etired pilots, especially air­ line types such as I, can sometimes wax romantic.

When you read this blurb written by an unknown author, keep in mind that this person probably spent a good portion of his flying career behind big round engi nes, reluctantly transitioned into the Jet Age with all its new technology, but never forgot the way it was. Here is his lament: "We gotta get rid of these tur­ bines, they are ruining aviation.

We need to go back to big round engines. " (Editor's note: Turbines are round as yo u can get. What're you talking about?) (Author's note: Go away! They know what J mean.)

"A n ybody can start a turbine, just move the switch from "OFF" to "START," and then remember to move it to "ON" after a while. A PC is harder to get running!

"Cranking a round engine re­ quires skill, finesse, and style. On some planes, the pilots weren't even allowed to do it.

"Turbines start by whining for a while, then give a lady-like poot and whine louder. Round engines give a satisfying rattle-rattle, click­ click, BANG, more rattles, another BANG, a big macho burp, some more clicks, a lot of smoke, and fi­ nallya serious low pitched roar.

We like that, it's a 'guy thing.' A turbine is like flicking on a ceiling fan: useful, but hardly exciting.

"Turbines don't break often enough, leading to aircrew bore­ dom, complacency, and

R

24

SEPTEMBER

2002

inattention. A round engine at speed looks and sounds like it's gonna blow any minute. This helps concentrate the mind.

"Turbines don 't have enough control levers to keep the pilot's at­ tention. There's nothing to fiddle with during long flights. Turbines smell like a Boy Scout camp full of Coleman lanterns. Round engine planes smell like God intended fly­ ing machines to smell.

"I think I hear the nurse coming down the hall, I gotta go."

Whoever wrote this brought back a lot of memories for me, and I'm sure many of you feel the same way. There WAS that smell associ­ ated with flying. When we first started to fly, there was the good smell of the avgas, dope and fabric, burnt oil, and the exhaust smell.

Then they started making them out of metal, but the avgas smell was still there, and so was the oil smell and the satisfying exhaust smell.

The Wright Whirlwinds, and the Pratts, and the Warners, and the round Continentals, even the Kinners are antiques now, but they paved the way to the wonderful engines we enjoy today.

The flat engines brought flying to an affordable level, and we all enjoyed their benefits, their relia­ bility, and their economy.

I'll say this for the turbines, they spoil a guy, like the man said, "They don 't break often enough."

They run and run and run. While

an old "round" engine would maybe go 1,200 hours between overhauls (keep your fingers crossed), the turbines kept running for unbelievable hours. The Pratt & Whitney JT-4 hot section ran 16,000 hours. Yep, you read it cor­ rectly, SIXTEEN THOUSAND hours. Then the engine was split, and a new HOT section spliced to the old cold section. The cold sec­ tions were run an incredible 32,000 hours between overhauls!

When a round engine had a bellyache, it usually manifested it­ self into a "feather" party. You shut it down. It, at times, ran out of oil, blew a jug, had shorted secondar­ ies (spark plugs), prop governor problems, or whatever, and got weaker as altitude increased. It was also prone to carburetor ice. If you had more than one, sometimes

synchronization could be a prob­ lem . Hence, the constant "fiddling."

A turbine will swallow untold amounts of water and icy snow, eat birds, get more powerful, and at the same time, more economi­ cal with altitude, and run so smooth and quiet that you can hear every little squeak and rattle your airplane makes. This can be a disadvantage when you go back to a round or even a flat engine. You feel every little vibration, and you are continually on the edge of the seat.

Yes, they had their day, and so did we who flew them. I'll tell you what, though, I sure like the tur­ bines when I want to go somewhere, but I love the round ones when I want to re-live those old days. (Where's that Emergency Checklist ?)

Here's a neat poem sent to us by Jack Gentry; a good friend of Jack's, Wendell Davenport, wrote it. I hope you enjoy it.

Over to you, ~ 1_ I( t( c!!,/tl.0C'

Wendell Davenport comes over to the mainland a couple times a year to fly his Bowers Fly-Baby, which he keeps in Jack's hangar at River­ side, California.

A Poem for

Old 1ad :h~ (JdoM

By WENDELL D AVENPORT JukJd~

rUtheiad4U r.utdwe~~

ablwz,of~·

1tmn, ~than~, we aM ~ r.utd~! d/()UL can, 0I1e ~ ~a~?

{jod~J~!

;;~we~ mha~Mut

~~ cbdeCWJmtd ackud1-~~ ~ktw.dhiU~

r.utd ~ rU if 4 dOI1W ~~

pdoi r.utd madww kcome padofthe~~

of~~·

Can anIf of 4e1- ~

~tku?

1a-me,~~!

.

4~ofdeaikii

r.utd~~

the cdL "Ccmtad/'­ the flip of a ~

r.utd tku ~ r.utd ~

~of~~ ~h4e!

11te ~ U ai f;ut

~1mt1WUL~

w.dh iU ~ ~ idle.

Can 0I1e ~ a mME ~~h~?

J~!

VINTAGE AIRPLANE

25

BY

H . G. FRAUTSCHY

•

JUNE'S MYSTERY PLANE WATERHOUSE ROAMAIR

Peter Bowers, Seattle, Washing­ ton, sent us the June Mystery Plane, and Wayne Muxlow, Min­ neapolis, Minnesota, knew just what it was-the Waterhouse Roa­ mair, also known as the Romair.

Buil t in 1926-27, this photo was taken by Jim Mathiesen, probably

at Oakland, California.

Waterhouse had a hand in the design of a number of famous air­ planes, including the Ryan M-1 and Waterhouse Cruiseair (which many believe was Waterhouse's own version of the M-1), used by Dick Grace in a an aborted at-

T H I S MONTH ' S MYSTERY PLANE COMES TO US VIA RYDER OLSEN , BURNHAM , ILLINOIS .

tempt to fly from Hawaii to Cali­ fornia. The Romair was never certificated, although it has been written that it did receive a Group III approval from the Department of Commerce. At least two exam­ ples were built.

.......

SEND YOUR ANSWER TO:

EM, VINTAGE

AIRPLANE, P.O. Box 3086, OSHKOSH, WI

54903-3086. YOUR ANSWER NEEDS TO BE IN NO LATER THAN OCTOBER 15 FOR INCLUSION IN THE DECEMBER 2002 ISSUE OF VINTAGE AIRPLANE. You CAN ALSO SEND YOUR RESPONSE VIA E-MAIL. S END YOUR ANSWER TO

vintage@eaa.org.

BE SURE TO INCLUDE BOTH YOUR NAME AND ADDRESS (ESPECIALLY YOUR CITY AND STATE!) IN THE BODY OF YOUR NOTE AND PUT "(MONTH) MYSTERY PLANE" IN THE SUBJECT LINE. 26

SEPTEMBER

2002

14-Andover, NJ-VAA FLY-IN CALENDAR SEPTEMBER Ch. 7 Annual Old-Fashioned Fly-In at

The following list ofcoming events is fur­ nished to our readers as a matter of information only and does not constitute ap­ proval, sponsorship, involvement, control or direction of any event (fly-in, seminars, fly market, etc.) listed. Please send the informa­ tion to EAA, Att: Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Informa­ tion should be received four months prior to the event date.

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 13-1S-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-Paimyra, 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@ATI.NET, 973-548-3067

Andover-Aeroflex Airport (12N). 10 am-4 pm. Hosting a full range of antique, classic, and contemporary aircraft. 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 dona­ tion. 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 21-Fort Pierce, FL-EAA Ch. 908 Fly-In Pancake Breakfast, Ft. Pierce Int'l Airport. Info: 772-464­ 0538 or 772-461-7175.

SEPTEMBER 21-22- York, PA­ Gathering of Luscombes at Level Acres (GoLaLa). Info: gnievin@gmu.edu or 703-729-4973 .

SEPTEMBER 22-Hinckiey, IL-Ch . 241 Fall Fly-In Breakfast. (OC2) On the grass. 7 a.m.-Noon. Info: 847-888-2919 SEPTEMBER 28-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@aoi.com SEPTEMBER 28-Hanover, IN-(641) Wood, Fabric, & Tailwheels Fly-In. Lee Bottom Flying Field. Cajun Avgas (15 Bean Chili). Beautiful scenery, great

SKYWARD

31905 West 175, Gardner, KS (K-34) 913 -856 -7851; www.skywardpi/otshop.com

people, old planes. Info: 812-866­ 3211 or www.LeeBottom.com SEPTEMBER 28-29-Alliance, OH­ American Military History Event.

Barber Airport (2D1). Info: 330-823­ 1168, www.{barber@alliancelink.com OCTOBER 3-Eureka Springs, AR-Fly­ In/Airshow at Silver Wings Field, sponsored by Aviation Cadet Museum. Info: 479-253-5008 OCTOBER 4-6-Darlington, SC-VAA Ch. 3 Fall Fly-In, Darlington County Airport.

Antique, Classic and Contemporary air­ planes. Awards in all categories, Friday early bird barbecue, flying & judging for awards Saturday, Saturday dinner with speaker. Info: 252-225-0713 or eiwiison@homexpressway.net.

OCTOBER S-8-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 (N57).

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 12-Kenton, OH-EAA Ch. 1196 Annual Chili Fly-In at Hardin Co. Airport (i-95). 11 a.m. until? (Rain date Sun., 10/13) Info: 419-673-9542 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 VEStaiey@peopiepc.com or http://www.aimav.com/airport/OTX6 OCTOBER 19-Fort Pierce, FL-EAA Ch. 908 Fly-In Pancake Breakfast, Ft. Pierce Int'l Airport. Info: 772-464­ 0538 or 772-461-7175.

NOVEMBER 23-Fort Pierce, FL-EAA Ch. 908 Fly-In Pancake Breakfast, Ft. Pierce Int'l Airport. Info: 772-464­ 0538 or 772-461-7175.

DECEMBER 21-Fort Pierce, FL-EAA Ch. 908 Fly-In Pancake Breakfast, Ft. Pierce Int'I Airport. Info: 772-464­ 0538 or 772-461-7175.

EAA FLY·IN SCHEDULE 2002 EAA EAST COAST FLY·IN

www.eastcoast(Iyin.org September 13-15, Toughkenamon, PA

EAA SOUTHWEST REGIONAL FLY-IN www.swrfi·com September 27-28, Abilene, TX

Pilot supplies- Tr~ining Aids-Aircr~ft P~rts-Avi~tion run Stuff

Located in the "~eart of America" for fast nationwide delivery

Avcom Mcrarlane Avaition Products Corrosion X-ReJex Compaq

EAA SOUTHEAST REGIONAL FLY·IN www.serfi·org October 4-6, Evergreen, AL

COPPERSTATE EAA FLY-IN www.copperstate.org October 10-13, Phoenix, AZ VINTAGE AIRPLANE

27

VAA HE 5 continued

WACO CLASSIC ACS

www.aircraftspruce.com

Workshop Schedule Sept 14-15. 2002

Denver. CO SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING INTRO TO AIRCRAFT BLDG. ELECTRICAL SYSTEMS & AVIONICS

Sept 20-22. 2002

Griffin. GA TIGWELDING RV ASSEMBLY

Sept 20-22. 2002

Corona. CA LANCAIR ASSEMBLY

Sept 27-29. 2002

Corona. CA RVASSEMBLY

Oct. 18-20. 2002

Oshkosh. WI RVASSEMBLY

Oct 19. 2002

Boston. MA SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING TEST FLYING YOUR PROJECT

The FAA has issued an airwor­ thiness concern sheet (ACS) for the Waco Classic Aircraft Com­ pany's model YMF-S . Please note that this ACS does not include the original Waco YMF-S air­ planes manufactured in the 1930s

by Waco in Troy, Ohio. The ACS only pertains to the modern pro­ duction aircraft.

The FAA received a report of a failed elevator control cable on an aircraft that was part of a fleet of three sightseeing airplanes.

Since the airplanes are operated for hire, they undergo 100-hour inspections as well as annual in­ spections. Thankfully, since the failure occurred on the takeoff roll, the failed elevator cable did not result in the loss of the air­ plane or any injuries, but the outcome could have been much worse. In addition to the aircraft with the failed cable, the other two airplanes in the same fleet showed substantial wear on the cables in the same aft fuselage area, where the cables are routed through cable pulleys.

Even it if does not directly ap­ ply to your airplane, a failure like this certainly underscores the need for complete and thorough inspections. Let's all be careful out there!

Nov 2-3. 2002

Minneapolis. MN SHEET METAL COMPOSITE CONSTRUCT. INTRO TO AIRCRAFT BLDG FABRIC COVERING

Nov 8-1 O. 2002

Griffin. GA TIG WELDING

Nov 9-10. 2002

Griffin. GA FINISHING & SPRAYING PAINT GAS WELD ING SHEET METAL SHEET METAL FORMING

Nov 23. 2002

Corona. CA TEST FLYING YOUR PROJECT

Correction

Nov 23-24. 2002

Corona. CA SHEET METAL COMPOSITE CONSTRUCT. FABRIC COVERING

last line in the July issue's arti­

Dec 6-8. 2002

Dec 6-8. 2002

Griffin. GA RV ASSEMBLY TIG WELDING Corona. CA RV ASSEMBLY

Visit www.sportair.com for a complete listing of workshops.

We managed to drop the very cle, He Said, She Said. Here's how Ken Morris intended to fin­ ish his part of the story: She flew it ... and, she liked it ... a lot! We bought it ... ouch! I knew it was the right

Sf,ORTJJIR

WORKSHOPS

--~-28

SEPTEMBER 2002

1-800-WORKSHOP 1-800-967-5746

move. All I had to do was chase

sportair@eaa.org

than I look!)

it till she caught it. (I'm smarter .......

The first and only 2003 desktop calendar devoted to EAA's "grassroots."

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• 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!

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• 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.

airtex!;RODUCTS, INC. 259 Lower Morrisville Rd. , Dept. VA

Fallsington, PA 19054 (215) 295-4115

website: www.airtexinteriors.com

Fax: 800/394-1247 VINTAGE AIRPLANE

29

VINTAGE

TRADER

..Regardless of the size of the project, my goal has always been to exceed my customer's expectations."

I'he use of Datronor similar modern materials as a substitute for (otton is a dead giveaway 10 Ihe knowingeye. They simply do not look right on vintoge oircroh,' from Robert Mikesh, former curolor of Ihe Nolionol Air ond Spoce MUlOum, in his book Restoring MUSEUm Aircraft.

VII'lTAGE. AE.RO fAP.:>RICJ, LTD "" PURVEYORS ""

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Zanesville, Ohio 43701

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• Hardbound with glossy dust jacket • More than 175 pages • More than 300 photos • Covers all 50 years of EAKs fly-in in Milwaukee, Rockford, and Oshkosh • Filled with unique stories and history • A nostalgic and insightful look at the development and growth of EAA through its largest and exciting event: its annual fly-in convention.

To Order Call: 800-843-3612 Outside U.S. & Canada call (920) 426-4800 or visit us on-line at www.eaa. org, or send your order by mail to: EAA Mail Orders, P.O. Box 3086 Oshkosh, WI 54903-3086 Maiar Credil Cords Accepted . WI residenls odd 5% soles tox • Shipping and handling NOT included

30

SEPTEMBER

2002

BABBITT BEARING SERVICE - rod bearings, main bearings, bushings, master rods, valves, piston rings Call us Toll Free 1-800-233-6934, e-mail ramremfg@aol.com Web site www.ramengine.com VINTAGE ENGINE MACHINE WORKS, N. 604 FREYA ST., SPOKANE, WA 99202.

Airplane T-Shirts

150 Different Airplanes Available

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FOR MOR E IN FO.

If you're an EAA member or have ever been to AirVenture, this book belongs in your library or on your coffee table.

Oshkosh-Gateway to Aviation E11013 00

Classified Word Ads: $5.50 per 10 words, 180 words maximum, with boldface lead-in on first line.

Classified Display Ads: One column wide (2.167 inches) by 1, 2, or 3 inches high at $20 per inch. Black and white only, and no frequency discounts.

Advertising Closing Dates: 10th of second month prior to desired issue date (i.e., January 10 is the closing date for the March issue). VAA reserves the right to reject any advertising in conflict with its policies. Rates cover one insertion per issue. Classified ads are not accepted via phone. Payment must accompany order. Word ads may be sent via fax (920-426 -4828) or e-mail (cIassads@eaa.org) using credit card payment (all cards accepted). Include name on card, complete address, type of card, card number, and expiration date. Make checks payable to EAA. Address advertising correspondence to EAA Publications Classified Ad Manager, P.O. Box

3086, Oshkosh, WI 54903-3086.

Radial Exhaust Systems

Antiques, Warbirds, Cropdusters 304-466- 1752 Fax 304-466-0802

Something to buy, sell or trade?

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, PO-8 certified Target Drone derivative. Tri-gear Culver Cadet. See Juptner's Vol. 8-170. Total time ME 845 hrs. I just have too many toys and I'm not getting any younger. Find my name in the Officers & Directors listing of Vintage and e-mail or call evenings. E. E. "Buck" Hilbert Flying wires available. 1994 pricing. Visit flyingwires.com or call 800-517-9278.

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 beautiful.

Museum quality restoration, Swedish military markings.

Has won trophies at Oshkosh and numerous other places. A reliable low maintenance airplane with excel­ lent Hying qualities. Engine 65 STOH. $90,000 530-642­ 1970 or wayne@e-easi.net www. MotorArtWo.*"s.com - Aviation Art favorites: WIN­ I, Golden Age, WIN-II to present.

Membership Services VINTAGE

AIRCRAFT ENJOY THE MANY BENEFITS OF EAA AND THE EAA VINTAGE AIRCRAFT ASSOCIATION ASSOCIATION

~.

Directo!y-

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EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086 ,J

OFFICERS President Espie ·Butch· j oyce P,O. Box 35584 Greensboro, NC 27425 336-668-3650

windsock@aol.com Secretary

Steve Nesse 2009 Highland Ave. Albert Lea, MN 56007

507-373-1674

David Bennett

P.O. Box 1188

Roseville, CA 95678

916-645-6926

antiquer@inreach.com

George Daubner 2448 Lough Lane Hartford, WI 53027 262-673-5885 vaaflyboy@aoJ.com

Treasurer Charles W. Harris 7215 East 46th St. Tulsa, OK 74 147 918-622·8400

cwh@hv5u.com

Dale A. Gustafson 7724 Shady Hills Dr. Indianapolis, IN 46278 317·293·4430

dalefaye@msn.com Jeannie Hill P.O. Box 328 Harvard, IL 60033 815-943-7205 dinghao@owc.net

john Berendt

7645 Echo POint Rd.

Cannon Falls, MN 55009

507-263-2414

fch1d@n:onnect.com

Steve Krog

1002 Heather Ln.

Hartford, WI 53027

262-966-7627

Robert C. "Bob" Brauer

Robert D. "Bob" Lumley 1265 South 124th St. Brookfield, WI 53005 262-782-2633

9345 5. Hoyne

Chicago, lL 60620

773-779-2105

photopilot@aol.com

sskrog@aol.com

lumper@execpc.com

Dave Clark

635 Vestal Lane

Plainfield, IN 46168

317-839-4500

davecpd@iquest.net

Gene Morris 5936 Steve Court Roanoke, TX 76262 817-491-9110 n03capt@fiash.net

john S. Copeland

Dean RJcharoson 1429 Kings Lynn Rd Stoughton, WI 53589 608-877-8485 dar@aprilaire.com

1A Deacon Street Northborough, MA 01 532 508-393-4775

copelandl@juno.com Phil Coulson 284 15 Springbrook Dr. Lawton, MI 49065 616-624-6490

rcoulsonSl6@cs.com Roger GomoU

8891 Airport Rd, Box C2

Blaine, MN 55449

763-786-3342

pledgedrive@msncom

Geoff Robison

1521 E. MacGregor Dr.

New Haven, IN 46774

260-493-4724

chief7025@aoi.com

SoH. " Wes" Schmid

2359 Lefeber Avenue

Wauwatosa, WI 53213

414-771-1545

shschmid@milwpc.com

DIRECTORS

EMERITUS

Gene Chase 2159 Carlton Rd. Oshkosh, WI 54904 920-231-5002

@

eaa.org

Vice·President

DIRECTORS Steve Bender 815 Airport Road

Roanoke, TX 76262

817-491-4700

sstl ()()@worldnet.art.net

Phone (920) 426-4800 Fax (920) 426-4873 Web Site: http://www.eaa.org and http://www.airventure.org E-Mail: vintage

E.E. "Buck" Hilbert P.O. Box 424 Union, 1L 60180 815-923-459 I buck7ac@mc.net

ADVISOR Alan Shackleton P.O. Box 656

Sugar Grove, IL 60554-0656

630-466-4 193

103346.1772@compuserve.com

EAA and Division Membership Services 800-843-3612 ... . __ ...... FAX 920-426-6761 (8:00 AM-7:00 PM Monday-Friday CSl) • New/renew memberships: EAA, Divisions (Vintage Aircraft Association, lAC, Warbirds), National Association of Flight Instructors (NAB) • Address changes • Merchandise sales • Gift memberships

Programs and Activities EAA AirVenture Fax-On-Demand Directory .. _.... _...... _......... __ 732-885-6711 Auto Fuel STCs .............. 920-426-4843 Build/ restore information ... .. 920-426-4821 Chapters: locating/organizing . . 920-426-4876 Education ................ _ . 920-426-6815 • EAA Air Academy • EAA Scholarships

Hight Advisors information. _. . 920-426-6522 Hight Instructor information _.. 920-426-6801 Hying 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 .. __ ........ __ ..... ... 800-727-3823 AVEMCO ....... _.. .... __ .. 800-638-8440 Term Life and Accidental ... . .. 800-241-6103 Death Insurance (Harvey Watt & Company) Editorial _........ _. ........ 920-426-4825 ...... __ ....... __ ...... FAX 920-426-4828

• Submitting article/ photo • Advertising information EAA Aviation Foundation Artifact Donations .. ___ . ... __ 920-426-4877 Financial Support ... . . .. . . . . 800-236-1025

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Assod­ 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 availabl e for $SS per yea r (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 WARBlRDS magaZine for an additional $40 per year.

EAA Membership, WARBIRDS magazine and one year membership in the Warbirds Divi­ sion is available for $SO per year (SPORT AVIATION magazine not included). (Add $7 for Foreign Postage_)

EAA EXPERIMENTER Current EAA members ma y re ce ive EAA EXPERIMENTER magaZine for an additional $20 per year.

EAA Membership and EAA EXPERIMENTER magazine is available for $30 per yea r (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 req uired Foreign Postage amount for each membership.

Membership dues to EAA and its divisions are not tax deductible as charitable contributions.

Copyright ©2002 by the EAA Vintage Aircraft Association All rights reserved.

VINTAGE AIRPlANE (ISSN 0091-6943l IPM 1482602 is published and owned exclusively by the EAA Vintage Aircraft Associalion of the Experimental Aircraft Association and is published monthly at EAA Aviation Center, 3000 Poberezny Rd., P.O. Box 3086. Oshkosh, WISCOnsin 54903-3086. Periodicals Postage paid al Oshkosh. Wisconsin 54901 and at additional mailing offICeS. POSTMASTER: Send address changes to EAA Vintage Aircraft Association, P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AND APO ADDRESSES - Please allow at least two months lor 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 to submit 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: Editor, ViNTAGE AIRPlANE, P.O. Box 3086, Oshkosh, WI 54903-3086. Phone 920/426-4800.

EAA" and SPORT AVIATION", the EAA Logo" and Aaronautica ~ are registered trademarl<s, 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 EAA AVIATION FOUNDATION Logo is a trademark of the EAA Aviation Foundation, Inc. The use of Ihis trademark without the permission of the EAA Aviation Foundation, Inc. is strictly prohibited.

VlNTAGE AlRPLANE

31

Theodore Patecell Fort Lauderdale, FL First flight training- 1934 Former vice president with Howard Aircraft Flew first prototypes for Boeing iet airliners and Lear corporate iets Holds airliner speed record from New York to Rio de Janeiro, Brazil

Ted Patecell, pictured with his Howard DGA 15P, has a lang history with Howard aircraft,

To AUA: "When I bought a 1939 model Howard DGA 15P, the insurance compa足

AUA is

~ approved.

To become a

AUA's Exclusive EAA Vintage Aircraft Assoc.

Insurance Program

ny which was insuring my modern aircraft advised they did not insure antique air足

craft. I was uninsured until I found AUA. I

Lower liability and hull premiums Medical payments included

have found the AUA personnel to be very

Fleet discounts for multiple aircraft carrying all risk coverages

courteous and prompt in renewing my pol足

No hand-propping exclusion

icy. I am very thankful to have found your

No age penalty No component parts endorsements

member of the

company."

- Ted Patecell

Discounts for claim-free renewals carrying all risk coverages

Vintage Aircraft Association call

The best is affordable.

Give AUA a call - it's FREE!

Remember, We're Setter TogetherI

800-843-3612

800-727-3823 Fly with the pros...fly with AUA Inc.

AVIATION UNLIMITED AGENCY

artner

cognl't·Ion

~~Yi~

As a partner with· Ford Motor Company, EAA is proud to offer EAA Members the opportunity to save on the purchase or lease of Ford, Lincoln, Mercury, Mazda, Volvo, Land Rover, Jaguar and TH!NK vehicles. You can save hundreds--even thousands-of dollars.

And it's easy to participate in the Ford Partner Recognition Program-but only if you're an EAA member*.

Get your personal identification number (PIN) from the EAA web site (www.eaa.org) by clicking on the EAAlFord Program logo. Then, just take your PIN and your EAA number to your local dealership, select an eligible vehicle, and receive your special EAA Member pricing.

For more information and additional details, call EAA Membership Services at 800-JOIN-EAA.

VOLVO

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LINCOLN

The Leader In Recreational Aviation

*

Mercury

Must be an EAA Member for at least 1 year to be eligible. On ly available to residents of the U.S. and Ca nada. Introductory, Student, Complimentary, Library, School, and Corporate Memberships are ineligible.

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