VA-Vol-31-No-5-May-2003 by EAA Vintage Aircraft Association

MAY 2003

VOL. 31 , NO.5

VAA NEWSIH .G. Frau tsch y

SUN 'N FUN AWARDS

MYSTERY PLANE

JOHN MILLER RECALLS UFO: UNITED FLYING OCTOGENARIANS/Jo hn M iller

HUGO JUNKERS, AVIATION PIONEER THE F 13 AND OTHER ACHIEVEMENTS O. T h ompson Rh od es

WHOSE IDEA WAS THAn LITTLE KNOWN EVENTS IN AVIATION HISTORY Hardy F. LeBel

THE OLD RHINEBECK GOES DOWN UNDER Dan Tayl or

LONG-RANGE CRUISER BOB SCHINDLER'S RARE CESSNA 140A PATROLLER H.G. Frautschy

THE VINTAGE INSTRUCTOR L'M. S.A.F.ElDoug Stewart

PASS IT TO BUCK

CALENDAR

CLASSIFIED ADS

VAA MERCHANDISE

Publisher Editor-in-Chief Executive Editor News Editor Photography Staff Advertising Coordinator Advertising/Editorial Assistant Copy Editing

TOM POBEREZNY scon SPANGLER MIKE DIFRISCO RIC REYNOLDS JIM KOEPNICK LEEANN ABRAMS TRISHA LUNDQUIST JULIE RUSSO ISABELLE WISKE COLLEEN WALSH KATHLEEN WITMAN

JlUO'AGI.AIRP~ANE

Executive Director, Editor VAA Administrative Assistant Contributing Editors Graphic Designer

HENRY G. FRAUTSCHY THERESA BOOKS JOHN UNDERWOOD BUDD DAVISSON OLIVIA L. PHILLIP

FRONT COVER: Bob Schindler extensively restored one of the rarest ver足 sions of the Cessna 140A, the Patroller. With fuel capacity of 42 gallons, it can fly for nearly 8 hours. EAA photo by Jim Koepnick , Cessna 210 photo plane flown by Bruce Moore.

BACK COVER: One of the most unusual sights in aviation is a Curtiss Pusher in flight. Dan Taylor flies the Old Rhinebeck Aerodrome 's Curtiss Model D Pusher "down under" during the Australian International Air Show this past February. See the article starting on page 13 for more on just how unusual this flight was. Photo by Mike Dugda le-Geelong.

5 BY ESPIE "BUTCH" JOYCE PRESIDENT, VINTAGE ASSOCIATION

Sun 'n Fun Enjoying our flying freedom Did you make it to Sun 'n Fun? Those of us who were there had a great time, with some of the best weather I can remember for a spring fly-in. Even though the eastern mountain ranges are not as tall as the Rockies, the weather in the southeastern United States can be pretty wild in the spring, so it can be a challenge getting to cen tral Florida from other portions of the United States. It's also interesting to see the airplanes that we often only see at eastern fly-ins, since crossing the moun tains in some of the older airplanes can be a test for those who would fly them to Oshkosh in the summer. With a shift in the days to a Wednes day through the following Tuesday, it was hoped that more time was given to pilots who wanted to fly to the annual kick-off event of the fly-in season. It seemed to me that the crowd 's atten dance was evened out over the first two-thirds of the fly-in. Sun 'n Fun has commissioned the University of Florida to do research on the attendance on the event, so we don't have the final num bers yet. We wish them well, and look forward to starting the fly-in season with Sun 'n Fun each year. Each year seems to bring a special treat to the Vintage area, and this year was no exception. We were enthralled to see Mikael Carlson's Bleriot XI and Thulin Tummelisa on display and flying during Sun 'n Fun, If you've never seen a rotary-engine airplane fly, both were fascinating in their own rights. The Ble riot is an original airplane, license-built by Thulin . Roll control is by wing-warp ing, and the outrigger landing gear was neat to see in operation. The Tummelisa is a replica, built by Mikael over a num ber of years, and it was quite capable (as was the pilot) of any maneuver you 'd

care to perform. It was really a sight to see. We understand Carlson will be in Dayton in July with the airplanes, and who knows, perhaps we ' ll see him in Oshkosh at EAA AirVenture. One other neat display was EAA's Countdown to Kitty Hawk touring pavilion, presented by Ford Motor Company. I visited the pavilion on a regular basis, and it was often filled with people looking at the informative signboards and artifacts, and trying their hand at flying the Wright Flyer simulators built by EAA and powered by a special program written by Mi crosoft for its Flight Simulator PC program. It's just as hard as you imag ine, but that didn't stop us from trying! There was always a line to try the simu lators, but everyone I spoke with was having a great time flying from the vir tual sands of Kitty Hawk. The centerpiece of the pavilion is, of course, the beautiful 1903 Wright Flyer reproduction built by Ken Hyde and the Wright Experience. It's really breath taking to see. I can't wait to see it fly! If you can, be sure to catch up with the pavilion as it tours. You can get all the tour stop information at EAA's web site, www.countdowntokittyhawk.com. There's plenty to do on the website, too . Be sure to vote for Eclipse Avia tion's Greatest Aviation Innovation. If you're coming to EAA AirVenture, you're in business, as the Countdown to Kitty Hawk touring pavilion will be right next to AeroShell Square. If I didn't see you at Sun 'n Fun, per haps our paths will cross in Oshkosh. Be sure to stop me and say hi. We're always open to suggestions and comments from our fellow members. Ask a friend to join us. These are trying times for civilian avi ation, from the airline folks all the way

to those of us who enjoy light plane fly ing. As I finish this month's column, the Boston Globe has just printed a remark ably ill-conceived and poorly reasoned editorial supporting Chicago's Mayor Da ley for his unbelievable actions in attempting to destroy Meigs field in downtown Chicago. The editorial shows that we have a long way to go to educate the general public about the misconcep tions of the capabilities of light planes. While those of us who fly know that it would be much easier to create havoc us ing another form of transportation, the notion of an airplane above their heads has long been an issue to some. Even while our instincts tell us to holler at the top of our lungs, "You don't understand!" the fact is we have to continue to get our point across in two ways:

1. By the way we act. "Flying Smart" and use our good judgment to not linger over sensitive areas. Entering restricted airspace without clearance only serves to give more ammunition to those who are against our exercising of our personal freedom to fly. Being vigilant at our local airports will also help allay fears .

2. By the way we speak. Reasoned, well-thought-out letters and contact with the media, both on a local and national level, can go a long way to showing we're not a threat. If you need help with materi als for your local media, please don't hesitate to contact the EAA Government Programs department at 920-426-6522. 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

EAA . s COUNTDOWN TO

VAA HALL OF FAME

KITTY HAWK PAVILION

Do you know someone who has made a lasting contribution to vintage aviation since 1950? Perhaps it was in the area of restoration, someone who has been an active instructor teaching others the correct way to fly older airplanes? These contri butions could be in the areas of flying, design, mechanical or aerodynamic developments, administration, writing, or some other vital, relevant field. If you feel these contributions to the world of vintage aviation are worthy of na tional recognition, consider nominating that person to the VAA Hall of Fame. Nominations for the 2004 awards are now being accepted. You can download a copy of the nomination form at: www.vintageaircraft.orglprograms/nominating.html. If you don't have access to the Internet, call us at 920-426-6110 to request a copy of the form. The deadline for nominations to the 2004 VAA Hall of Fame is September 30, 2003.

DEBUTS AT SUN ' N FUN

Opening day, April 2, of the Sun "n Fun EAA Fly-In, visitors saw th e grand opening of EAA's Countdown to Kitty Hawk touring pavilion. EAA's authentic reproduction of the 1903 Wright Flyer, which will re-create the brothers' historic flight at 10:35 a.m. on December 17, 2003, in Kitty Hawk, was center stage as EAA President Tom Poberezny welcomed EAA mem bers and aviation enthusiasts to the 24,000-square-foot pavilion. "Our goal is to tell the incredibl e story of two brothers from Dayton, Ohio, who were not only bicycl e builders, but men who through inven tion , high standards, and creativity changed the world," Tom said. "There have been many significant inven tions and events throughout time, but few have had the impact of the air plane. For those of us who are pilots and aviation enthusiasts, we know what flying means. But looking be yond that, the airplane behind me began a series of unparalleled develop ments that touch every single citizen of this world, and have extended our reach beyond the sky to the universe in which we live." The magnificent '03 Flyer reproduc tion is the centerpiece of the touring pavilion, which also features three vir tual Flyers-simulators sponsored by Microsoft Flight Simulator-along with Eclipse's enlightening displays unveiling the Top 10 Greatest Aviation Innovations, and Ford Motor Co m pany's special Kitty Hawk edition Lincoln Aviator SUV. EAA created Countdown to Kitty Hawk, presented by Ford Motor Company, with supporting sponsor ship from Microsoft Flight Simulator and Eclipse Aviation, as an aviation led, year-long event to celebrate the centennial of powered flight . It cul minates on December 17, 2003, at 10:35 a.m. when the authentic repro duction, built by Ken Hyde and the 2

MAY

2003

Wright Experience, will take to the air again from the sands of Kitty Hawk, North Carolina. Between now and then, the touring pavilion will make other stops at Ford Motor Company's 100th anniversary celebration in Dearborn, Michigan, June 13-16; In venting Flight in Dayton, Ohio, July 4-20; EAA AirVenture Oshkosh 2003, July 29-August 4; the Museum of Flight in Seattle, Washington, August 23-September 2, and the National Business Aviation Association Con vention in Orlando, Florida, October 7-9. Find out the latest information on EAA's Countdown to Kitty Hawk at www.countdowntokittyhawk.com. CHEC K OUR CAL E NDARS

Many great flying events are coming up in 2003, so check our Calendar of Events-both in the magazine and on the web. Please note: If you have entered your event on the EM website, but it is not on the VAA website or in Vintage Airplane magazine, please send your event infor mation to us so we can get it in the magazine. While technology is great, it seems to always take a while to get the bugs out. It is not yet possible to gather the Vintage data separately from the EM website. So, for the time being, continue to e·mail or send your information to us di· rectly, as well as putting it on the EAA website. Also note that we cannot accept Calendar items over the phone. E-Mail: vintage@eaa .org Vintage Aircraft Association Calendar of Events P.O . Box 3086

Oshkosh, WI 54903-3086

EAA AIRVENTUR E NOTAM

AVAILAB L E FOR DOWN L OAD

The official Notice to Airmen (NO TAM) for the 51st EAA AirVenture Oshkosh is available for viewing/ download on the EAA AirVenture website (www.airventure.org) and will soon be avail able in print. The NOTAM, designed by EAA and approved by FAA, assists pilots as they prepare to fly into and out of Wittman Regional Airport from July 26 through August 5. The NOTAM booklet includes official ar riva l and departure flight procedures including procedures for the many types of aircraft that fly to Oshkosh for the event, as well as aircraft that land at nearby airports. Past visitors will note several changes this year, including: • Aircraft manufactured in 1967 now allowed in Vintage (Contemporary class) areas. • South Briefing Annex added for pi lot briefings. • Blue dot added to Runway 18R. • Warbird/High Performance Ar rival minimum speed changed to 130 knots. • Yellow Flow: Left base entry for Runway 27. To receive a free printed copy of the AirVenture NOTAM, call EAA Member ship Services at 800-564-6322, or e-mail membership@eaa.org. Printed copies are available through anyone of 15 se lected Automated Flight Service Stations (AFSS) throughout the country. ......

5 ANTIQUE

(BEFORE 8/31/45)

SE-XMC - 1911 Ble riot XI - Mikael Carlson, Kvarnhem, Sebbard - Sweden RESERVE GRAND CHAMPION - NC20953 1939 Waco ARE - Ron Tarrson, Powell, Ohio SILVER AGE CHAMPION - N9125 - 1931 New Standard - Waldo Wright's Flying SVC, Powell, Ohio SILVER AGE RUNNER-UP - NC534W 1930 Monocoupe - Bob Coolbaugh, Culpepper, Virginia BRONZE AGE CHAMPION - NC38405 - 1941 Piper J-5A Cub - Michael P. O'Neil, Charleston, South Carolina

GRAND CHAMPION -

SEAPLANES

NC19498 Cessna C-165 Airmaster - Glen Lar son, Sarasota, Florida BEST METAL AMPHIBIAN - N6240K - Re public RC-3 Seabee - Jim Poel, Spruce Creek, Florida BEST FABRIC FLOATPLANE - N43459 Taylorcraft BGS 12D-4-85 - Stan Sweikar, Dameron, Maryland

BEST FABRIC AMPHIBIAN -

CUSTOMIZED AIRCRAFT CHAMPION

N5366N - 1944 Boeing E75 - George L. Byrd, Dunedin, Florida REPLICA AIRCRAFT HISTORICAL PRESERVA TION - SE-XIL - 1919 Tummelisa

Mikael Carlson, Kvarnehm, Sebbard Sweden CONTEMPORARY

(1/1/56 TO 12131167)

N2848Z - Piper Tri pacer - Tim Baily, Peach Tree City, Georgia GRAND CHAMPION CUSTOM - N12711 Beechcraft V-Tail Bonanza - Steve W. Oxman, Riva, Missouri BEST TWIN - N190CM - Beechcraft E18 Twin - Barrels of Fun, Lebanon, Missouri OUTSTANDING IN TYPE - N6817T - Cessna 310 - Paul Erickson and Ed Lachen dro, Navato, California OUTSTANDING IN TYPE - N182HD Cessna 182 - Chris Bruck, St. Peters, Missouri OUTSTANDING IN TYPE - N180DR Cessna 180 - Bryan Jorgansen, Doylestown, Ohio OUTSTANDING IN TYPE - N8481A - Piper Super Cub - Pat McNamara, Marine, Illinois OUTSTANDING IN TYPE - N108M - Meyers - Tom Losey, Fort Myers, Florida

GRAND CHAMPION -

C LASS I C

(9/1/45 TO 12/31/55)

0-100 hp N43545 - Taylorcraft - Raymond Cook, Spring Grove, Illinois BEST RESTORED CLASSIC - 101-165 hp N2311P - Piper Tripacer PA-22 - Mike

Steele, Walnut Cove, North Carolina

BEST RESTORED CLASSIC - over 165 hp N2151C - Cessna 195B - Sam Jones,

Conroe, Texas

BEST CUSTOM CLASSIC - 0-100 hp NC43686 - Taylorcraft BC-12D - Paul

Hoffmeyer, Streamwood, Illinois

BEST CUSTOM CLASSIC - 101-165 hp N8553C - Piper PA18A - Andy

Thornar, Winter Haven, Florida

BEST CUSTOM CLASSIC - over 165 hp N302GT - Cessna 195B - Craig Bair-

McCool Junction, Nebraska

BEST RESTORED CLASSIC -

OUTSTANDING CLASSIC AIRCRAFT

NC42760 - Piper J-3 - David J. Dixon, Orlando, Florida OUTSTANDING CLASSIC AIRCRAFT - N1369E - Aeronca Champ - Bob Haas, Labelle, Florida OUTSTANDING CLASSIC AIRCRAFT

N9810A - Cessna 195 - John Carroll, Jr., Fayetteville, Georgia VINTAGE AIRPLANE

. 3

VAA's "Friends of The Red Barn"

VAA 2003 Convention Fund Raising Program The Vintage Aircraft Association is a major partici pant in the World's Largest Annual Sport Aviation Event - EAA AirVenture Oshkosh! The Vintage Divi sion hosts and parks over 2,000 vintage airplanes each year from the Red Barn area of Wittman Field south to the perimeter of the airport. The financial support for the various activities in connection with the weeklong event in the VAA Red Barn area has been principally derived from the Vin tage Aircraft Association 's general income fund. Starting in 2002, the Vintage Board elected to more properly underwrite the annual Vintage Red Barn area Convention activities from a yearly special conven tion support fund. This effort is the VAA's "Friends of the Red Barn" program. This fundraising program is an annual affair, begin ning each year on July 1 and ending June 30 of the following year. This year's campaign is well underway, with contributions already arriving here at VAA HQ. Our thanks to those of you who have already sent in your 2003 contributions. You can join in as well. There will be three levels of gifts and gift recognition: Vintage Gold Level - $600.00 and above gift Vintage Silver Level - $300.00 gift Vintage Bronze Level - $100.00 gift Each contribution at one of these levels entitles you to a Certificate of Appreciation from the Division. Your name will be listed as a contributor in Vintage

Ailplane magazine, and on a special display at the VAA

Red Barn. You will also be presented with a special name badge recognizing your level of participation. During AirVenture, you'll have access to the Red Barn Volunteer Center, a nice place to cool off. Gold Level contributors will also receive a pair of certificates each good for a flight on their choice of EAA's Ford Trimotor or New Standard Biplane, re deemable during AirVenture or during the summer flying season at Pioneer Airport. Silver Level contribu tors will receive one certificate for a flight on their choice of one of the two planes. This is a grand opportunity for all Vintage members to join together as key financial supporters of the Vin tage Division. It will be a truly rewarding experience for each of us as individuals to be part of supporting the finest gathering of Antique, Classic, and Contem porary airplanes in the world . Won't you please join those of us who recognize the tremendously valuable key role the Vintage Aircraft Asso ciation has played in preserving the great grass roots and general aviation airplanes of the last 100 years? Your partiCipation in EAA's Vintage Aircraft Association Friends of the VAA Red Barn will help insure the very finest in AirVenture Oshkosh Vintage Red Barn programs. For those of you who wish to contribute, we've included a copy of the contribution form. Feel free to copy it and mail it to VAA headquarters with your donation. Thank you.

---~---------------------------------------------------------- - ----- -- -- -- -- --- - - -- -- - - - - -- ----- - ---- - -- --

2003 VAA Friends of the Red Barn Name_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ EAA #_ __ _ _ __ _VAA # _ _ _ __ __ Address_ _ _ _ _ _ _ _ _ _ __ _ _ _ __ _ _ _ _ _ _ _ _ __ _ _ _ _ _ __ _ __ _ _ _ ___

City/State/Zip_ _ _ _ _ _ _ __ __ _ _ _ _ _ _ _ _ _ _ _ _ _ __ __ _ __ _ __ __ _ __ _ Ph o n e _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ _ E-Mail_ _ _ _ _ __ _ __ __ _ __ _ __ _ __ _ Pl ease c hoose your level of participation : _

Vintage Gold Level Friend - $600.00

Vintage Silver Level Friend - $300.00

Vintage Bronze Level Friend - $100.00

D Payment Enclosed

D Pl ease C harge my credit card (below)

C redit Card Number _ _ _ _ _ _ _ _ _ _ _ Expiration Date _ _ _ __ Sig nature_ _ _ _ _ _ _ _ _ _ __ __ __

Mai l you r contribution to:

EM VINTAGE AIRCRAFT ASSOC. PO Box 3086 OSHKOSH , WI 54903-3086

*00 yo u or your spouse work for a matching gift company? If so, this gift may qualify for a matching donation. Please ask your Human Re sources department for the appropriate fo rm . am e of Company _ _ __ _ _ _ _ _ _ _ __

Th e Vintage Aircraft Association is a non-profit educational o rganiza tion under IRS 501 c3 rules. Under Federal Law, th e deduction from Federal In come tax for charitable contributions is limited to th e amount by which any money (and the value of any property oth er than money) contributed exceeds th e valu e of the goods or services provided in exchan ge for th e contribution. An appropriate receipt ackn owledging your gift will be sent to you fo r IRS gift reporting reasons.

MAY 2003

FEBRUARY'S MYSTERY PLANE

MARTIN T4M-1

BY H.G . FRAUT S C H Y

he February Mystery Plane was known to many of you. It was one of the many aircraft built prior to World War II that saw relatively short service lives due to the rapidly advancing state of aviation in the 1930s. This last version of the Martin T4M-1, actually built by Great Lakes, served with Naval Reserve units until 1937. Here's our first letter:

Cowling detail and landing gear strut vertical cuffs iden tify the revised Martin T4M-1 as a 620-hp Wright R-1820-86 Cyclone, radial-powered Great Lakes TG-2 on wheels. Excel lent coverage in "The Great Lakes Story" by Gerry Beauchamp includes TG-1 and TG-2 photos in the ever-inspiring Sky ways, January 2003. Skyways is the Civil Aviation Journal of the Airplane 1920-1940. Skyways is available for a $35 minimum donation per year from World War I Aeroplane at 15 Crescent Road, Poughkeepsie, NY 12601. Their phone is 845/473-3679. Further detail on the Great Lakes TG-2 is in the book United States Navy Aircraft Since 1911 by Gordon Swan borough and Peter M. Bowers. Russ Brown Lyndhurst, Ohio

KY 40207 adds this: ... It was one of the last of the Navy biplane torpedo bombers, with lots of struts, wires, and a counterbalanced rudder that had no appearance continuity with the airplane's vertical fin. In 1935 the Comet Model Airplane and Supply Co. added a model of the T4M-1 to their line that does a nice job ofcap turing the character of the plane in a fairly simple rubber-powered model. I have enclosed a copy of the plan. It is one of about 400 plans I have available for model air planes from the 1930s and 1940s. Copies of the list are available at the address above-please enclose a business size SASE and $1. I thoroughly enjoy the "Mys tery Plane" selies and hope it continues for many years to come.

Space doesn't allow us to print the model plan, but Charles' list is quite extensive. Other correct answers were received from: Wayne Muxlow, Minneapolis, Minnesota; Tom Lymburn, Princeton, Minnesota; Wayne Van Valken burgh, Jasper, Georgia; Paul Ennis, Salisbury, Maryland; Earl Swaney, Fresno, California; Walt Albert and John Bishop, Ocala, Florida; Jim Stothers, Rancho Palos Verdes, California; and Ralph Riedesel, Paton, Iowa.

Charles F. Schultz, 910 Broadfields Drive, Louisville, THIS MONTH'S MYSTERY PLANE COMES FROM BOARDMAN C. REED OF BROWNSVILLE, CALIFORNIA. SEND YOUR ANSWER TO: EAA , VIN

3086 , WI 54903-3086. YOUR

TAGE AIRPLANE , P.O. Box OSHKOSH ,

ANSWER NEEDS TO BE IN NO LATER THAN JUNE

10 , 2003 , FOR INCLU 2003 ISSUE OF

SION IN THE AUGUST VINTAGE AIRPLANE .

You CAN ALSO SEND YOUR RE SPONSE VIA E-MAIL . SEND 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) MYS TERY PLANE" IN THE SUBJECT LINE .

VINTAGE AIRPLANE

I think it is appropriate for me write about the historic flight Glenn Hammond Curtiss completed on May 29, 1910, from Albany, New York, to New York City, New York, entirely over the water of the Hudson River. This year we will celebrate the 93rd anniver sary of the event. Also, I am quite sure that I am the only member of UFO who can write about it firsthand, for I was there and witnessed part of it. In this day of advanced aviation we must re member that in 1910 fewer than a dozen primitive flying machines in the United States were capable of controlled flight, and few people in the popula tion had ever witnessed one fly. A newspaper, the New York World, had offered a prize of $10,000 for the first flight between New York City and Albany, the state capital. The type of aircraft was not specified, so either a heavier-than-air flying machine or a dirigible balloon could qualify. The flight did not have to be nonstop, for two stops were allowed, but the flight had to be made in one day, I believe be tween sunrise and sunset. The prize of 10,000 gold dollars was generous and tempting in 1910, equivalent to at least $200,000 in purchasing power of our devalued paper dollars today. Curtiss had designed and built the engine in Capt . Baldwin 's dirigible , which was entered but not flown, but Curtiss needed the money and was de termined to accomplish the flight first. He had built four or five flying ma chines in his motorcycle factory at Hammondsport, New York. With that prize money he could expand his flying machine production, so he built a spe cial flying machin e for the attempt. This was to be one of the longest flights on record at that time , and entirely over water. In addition to an extra large 6

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2003

plane for emergency floatation if forced down in the river on the 152-mile flight, and he actually made a test land ing in the water of Keuka Lake at Hammondsport. The machine had bamboo outriggers in the rear, support ing a stabilizer surface and a rudder, and more bamboo outriggers in front supporting an elevator. That arrange ment made the aircraft rather unstable and difficult to fly, but that was the level of technology of the time, though extremely flimsy by today's standards. It was a very primitive flying machine, but already far ahead of the Wright brothers' airplane, which they had im proved very little. Curtiss would also be trusting his life on the engine, which he and his em ployee, Mr. Kleckler, had designed and built in his motorcycle factory. In prepa ration for the risky attempt, Curtiss set up the plane in a tent on an island in the Hudson in the city limits of Albany and waited for fair weather. A special steam railroad train was chartered by the New York World to follow the plane down the river, carrying press reporters and "dignitaries." Good weather was a long time coming, and competing news papers began accusing Curtiss of having cold feet. However, May 29 was a beau tiful day, and Curtiss took off early in the morning, with the train following. In the meantime the newspapers in Poughkeepsie, halfway down the Hud son, had given daily reports on the delays. When May 29 dawned bright and sunny, and even with the absence of radio and TV reports that we have to day, my dad decided to go to the field south of Poughkeepsie, which had been selected for a refueling stop. He went in the hope of seeing a real flying machine

king me With him. As we left town on the electric trolley car, we heard numerous factory whis tles blowing frantically, so my dad surmised that the fIying machine was already passing the city out over the river, not visible to us. When we arrived at the field (the site of the main IBM plant today), the fIy ing machine was already on the ground, waiting for the man who was supposed to have carried cans of gasoline on the streetcar previous to ours (imagine car rying gasoline on a public bus today!). The man had made the trip for several days before, but he had been disap pointed each time and had become skeptical of the plan. Apparently, when he heard the whistles blOwing, he took the next streetcar behind the one carry ing my dad and me. When we arrived some men were draining gasoline out of the tank of an automobile into an old-fashioned white ceramic pitcher and pouring it into the tank of the plane. I asked my dad why they were pouring water into the plane. That was the first time I had heard of gasoline, for my dad did not have an automobile until 1919! The gasoline man finally did arrive, and the refueling was completed. In the meantime the special train had stopped, and its passengers had walked up the hill to the field, about a quarter mile. They were mostly men, but there were also a few women . I remember their long dresses of the time. Besides the lo cal farm people, there were few others in the crowd. Remember, none of the people there had ever seen a flying ma chine before, and at that time many continued on page 28

Hugo Junkers,

nP~. .

eer

Although the plane may appear antique to some, it proba bly looked quite "modern " in 1919. Note the steps and grips to ease passenger entry. Apparently the crew entered the passenger door, and worked their way forward, just as in modern jetliners.

UgOJUnkers was a success ful German industrialist who turned to airplane design at the beginning of World War I. Admittedly a bril liant designer, he was also something of a tyrant in his work life. Around 1918 or 1919 he turned into an occasiona l pacifist.

His pacifism later got him into hot water with the Nazi regime, and during the period between 1933 and 1935 his patents and manu facturing plants were seized. Committed to house arrest, he died in 1935. Regarding his pacifism, on Au gust 14, 1927, the great designer

had this to say: Air transport shall not only have a co n ciliatory ro le to p lay at h ome, b ut also abroad . Instead of fitting out aircraft as in struments of war we sha ll eq uip them as weapons of peace and h u manity. Junkers aircraft will be emissaries of peace-and we hope that other nations will join u s in 1/

VINTAGE AIRPLANE

From certain angles , the little F 13 might even be called attrac tive . The plane might look good here because the corrugations are not visible. I suspect that this photo, like many others, has been air brushed. Note the long tapered wings, with plenty of area.

Someone's bright idea for a publicity stunt. Inside this fuselage re side 300 pigeons, which will be released when those little slat ted doors are opened. Other F 13s were mod ified as crop dusters, even flying ambu lances.

this great mission." These words may sound strange coming from the head of the firm that not only produced warplanes for WWI, but also provided bombers for the coming war. Yet in many ways he was a man of peace. After the end of WWI, he designed the Junkers F 13, a remarkably modern passenger plane, and throughout the 1920s he continued with mainly civil ian projects. And yet in his early cooperative efforts with the So viet Union (during the early 1920s), he helped the Russians add gun positions and make other military modifications to his transport planes. Man of peace, or man of war? That's a hard one to answer, but we know one thing: after he took out his first aircraft patent, in 1909, he put the rna jor part of his 8

MAY 2003

energies into building better, safer, passenger-carrying aircraft. Seeing Junkers as a company head that could not be trusted to "toe the party line," the Nazi gov ernment gladly took over his vast holdings, turning his design team to full-time work on warplanes such as the Ju 87 Stuka and the even more impressive Ju 88 twin engine bomber. After World War II we heard about the great little Junkers enterprises, but in his day Hugo Junkers developed a unique kind of all-metal aircraft, using then-revolutionary manufactur ing methods. One hears little about Junkers' aircraft today, perhaps because of a peculiarity in his building style. He covered every external surface with corrugated aluminum, which can give the impression of a flying roof from some tropical building. See

the sidebar story for more on his unique construction method. And how about his 1909 patent? In it he envisioned an aircraft with wings so huge that most every thing-passengers, crew, engines, baggage, and fuel-could be car ried in the wing itself. But unlike Jack Northrop, his idea was not to eliminate all other parts of his air craft. Junkers still wanted his fuselage and tail surfaces. By 1915 he received a govern ment contract to build what was probably intended to be a fighter. But instead of being built of steel tubes, or wood and cloth, Junkers proposed making it all metal. And not just any metal, but steel! De tractors immediately labeled it the "Tin Donkey," and the name stuck. In fact, his detractors were so great in number that he had trouble get ting anyone to fly it.

The plane, despite its great weight, flew at a respectable speed. But it had its negative quali ties: It had a lousy climb ra t e and low service ceiling, not surprising with that all-iron construction . When it came time to b u ild a more advanced model, the gov ernment very politely asked him to consider switc h ing to a lu minum, which he d id, probably relu ctantly. Apparently his on ly model seeing service in WWI was a heavy duty ground strafer, which had one unique feature: a h uge, thick, alu minum tub covering the bot tom of the fuselage, starting at the engine and extending rearward to protect the crew. Apparently the plane was successful. Another innovation on this and all his other aircraft was the airfoil sh apes. They were always thick. Junkers had made use of his wind tunnel to determine that at the flying speeds he was able to obtain with the power available at the time, thick airfoils had little extra drag when compared to highly under-cambered ones. This great camber all owed his spars to be more lightweight than they otherwise would have been. The end of WWI, on Novem ber 11, 1918, fo u nd J u nkers a part-time pacifist . POSSibly his reflections on Germany's losing role helped form this opinion. At any rate, his usual preference for the remainder of his life was for the civilian fie ld of aircraft manufacture. Less than a year after the armistice was signed, Junkers once more created a sensation with the world's first all -metal, low-can tilever wing, p u rpose-des igned airliner. It was to be flown by a crew of two and h ad a capacity of four passengers. It was designated the F 13 . That capacity may seem like a joke today, but in 1919, the civilian airliner field was fi lled with converted fighters and bombers that could carry a maximum of pi lot and two paying members.

Structurally, the F 13 owed much to Junkers' earlier efforts. First he designed the super-healthy tubular framework of the craft. As far as the fuselage went, the framework was fairly conventional. Take a look at this shot of the fuselage, from the nose aft. First comes the bulkhead (firewall) to which the motor mount will be at tached. Right behind that is the crew compartment, with room for two men. (The seats are not in place in this picture.) Note that the wing spars pass underneath the crew area. Moving rearward, we spot a large bulkhead with sheet metal in place, against which the crew seat backs will be placed. Note also the door opening to the passenger area. Just behind this bulkhead is a large open area, destined to be the place where four passengers will reside in con siderable comfort (check the photos). There is adequate space for two comfortable, separate seats, and behind them a bench for two more paying passengers. The entire interior will be nicely trimmed, like an expensive car. It's hard to make out in this figure, but if you look at other supplied graphics, you will see that the passenger doors are tapered to a point at the bottom. Note how Junkers "introduces" those passenger doors. Ideally, in a truss-type fuselage the openings should be triangular in shape. And, as a matter of fact, the openings are tapered to a point at the bottom. But the openings are framed by five or six members, not three (as in a triangle). Junkers could have made the doors triangular in shape, but then the door would have looked most peculiar. Appearance triumphed over science. Immediately behind the rear passenger bulkhead is a rectangular opening for what appears to be a spacious baggage compartment. Note that part of the rear-most fuselage is already covered with cor rugated metal. When complete, the entire fuselage will have the same set of ripples!

VINTAGE AIRPLANE

The passenger cabin was fitted out like a fine car. But with that all-metal construction , the noise must have been terrific. The cock pit was not nearly as sumptuous.

Now, more about those ugly cor rugations. On the wing, they run from the leading edge to the trail ing edge, which from a drag pOint of view seems logical. But how much help do those crinkled pan els give to aircraft wings, where there are huge bending moments 10

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putting the upper skin in compres sion, while lower skins are in tension? I contend that corruga tions give minimal help to the wing spars, since they will either stretch or push closer to each other, depending on the loads. To put it another way, the corruga-

tions make the skin somewhat "spongy," and not able to absorb much load. A good compromise solution would be to put the corrugations spanwise, and then cover the sheet with smooth aluminum. Surprise . That's how it was done

on the inner wings of Boeing's B-17, and on some Lockheed planes of the 1930s. I call this type of construction "two airframes for the price of one ." Junkers was so generous that he sold two planes for the price of one: the inner tubular network and the outer corru gated skin. Either would go a considerable way in providing a complete airframe. How's that for a bargain? On the other hand, I've al ways felt that the way Junkers built was unnecessarily heavy, and I suspected that his aircraft would be sluggish performers with low climb rates and low service ceilings. But I was certainly wrong, at least with the F 13. For just a few months after its maiden flight, the little airliner carried eight souls to new record heights. In fact, it carried nine souls, but one belonged to a very small girl, so her presence was ignored in the official record books. In addition to this, the airliner captured many other records, so I guess Junkers knew his business. Another amazing fact about this little cantilevered wonder: perhaps 1,000 were built between 1919 and 1932. We do know that more than 700 came off the home factory's assembly lines. One thousand may not seem like much when compared to the number of Boeing 737s being built. But in the F 13's time, there was little de mand for passenger service anywhere on the planet. When fitted with floats, the airliners were that much the more useful. South American countries bought plenty, and found that they sailed over the Andes just fine. Hugo Junkers found that the floundering airlines of the time were seriously strapped for cash, so he would give them loans/grants, a policy which apparently paid off. At any rate, by the early 1940s

F 13 MODIFICATIONS

Series production of the F 13, (be low to above), "Adler," Sprosser," "Elster," and the "Falke."

The "Trans-Europa Union" featured an F 13 in a poster circa 1923

German influence in South Amer ican airlines was worrisome to American officials. So on a given night, American agents took over these airlines, apparently without any loss of life. At least that's what my book on Pan American Airways says. I would guess that even in the 1940s, F 13s were still flying. Like the DC-3 , they seem to last for ever. (Might be all those wing spars.) We do know that one model was carrying joy riders in Berlin as late as 1939.

Perhaps Junkers was against war, but there was little he could do about the F 13s being sold (and built) in America. A gentleman named John Larsen decided to turn one into a ground attack plane. When I describe how he accomplished this, you may think (as I do) that he went a little over board. The man mounted a total of 28 machine guns (ac tually, Tommy guns ) pointing down ward through the floor, which were to be used in strafing trenches. I believe he did allow that two other machine guns should be pointed in other di rections. The U.S. government did not bite. Turning from the Tommy gun model to more peaceful themes, we find that one European F 13 was modified to be an aerial bird cage. To be more specific, 300 carrier pigeons were carried in the passenger area, while the plane's sides contained multiple doors. When opened, the 300 beat a quick exit. It must have been quite a sight, particularly if the birds were released over an area where Adolf Hitler was giving one of his "peaceful" speeches. Some F 13s were turned into crop dusters, using a dispenser designed by the Junkers people. Other planes were equipped with headphones, so passengers could be entertained with Beethoven. While building F 13s b y the hundreds, Junkers remained active in creating new models. In 1925 he built the G 24, a low-wing tri motor, which might be regarded as the father of the later Ju 52/3m. In 1929 the first of two huge airliners took off, so large that passengers had special compartments inside the thick wings. Actually their seating was world class. They sat right behind the leading edge, which was glazed over to provide a beautiful view. ....... VINTAGE AIRPLANE

The 100th anniversary of pow ered, heavier-than-air flight is a fitting time to introduce some of the lesser heroes of aviation history. Come with me while I present seem ingly minor events from seven aviation disciplines and link them to the art form we practice today.

all the moving parts of The Spirit of St Louis' engine. Until then, rocker

Over breakfast one wintry day in 1902, so the story goes, Orville turned to Wilbur and said, "Let's put a vertical fin near the tail and see if that will stop the glider from spiral ing out of control whenever we try to turn." The prototype tail fin and rudder allowed Wilbur to make the first intentional 180-degree turn. At the time it was a bold and counter intuitive stroke. Until then, the design standard for an airplane was a bird, and birds do not have vertical stabilizers. Gutsy move, Orville.

arms and pushrods were lubricated before flight. The hope was that they would not wear out before landing. The Curtiss)-5 foretold the 1,500 hours or more we expect from modern aircraft engines. What can I tell you, Chuck? Second, during the early stages of World War II, the Hamilton Co. be gan mass-producing a version of its hugely successful constant-speed all metal propeller that would feather. Most people who fly multis today cannot imagine what it must be like having a propeller that will not feather, but prior to variable-pitch, full-feathering Hamilton Standards being readily available, losing an en gine was a deadly serious thing. Having caged my share of R-2800s with Hamilton Standards, I want to be first in line to say, "Thanks, guys."

AIRFRAMES

FLIGHT INSTRUMENTS

Late in World War I, Anthony Fokker of the Netherlands intro duced a fighter with no external bracing. Emile Bockle thought him mad. Fortunately, Hermann Goering did not. In a Fokker D.VII Hermann validated Tony's ideas. Soon all the world was making cantilevered wings and fuselages. The additional usable volume and reduced drag eventually led to the long range, heavy haulers we see today. Way to go, Tony!

During World War I, the wretched flying weather over the western front sparked interest in gyro-stabilized turn detectors, compasses, and artifi cial pitch and bank indicators. Both sides experimented with blind flying instruments, but little progress was made. Finally, during the 1920s the efforts of an American named Elmer Sperry produced an integrated instru ment flight panel similar to the "Primary T" of modern aircraft. Jimmy Doolittle's hooded flight from College Park Airport in Maryland in September 1929 using gyros by Sperry and radios by RCA pulled it all together. Elmer, every six months when I take my Part 135 instrument check, I'll think of you.

AERODYNAMICS

POWERPLANTS This honor is shared. First, in 1925, Charles Lindbergh held out for a circulating oil system that would constantly lubricate and cool 12

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NAVIGATION Between World War I and II, Lt. Philip Van Horn Weems, U.S. Navy, realized that although the funda mentals of marine dead reckoning could be applied to aircraft, the tech niques could not . Weems' efforts produced the prototypical aviation dead reckoning plotter and graphiC navigation computer that bear the generic name "Weems." What most of us do not know is that he also combined the Dreisonstok and St. Hillaire sight reduction techniques into a system that allows an aviator to compute the celestial arguments for several bodies in less than five minutes, as opposed to the one hour plus required with previous systems. This U.S. Air Force Academy grad salutes Phil Weems, USNA '12.

RADIO NAVIGATION/ COMMUNICATION In mid-April 1915, a commander in the Imperial German Navy, whose name I am ashamed to admit has eluded my research, opened radio direction finding stations at Borkum and Nordholz. The idea was to con vert signals into lines of position, which were then converted to fixes and transmitted to dirigible airships en route to bomb England. Fortu nately for the English, London, Borkum, and Nordholz lie almost in a direct line. The fixes were virtually useless. Later stations were erected at Bruges in Belgium and on the island of Sylt near the Danish border. The angle between the lines of position was less than 45 degrees, and the re sulting fixes still did not provide the accuracy needed to bomb London. continued on page 24

THE OLD

RHINEBECK

AERODROME

GOES DOWN

UNDER

DAN TAYLOR

t the Old Rhinebeck Aerodrome in up state New York, we were very honored to have the opportunity to fly some of our unique vintage aircraft at the Aus tralian International Air Show this past February in celebration of the lOath anniversary of powered flight. The air show, the largest in the southern hemi sphere, played host to a variety of aircraft and was held at Avalon Airport just south of Melbourne, an address that is not exactly down the road from up state New York! But it turned out to be a wonderful experience, not to mention it was summer in Aus tralia and we were in the middle of one of the worst winters in the Northeast! The Aerodrome team of pilots consisted of Gene De Marco, Fred Murrin, Bill King, and me. Glenn Guillfoyle, Sara Randle, Marsha Murphy, and Langdon and Heather Badger (friends from Australia) were in valuable with the many details to be handled on site. After the travel arrangements were made with our U.S. liaison, Gordon Bowman Jones, the laborious process of dismantling and packing the four aircraft was next. Three large sea containers were acquired, and with the help of a small group of dedicated volThe business end of the Camel showing the 160-hp Gnome rotary engine. Its unmistakable sound always turns heads. Gene's giving the "let's move out" signal. VINTAGE AIRPLANE

known worldwide as the guru of these won derful engines. Also traveling to the air show were two of the Aerodrome's "pioneer era" machines, a 1910 French Hanriot replica and a 1911 Curtiss Model D Pusher pow ered by a 1911 Hall ~ ~ Scott motor of 80 hp. ~ The terrain was ab el. solutely ideal for these -~Q early machines. It re ~ minded me of those :i! marvelous fields in Eu rope in the early part of the century. Big, open, flat, and no trees! It looked like Rheims in 1909! Before a total attendance of nearly 400,000 (mostly on the weekend, as the weekdays were trade show days), our displays were a stark contrast to the gleam-

Old Rhinebeck's 1910 French Hanrlot monoplane replica, piloted by Bill King, makes a pass down the runway. It was another big favorite at the show.

unteers on a very cold weekend, the aircraft were carefully secured for the trip halfway around the world. After three weeks of sailing on the high seas, they all arrived in good shape. Gene DeMarco with a group of Australian volun teers handled the reassembly till

we arrived. The four aircraft shipped in cluded two World War I types powered by original rotary en gines, a Sopwith Camel that flies in our weekend shows, and a Fokker DR.I Triplane owned pri vately by Fred Murrin. Fred is

Getting ready to fly. Glenn Guillfoyle pulls the prop through on a beautiful Australian summer evening. You can see how confining the space is to start the engine!

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ing World War II fighters and the thunderous F-18 Super Hornet. The spec tacular dogfight routine with Gene in the Camel and Fred in the Triplane was complemented well by Rich's Incredible Pyro display, which included huge exploding observa tion balloons (that changed from German to British depending on who was to be victorious that day!). The pioneers, both built by the late Cole Palen, opened the flying portion of the air show each day. Two additional pioneer air craft from Australia were also there and taxied down the flight line-a beautiful Anzani-powered Bleriot from Tasmania and a Wright Flyer replica. Normally, with our air

Dan Taylor pilots the Curtiss Model 0 Pusher for its first ever circuit! He's flying at 200 feet with the 80-hp Hall Scott V-8 chugging away. The original Curtiss controls are unusual. The pilot operates the rudder by turning the wheel, with fore and aft mo tion of the control column for pitch. His right foot operates the throttle, and leaning side to side in the seat operates the ailerons. The poles supporting the front and tail of the aircraft are made of bamboo. The black marks you see are tape; it's wrapped around the bamboo to keep it from splitting. It was a common method used in 1911.

"That's the tail hook?" Ricardo Traven checks out an example of the primitive arresting gear Eugene Ely used for the U.S. Navy's first deck landing in 1911.

A "dead-stick dogfight" exposure catches the props standing still as Fred Murrin flies his rotary-powered Fokker DR.I Triplane, which is being chased by the Sopwith Camel. This is the first time two rotary-powered aircraft have flown together in Aus tralia since WWI. VINTAGE AIRPLANE

One of only two rotary powered triplanes flying in the world today. Fred Murrin 's magnificent LeRhone-powered Fokker DR.1 Triplane. Fred built this aircraft, and is presently putting the finishing touches on a very accurate Sopwith Camel , to be powered by a 160 Gnome.

craft we do only straight "hops" down our short, narrow runway at Old Rhinebeck. But in Australia , the Hanriot made brief circuits. With a more modern motor (1939 Franklin) it's not a problem , as Cole had done this in the past. However, our Curtiss never has made a full circle. With its original 1911 motor, a straight "hop" is all we dared do. However, this past year two of our volunteers, John Stover and Kurt Muller, turned the Hall Scott engine back into a jewel. So on the last day, with calm winds, I did what had never bee n done in the airplane's 27-year history-a complete circuit! Remember, this is a Curtiss that 16

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is pretty accurately built, with out riggers made of bamboo, original-style Curtiss controls us ing the shoulder yoke system, and a front elevator, plus a 1911 mo tor! The late Dale Crites, who for many years flew a "headless pusher" spectacularly with a later OX-type engine, must have been smiling! I know I was grinning from ear to ear! The flights were over too soon, but I dare not ask too much of the old engine . Our announcer, Gordon Bowman Jones, shared in the excitement and made the audience feel they were really witnessing something unique for the first time. Our Australian audience took a

great interest in our early machines, and we all spent time speaking at the fence and answering the many questions from enthusiastic visitors. It's really wonderful to see, as the late Cole Palen would call them, the "young types" taking such an interest in this spe cial era of aviation history. It's something the EAA's Young Eagles program has expanded upon today. We owe a great deal of thanks to Ian Honnery and Les Dunn of Air Shows Down Under, to the volun teers at Old Rhinebeck who braved the cold, and to the many hard working members of the Australian ground crew who helped catch our brakeless and tailskid-equipped air planes in the hot Australian sun. It was a job well done by all, and we were proud to do our part in the celebration of the 100th anniver sary of powered flight. We can't wait to do it again! The Old Rhinebeck Aerodrome in upstate New York opens in May with air shows every Saturday and Sunday from mid-June through mid-October. For information, in cluding special events , visit www.oldrhinebeck.org. Dan Taylor has been a pilot with the Old Rhinebeck Aerodrome for seven years . He owns a 1931 Waco QCF and a Ford-powered Pietenpol Aircamper. When not in the air, Dan can be found on the air as a radio personality for WCBS-FM in New York City. ......

ob Schindler's got an airplane with more en durance than just about any of us. How long could you fly a Cessna 140 with a total fuel load of 42 gal lons? A seven-hour flight is not out of the question, with plenty left over for more than an hour's reserve. Forget physical endurance, I'd just get too hungry! Bob's son has flown it on long cross-country flights, including a

seven-hour tlight from San Diego to Salt Lake City. A six-hour trek to Ari zona from Sandy, Utah, Bob's home, is pretty easy for the Patroller ver sion of the 140. Bob's Patroller, powered by a Con tinental C-90, was built in late April 1950. The bill of sale to Cruse Avia tion of San Benito, Texas, lists the "patrol ship" modifications to N9644A as "Wings-Patrol Ship UR, Doors-Patrol ship RIL, Tube Instal

lation-message drop and relocated compass installation." A special paint job of Canyon Cream MCC552 and Teal Green MCC6758 was applied to the airplane , along with a green vinyl interior. Now with all 42 gallons of usable fuel on board, and an empty weight when new of 987 pounds, that only left 198 pounds for a pilot and a little more than a gallon of oil, so you couldn't take along a buddy. But for VINTAGE AIRPLANE

Bob's version of the standard Cessna 140 overlay panel evenly distributes the panel lighting through a 3/ 16-inch thick sheet of milled plastic.

The straight, unwrinkled tail sur faces were completely unriveted and reassembled after some of the sheet metal was replaced. Each section of the airframe was primed both inside and out.

the Patroller version's mission of pipeline or powerline patrol, en durance was far more important than passenger payload. Originally delivered to a pipe-lay ing company in Texas, the Patroller did its duty as a pipeline inspection aircraft, and then its history is a bit murky. But in 1982, Bob Schindler bought it while he was flying an air 18

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stored in the hangar of the fellow he bought it from until 1988, when he moved it t o his garage. A few more years of sitting in the garage ensued before he started disassem (/) bling and stripping the airframe. As ~ it turned out, this was no "repaint :I: ~ and fly" restoration.

~ Some of the airframe showed a

Cl o bit of corrosion, so he actively '"'"a: cleaned up those areas, and didn't « ::;; hesitate to replace any suspect sheet metal. A section of the wing skin had an ugly patch left over from the installation of a Grimes motor driven landing light, so that entire section was rep laced, as well as a piece of leading edge that was dam aged during restoration. The tail surfaces also got plenty of attention. While looking at them on the flight line they look very straight, like a new set of factory pieces. They're anything but un touched. In his quest to be sure the tail structure was sound, Bob drilled out all the rivets on the vertical sta bilizer, and inspected the skins. A bit of light corrosion was dea lt with, and then everything was reprimed, inside and out, and reassembled . The horizontal stab and elevators The or iginal wheel pants needed proved to be more of a challenge. In some sheet metal handiwork, some a heated 12-by-20 shed behind his thing Bob seems to relish. The house, he took apart the horizontal plastic window panels in each door stab to find a huge rat nest about are one of the two major changes to two feet in diameter. The etching the 140A airframe that help easily done by the rat waste was too much ident ify it as a Patroller. for the skins, so Bob made a new set of skins and got to work. He even re liner for Delta. Originally a Western placed the entire leading edge of the Airlines pilot, he retired from Delta right stabilizer, and again reprimed in 1996, while flying the Boeing every part, inside and out, before 767. He's restored a Beech T-34, and riveting the stabilizer back together. Even after all that work, he was with his son he is currently restoring a 1960 "fastback," straight-tail n't done fiddling with the sheet Cessna 150. A set of long-range tanks metal on the 140. Because Bob had is going in that 150 as well, but we're decided to install a Continental 0 getting ahead of our story. 200 engine in his 140, a new set of Bob's Patroller sat ready to be re cowling pieces had to be fabri

•

cated. He ordered the sections from Univair, but asked that they not be trimmed to final size. To accom modate a vacuum pump he installed on the 0-200, the cowl is actually 1/2-inch longer than the stock 140 cowl. That way, he did n't have to put a bulge in the cowl nose bowl to clear the pump. There was plenty of trimming and fit ting, and building a new set of cowl louvers for each of the cool ing inlets gave Bob a neatly fitt ed cowling that he can be proud of. One piece that didn't need a lot of trimming was the new wind shie ld , which he bought from a Cessna dealer. "It fit perfectly, I did n't even had to sand or trim anything," Bob said. Bob cut the re maining side glass pieces, including those in the door panels, from raw sheet plastic. Once the basic airframe was re constructed to Bob's standards, the systems got a thorough makeover,

Bob Schindler and his son, Patrick.

too. All of the wiring in the plane is brand new, along with a new set of circui t breakers. Only the oil pres sure and oi l temperature are original to the airplane, with each of th e ot h er instruments replaced with new units. The instrument panel looks orig

inal, but again, to accommodate a modern set of avionics, and to put a more consistent level of panel lighting on the instruments, he mad e a new overlay from scratch. Behind the overlay is a piece of 3/16-inch plastiC, with the lights mounted inside so the glow from the lamps is cast over each instru m en t. An Apollo 360 GPS is installed in the center, topmost in strument hol e, and a Bendix/King transponder and comm radio round out the avionics. While equipped with basic IFR capability, without a heated pitot tube, Bob won't regularly fly the airplane IFR. He might file for spe cial circumstances, but in general h e doesn't want to do it. "If I had to descend through a layer of clouds where there was no icing, I might do that if I had about a 1,000 foot ceiling underneath. But as far as bumming around just using the instruments, I just don't do that in a little plane." The rest of the interior was re upholstered by Ron Christianson in Sandy, Utah, including the STC'd installation of a set of Cessna 150 seats, which are still comfortable on those seven-hour flights. Did Bob feel he made any mis takes while restoring the Patroller? Just one-he moved the battery box location to th e firewall, and found he had to add 2 pounds of ballast to the tail. While it makes it much easier to service the battery, you could t ell that adding dead weight to the airframe was galling to him. It didn't seem to suffer too much in its performance, since Bob and his so n , Patrick, have flown it ex tensively since its restoration was completed in late winter 1998. They've bee n to EAA AirVenture with it, and Patrick was piling on the hours as fast as he could while giving ride s. In fact, the airpl ane ha s mor e than 1,500 hours on it since th e res toration, so it 's no han gar que en. Who knows where you might see them n ext! .,.. VINTAGE AIRPLANE

THE

I. 'M. S.A.F.E.

DOUG STEWART

NAFI MASTER INSTRU CTOR

few days ago, a Piper Cherokee Six crashed into a mountainside about 6 miles east of the Great Bar rington Airport (GBR), which is my home base. This particular accident made it into the national news for the next two days. The accident was newsworthy because a family of seven had been on board the air craft. The crash occurred at night, and the temperatures had dropped to below zero, while the winds gusted more than 25 knots. Miracu lously, four of the seven on board survived the crash. The pilot (father of all five children) and three chil dren were still alive when a New York state police helicopter finally found the wreckage about 17 hours after the airplane crashed. For the next few days reporters called the airport seeking answers to numerous questions. Everyone of them wanted to know what had led to this tragic accident. Most of the questions were of a technical nature. What is the difference be tween IFR and VFR? What does ice do to aircraft performance? How does a pilot turn on the runway lights from his aircraft? On and on the questions came, but few, if any, of the reporters looked at the real issues. To me, the important ques tion was why this pilot was flying at night, over mountainous ter rain, in horrific weather, with his entire family on board? I can an swer the technical questions, but unfortunately, I cannot answer the last question. Let's first review what is known, as of now, about the flight, the weather, the aircraft, and the pilot. 20

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The flight originated in Lakeland, Florida, shortly after midday. The family had been in Florida for a va cation, and was now returning to its home near Keene, New Hamp shire. Predicated on the forecast weather, the pilot originally filed for Utica, New York, where his wife had family. The plane made a fuel stop in Silver City, North Carolina. At some point after departing Sil ver City the pilot amended the flight plan, making Keene the new destination.

On and on the questions came, but few, if any, of the reporters looked at the real issues. About 40 miles north of the Stew art International Airport, in Newburgh, New York, the pilot re ported to Air Traffic Control (ATC) that the plane was starting to pick up ice. He requested to descend from 7,000 feet to 5,000 feet and di vert to Barnes Municipal Airport in Westfield, Massachusetts. He was cleared to 5,000 feet, but when he subsequently requested to descend lower, the MEAs (minimum en route altitudes) prevented that. He then canceled his IFR and said he would descend and fly visually to Great Barrington, Massachusetts. His last communication with the

Bradley TRACON (Terminal Radar Approach Control) was at about 6:30 p.m. A credible witness (a pilot of more than 30 years experience), who lives about 1 mile east of the threshold to Runway 29 at GBR, re ported to us that she had heard a plane do what sounded like either a go-around or a missed approach somewhere between 6:30 p.m. and 7:00 p.m. Another airport neighbor to the west of the airport reported that she too had heard an aircraft in the pattern at about the same time period. Sometime shortly after that, the airplane crashed on the heavily wooded flank of Mt. Wilcox at 1,700 feet MSL (mean sea level). The summit of Mt. Wilcox is 2,100 feet . The crash site lies 3 degrees to the east of the direct course line from GBR to the Chester VOR (om nidirectional radio range) and 6 miles to the east of Great Barring ton Airport. What was the weather like in the Berkshires that evening? A very strong arctic cold front had passed through the area earlier that afternoon, pushing a coastal low-pressure area out into the North Atlantic. The temperatures were plummeting, and the wind had started to howl. The ceilings were ragged, and the nearest re porting airport (Pittsfield, about 15 miles to the north) had reported overcast ceilings at about 1,900 feet MSL. Several other aircraft had already filed pilot reports of icing in the area. This region overlying, and to the east of the northern Ap palachians is somewhat notorious for the gnar ly weather that the mountains can create, and most

pilots treat the weather, at all times of the year, with cautious respect. The airplane was a Piper Chero kee Six, which is well known as a load hauler. In addition to the seven people on board, there was the req uisite luggage that a family of that size would take for a vacation, in cluding a television. The aircraft was filled with fuel in Florida, and then took on 48 gallons in North Carolina. Even with full fuel it still could have weighed less than maxi mum gross weight, since most of the children were small. The youngest of the children was 2 years old (found alive outside the wreck age sitting in a creek), with the oldest being 12. The others were 5, 7, and 10. If the aircraft had been laden with ice, however, it might not have been capable of climbing. What I know of the pilot is sketchy. He was a relatively low time pilot, with less than 400 hours of total time; however, he had made the New Hampshire-to-Florida roundtrip "dozens of times since 1997." He had acquired the plane in a business deal and then learned to fly. As of this writing there is no evidence that he participated in the FAA's Pilot Proficiency Award (Wings) Program, but he did have a current biennial flight review. Whether he was instrument current or not is not currently known. That is what I know of the facts surrounding this accident. I have many more questions that might give insight into what led to this crash. As many of us pilots know, most accident chains start forming before the aircraft ever takes off. As events unfold, that accident chain gets bigger and stronger until it fi nally reaches a point where the accident is unavoidable. If we can break that chain at any point prior to the aCCident, then the accident can be prevented. My first question is, What time did this pilot's "duty day" start? What time did he get up that Sun day morning? Had he had a good night's sleep, or had he tossed and

turned all night worrying about the weather? When did he make his first call to flight service to get a weather briefing and file his flight plan? The accident occurred some time around 7:00 p.m. The Florida departure was between 12:00 p.m. and 1 p.m. But when did this pilot first start "working" on this flight? When we think of the I'M SAFE (ill ness, medication, stress, alcohol, fatigue, emotion) checklist, how much of a part did fatigue play in this accident? "F" could also symbolize food . I can't help but wonder when this pi lot last had a square meal. We all joke about the "pilot food" that is typically found in those honor sys tem boxes at many airports, and I have yet to find anything in those boxes that could be termed nutri tious. But when the chips are down, and the proverbial yogurt has crept up above the eyeballs the ability to

We have to ask ourselves if we can pass the I'M SAFE checklist. make proper, rational decisions be comes more and more difficult. If we haven 't sufficient "fuel" in the body, that ability to make the right decision might become impOSSible. So I ask, when did the pilot last eat a nutritious meal? The effects of stress could have also played a large part in this acci dent. When did the stress first start affecting the pilot? Was there knowledge of the poor forecast weather the night before the flight? If there was, it might very well have prevented a good night's sleep. Then again, the stress of feeling the need to get home by Sunday evening might have been what prevented the pilot from making the correct decisions. When three, or perhaps four, of your children have to be in school

the next morning, a pilot can feel tremendous pressure to get home. Even though the weather is going down the tubes, many pilots have killed themselves and others with them as they press on into deterio rating weather, suffering from that dread "get-home-itis." There is no doubt in my mind that this played a very large part in the pilot mak ing the decision to continue into poorer weather, rather than making a 180-degree turn and retreating to an airport with better weather where the whole family could spend the night. The human factor issues known as "hazardous attitudes" also need to be addressed. These attitudes are anti-authority, macho, invulnera bility, impulsivity, and resignation. None of us will ever know if any of these played a part in this accident, but again I have to ask these ques tions. The forecast was for a chance of icing in precipitation and clouds. The FARs dictate that the IFR pilot cannot fly into those areas where icing is forecast. Was the pilot ex hibiting an anti -authority attitude, if he indeed had obtained a forecast of possible ice? The macho attitude is best described as one that makes pilots think they are capable of any thing. Traditionally, pilots with 300 to 500 hours fall into this category. They have logged just enough time to think that they are capable of fly ing in any condition, but nowhere near enough time to understand that they really can't. Is it quite pos sible that the macho attitude played a part in this accident? Did the pilot think that he was invulnerable? Did he believe that icing events only happened to other pilots, or that a Cherokee Six was capable of carrying large amounts of ice? We'll never know. Was his decision to divert to Great Barring ton an impulsive one? Great Barrington was, at this point in the flight, the nearest airport, but it lies in a valley and is surrounded by ris ing terrain in all quadrants. Was the continued on page 26 VINTAGE AIRPLANE

PASS

IT TO

UCK

BY E.E. "BUCK" HILBERT, EAA #21 VAA #5 P.O. Box 424, UNION, IL 60180

100 years?

I'm sitting here reminiscing and digesting all the hype on the lOath anniversary of the Wright brothers. We've come a long way in 100 years. Even before powered fixed-wing flight, there were the balloons. Then man carrying kites, and then after a lot of trial and error (read "research"), dreaming, busted heads and necks, and money spent by a lot of daring pioneers, the Wrights hang a powerplant on one of their kites and begin the era of powered flight. A lot of names come to mind, those who were hopped up about trying to fly. They designed their own airplanes, and made their mark in the aviation world. Re search organ izations sprang up thanks to the industrialists of the day; men like Henry Ford, Harvey Firestone, Walter Chrysler, Alexander Graham Bell, and Thomas Edison all foresaw a fu ture in aviation. It was their money and influence that started the Aero Club of America, which joined the Federation Aeronau tique Internationale. The FAr still exists today, and is still the mother of every aero club of every country in the world. But back to those early powered kites. I wasn't there, despite what my kids think, but I can well imag ine how it was, trying to get off the ground and stay off. They crashed, t h ey reb u ilt, and they crashed again. Each crash taught them something, and after incorporating what they learned, th ey tried again 22

MAY

2003

once their wounds healed and they recouped their finances. The era prior to World War 1 was mostly explored by just a few hardy souls. European efforts got way ahead of the United States. The French, the Italians, the Ger mans, and the British were experimenting with airmail, air transport, and the military while we were still playing with under powered "kites." Comparison to the automobiles of that day was much the same. To own a motorcar you also had to own a machine shop, and have a technician on hand who could run the machine shop and rebuild everyone of the hand-built parts that made up the machine. Same for the aeroplanes-the technicians were usually recruited from the local automobile garage. Since both aeroplanes and auto mobiles were usually one-off and hand-built, the mechanic had to be able to do anything. Think about it for a minute. Those mechanics could fix your watch (instruments), splice your cables (controls), sew like a seam stress (fabric), put wood into a framework that would hold you and yet get you off the ground (airframe), and put wheels under that frame so you could launch and return (landing gear) to terra firma . They had to be able to build a powerplant (engine) and install it. This engine had to propel the collection of sticks, fabric, and ba nana oil through the air using a homemade air screw (propeller),

and this collection of mismatched paraphernalia had to stay in one piece long enough for the daring aviator to get it into the air and crash it. Then the mechanics had to start all over again. Not only did he have to do all of these things; he had to get it running . Walter Chrysler hadn't invented the self-starter yet, so it was the old Armstrong starter process. And since there were no brakes yet, he had to hang onto the contraption until the dare devil pilot was ready. I wonder if maybe the EMTs of today might owe their origin to those early mechanics who some times had to pick up the pieces. The luxuries we have today could hardly be visualized. The self-starter, brakes, reliable en gines, and all the gadgets we have on the panel and in the cabin came along, a little at a time, both in automobiles and aeroplanes. Today, after counting the wings and wheels, we seat ourselves in the machine, flip a few switches, push the button, and think noth ing of it. We taxi or drive on pavement that has guidelines painted on it. There are no ruts, or mud, or ani mals in the way, and we're off to wherever we want to go. With a powerplant purring and little thought of it ever missing a beat. Our passengers are listening to the radio or reading, and travel is commonplace. "How sweet it is!"

as Jackie Gleason used to say. And the mechanic of today is no longer a grease monkey. He's a highly skilled technician. A spe cialist in radio and electronics, powerplant, airframe, sheet metal, air conditioning, instruments, pressurization, or hydraulics. No longer does one man do it all; this is the world tOday. The gadgets we now take for granted dictate this. The pilots have a working knowledge of the systems, but keeping them operational is the technician's problem. Imagine for a moment what it must have been like to fly one of those early machines. Personal comfort? Wind chill was invented by open cockpits! The only noise limiters were the early helmets and cotton stuffed in the ears. Goggles , scarves, and 50-button flying suits (zippers or Velcro was a long way into the future) and fur lined flying boots and mittens. There had to be helpers just to get out of the hangar with a tail skid dolly and to do the preflight. Then getting the engine going. How cold is it? Do we need to pre heat the oil? Fuel? Is it white gas, and where's the chamois so we can strain it for debris and water? Did you drain the wells in the car buretor? (Some other time ask me what "WELLS" are.) After the mechanic gets the en gine running, no small task in itself, you sit there at low rpm un til the engine oil warms up. You do not exceed the rpm limitations until you see the temperature in the green. (There's another one; the colors denoting limits hadn't even been thought of yet.) No one would dare take off with cold oil; that was sheer suicide . With the oil now warm we do an engine check. There's only one magneto, so with the mechanic and his helpers hanging on to hold you back, you check for full rpm, all 1200 of them. Satisfied, you signal them to let go and the fun begins.

No runway, just a pasture. Line up into the wind and let fly! Now if the motor keeps going you're in the air. Monitor the oil pressure, temperature, and the tachometer closely; we need everything that motor has to keep us aloft. Wow! I forgot about that tree at the edge of the field! Whew! We just missed it! Once above the immediate ob stacles we begin our turns and channel our thoughts to return ing to the field we started from. Gosh! This is fun! But is that en gine (motor) going to keep going? Will I make it back? After a couple turns and some flight in a straight line we are in position to put her back down. Into the wind and controlling the descent with power, more or less as required, we get close to the ground, close the throttle, and hang on. This is where the old saying, "Any landing you can walk away from is a good landing," came from. Most of the time the operator was a passenger at this point. The "crate" contacts the ground, the switch is cut, and the flight is over. Your mechanic comes running with his helpers, and if the ma chine is still somewhat in one piece, they muscle it back to the barn and begin inspecting it for damage, and maybe even prepar ing it for the next flight. Meanwhile, you head for the water barrel, wash the oil and the bugs off your face and goggles , and let the rush of adrenaline simmer down while answering questions from your crew and maybe a passerby who came to see this "nut" fly his aeroplane. There you have it! We take for granted all the improvements and the reliability of the airplanes and engines we fly today, but every time we lift off, we owe a little to those daring pioneers who gave us what we have today. I(

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continued from page 12 After the war, th is effort was applied to heavier-than-air operations and, over time, grew in to the European air traffic control n etwork. To that bright German commander, Danke!

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Be t wee n May 5 and May 31, 1919, Lts. Roswe ll F. Barratt and Willis R. Gregg aboard USS Aroost ook en ro ute fro m Newfound land t o Plymo uth, En gland, an alyzed weathe r d a t a sup p li ed b y U.S . Navy des t roye rs stationed at 50 n a utica l-mi le in terva ls between Trepassey Bay in Newfo u ndland and San Miguel in th e Azores. This "weath er intelligen ce" was trans m itted to fo u r Cu rtiss NC flying boa t s a tt emp ti ng th e firs t aerial cross ing of the At la nt ic. In 1919, meteorology was not accepted as a predictive science. The notion that data fro m reportin g stations cover ing alm os t 2,000 miles of ocean co ul d prod u ce a u sefu l forecast was me t with skepti cism . Never t heless, Barra tt a n d Gregg's coll ectio n , ana lys is, predi ction, and distribution sch eme saw NC-4 un der th e comma nd of Lt. Cmdr. Albert C. Reed, U.S. Navy, with Lt. Elmer F. Stone, U.S. Coast Guard, at the controls across the Atlantic. Th is proved to be the great-grand father of t oday's wo rldwide avia tion m eteorologica l system. Roz and Wi ll , you did us proud. These are just a few of th e lesser kn ow n people and eve nt s that make up av iati on's ric h h istory. There a re li tera ll y hu n d reds of others w h ose n ames a nd d eeds have sli pped in to re lative obscu rity. My hope is that the n ext time you twist a kno b or fo llow some arca n e proced u re, yo u will ask whose idea was th at a nd t hink abou t t h e "littl e gu y" w h o first recog ni zed t h e p r o bl e m and worked on a solution. ......

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2003

decision to divert and descend well thought out, or was the pilot just doing something ... anything to try to address the ever-increasing problems? I also wonder if at some pOint, late in the chain of events, resignation came into play. I have seen stu dents of mine give up when the workload of flying became too great. Is it possible that this pilot, after trying to make an approach into Great Barrington and not being able to complete it, either because he couldn't find the airport, couldn't turn on the run way lights because he didn't have the correct frequency, or couldn't see the runway well enough to land because the windshield of the airplane was com pletely covered with ice, is it possible that he stopped flying the airplane? Is it possible that he gave up, re signed to his fate? None of these questions will ever be answered. Al though the pilot did finally make it to the Great Barrington ramp, he was on a gurney being transferred from the ambulance to a helicopter, and then he went into cardiac arrest. He died a few hours later, after ef forts to save him at the local hospital failed. His wife and two sons were already dead. As of this writing, his three sons are in serious condition at a hospital in Al bany, New York, but they won't be able to answer my questions. Only the pilot can explain his decision to continue into deteriorating weather, with his entire family on board, to the point that escape from the weather and the opportunity to break the accident chain that had been forged throughout the day be came impossible. I certainly don't have the answers, but in presenting my questions I hope that it makes you question whether you would have done differently in the same situation. Everyone of us, as pilots, has to ask our selves some very important questions prior to each and every flight. We have to ask if the flight is necessary, and if the weather is suitable for our aircraft and our skills. We have to ask ourselves if we can pass the I'M SAFE checklist. We have to ask ourselves if we have any hazardous personal attitudes, and if we do, do we know how and when to apply the appropriate anti dotes to these attitudes. If we cannot answer these questions, or if the answers dictate that we not fly, will we have enough sense and discipline not to fly? Hav ing the right answers is not enough. We have to take the right action in response to our answers. Doing so will aid in our transition from being good pilots to be ing great pilots. .....

FLY-IN CALENDAR

The following list of coming events is furnished to our readers as a matter of in formation only and does not constitute approval, sponsorship, involvement, con trol or direction of any event (fly-in, seminars, fIy market, etc.) listed. To sub mit an event, please log on to www.eaa.org/events/events.asp. Only if Interne t access is unavailable s hould you send the information via mail to:,

Att: Vintage Airplan e, P.O . Box 3086, Oshkosh, WI 54903-3086. Information should be received four months prior to the event date. MAY 100Kenn ewick, WA-EAA Ch . 39 1 Fly-In Breakfast at Vista Field. Info: 509-735-1664. MAY 16-18--Kewanee, IL-Midwest Aeronca Fest (a nd old fashioned tail dragger) Fly-In, Kewanee Municipal Airport KEZI. Info: 309-852-2594, e mail: jodydeb@inw.net. MAY 17-S1ato n, TX-South Plains Airshow, Texas Air Museum, Caprock Chapter. Info: 806-632-0063 or www.texasairmuseum.net. MAY 18--Romeoville, /L-EAA Ch . 15 32 nd Annual Fly-In Breakfast, Lewis University Airport (LOT), 7am-Noon . Info: George 630-243-8213. MAY 18--Troy, OH-VAA Ch . 36 Old Fashioned Barbeque Fly-In, WACO Field (1WF), 11am-4pm, Young Eagle Flights. (Rain date for Young Eagle flights, June 22, Ipm-4pm) Info: 937-335-1444, e-mail : dickandpatti@aol. com, or 937-294 1107, e- mail navion@gemair.com. MAY 16-26-Fayetteville, NC-Festival of Flight 2003. Info www.festivalotflight.org. MAY 24-Fort Pierce, FL-EAA Ch. 908 Fly-In Pancake Breakfast, Ft. Pierce In t'l Airport. Info: Paul, 772-464-0538 or AI,772-461-7175. MAY 30-June I -Columbia, CA Bellanca-Champion Club West Coast Fly-In. BBQ Friday, stea k dinner/mtg Saturday. Advance registration strong ly encouraged. Info: SI8-731-6800 or www.bellanca-championclub.com. JUNE I -Tunkhannock, PA-Pancake Breakfast, Skyhaven Airport, 8am 1pm. Info 570-836-3884 or skyhaven@epix.net.

JUNE I -St. Ignace, MI-EAA Ch. 560 Annual Fly/Drive-In Steak Out. Public Welcome. Info: 231-627-6409. JUNE 6-7-Bartiesville, OK-17th Annual Biplane Ex po . Info : Cha rli e Harris 918-665-075S, Fax 918-665-0039, www.biplaneexpo.com. JUNE 6-8--Alliance, OH-Mid-Eastern FUNK Aircraft O.A. Fly-In, Alliance Barber Airport, 201. Info: 216-382-482l. JUNE 14-1S-Toledo, OH-EAA Ch. 582 Fly-In, Metcalf Field (TDZ). Pull-A-Plane contest, Young Eagles, food, ai rcraft and auto displays. 9am-Spm. Info: John 419 666-0S03 or www.eaa582.org. JUNE 18-21-Lock Haven, PA Sentimental Jo urn ey '03, William T. Piper Memorial -Airport. Info: S70-893-4200 or www.sentimentaljoumeyf/y-in.com. JUNE 21-22-Howell, MI-4th Annual Great Lakes Fly-In, Livingston County Airport (OXW). Hands-on workshops, seminars, and more. Info: 517 -223-3233, greatlakesf/yin.org. JUNE 28--Prosser, WA-EAA Ch. 39 1 fl y-In Breakfast. Info: 509-735-1664. JUNE 28--Quincy, CA-6 th Annual Antique Wings & Wheels, Pre 1950 aircraft & automobiles, 8am-3pm, Gansner Field (201). Info: 530-283 4312 o r alhansen@jps.net. JULY 12- Toughkenamon, PA-EAA Ch . 240 Fly-In/Drive-In Pancake Breakfast & Lunch, New Ga rd en Airport (N57). 8a.m.-2p.m. Young Eagles Flights. Info: 215-76 1-319 1 or EAA240.org. JULY 17-20-Dayton , OH-Vectren Dayto n Air Show, Dayton Infl ai r port. Info: 937-898-5901 or www.daytonairshow.com. AUGUST I-Oshkosh, WI-Bellanca Champio n Club Banquet, 6 pm at Hilton Gardens. Tickets available in late April, $27 including dinner. Info: 5 18-731 -6800 or www.bellanca-championclub.com. AUGUST 9-To ughkenamon, PA-EAA Ch . 240 Fly-In/Drive-In Pancake Breakfast & Lunch, New Ga rden Airport (N57). 8a.m.-2p.m. Young Eagles Flights. Info: 215-761-3191 or EAA240.org. AUGUST 16-Cadillac, MI-EAA Ch . 678 Fly-In/Drive-In Breakfast, Wexford Cty Airpo rt. 7:30-11 a.m. Info: 231-779-8113. AUGUST 30-Prosser, WA-EAA Ch. 391 20 th Annual Labor Day Weekend Prosser F[y-In. Info: 509-735-1664. AUGUST 30 -SEPTEMBER 1 Cleveland, OH-Cleveland Nat'l Air Show. Info: 216-78 1-0747 o r www.c1evelandairshow.com. AUGUST 29-31-Saranac Lake, NY Centennial of Flight Celebration Air Show. www.saranaciake.com/airport.shtml.

SEPTEMBER 19-20-Bartlesville, OK 47th Annual Tulsa Regional Fly-In. Info: Charlie Harris 918-665-0755, Fax 918-665 -0039, www.tulsaf/yin.com. SEPTEMBER 26-28--Pottstown, PA Bellanca-Champion Club East Coast Fly-In at Pottstown Municipal Airport (N47). Info: 5 18-731-6800 or www.bellanca-championclub.com. SEPTEMBER 2 7-Hanover, IN-Annual Wood, Fabric, & Tailwheels Fly-In, Lee Bottom Flying Field. Re[axed atmos phere, legendary "Ca jun Avgas" (15 Bea n Chili) . May arrive the night before to share fireside flying stories and enjoy Dawn Patrol. Rain date 9 28-03. Info: 812-866-3211 or IfTtsOldliIFlyltLiVrnsn.com. SEPTEMBER 27-28--Midland, TX-Fina CAF AIRSHO 2003, Midland Int'l Airport. Info: 91 S-563-1000, www.airsho.org.

EAA FLY·IN SCHEDULE 2003 o EAA

Southwest Regional Fly-In

May 16-17, New Braunfels, TX (KBAZ)

www.swrfi·org o Golden

West EAA Regional Fly-In

June 20-22, Marysville, CA (MYV)

www.goldenwestf/yin.org o EAA

Rocky Mountain Regional Fly-In

June 28-29, Longmont, CO (2V2)

www.nnrfi·org o Northwest

EAA Fly-In

July 9-13, Arlington, WA (AWOl

www.nweaa.org o

EAA AirYenture Oshkosh

July 29-August 4, Oshkosh, WI (OSH)

www.airventure.org o

EAA Mid-Eastern FIy"n

August 22-24, Marion, OH (MNN) 440-352-1781 Slate EAA Fly-In

o Virginia

September 20-21, Petersburg, VA (PTBl

www.vaeaa.org o EAA

East Coast Fly-In

September 13-14, Toughkenamon, PA (NS7)

www.eastcoastf/yin.org o EAA

Southeast Regional Fly-In

October 3-S, Evergreen, AL (GZH)

www.serfi·org o Copperstate

EAA Fly-In

October 9-12, Phoenix, AZ (A39)

www.copperstate.org

U;Y~Y§on'lumF

EAA's Countdown to Kitty Hawk Touring Pavilion presented by Ford Motor Company

Key Venues in 2003 oJune 13-16 - Ford Motor Company's lOOth Anniversary Celebration, Dearborn, MI oJuly 4-20 - Inventing Flight Celebration, Dayton,OH oJuly 29-Aug. 4 - EAA AirVenture Oshkosh, Oshkosh, WI oAugust 23-September 2 - Museum of Flight, Seattle, WA oDecember 13-1 7 - First Flight Centennial Celebration, Kitty Hawk, NC VINTAGE AIRPLANE

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Classified Word Ads: $5 .50 per 10 words, 180 words maximum, with bold face lead-in on first line. Classified Display Ads: One colu mn 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 sec ond month prior to desired issue date (Le., January 10 is the clos ing date for the March issue). VAA reserves the right to re ject any advertising in conflict wit h its poliCies. Rates cover one insertion per is sue. Classified ads are not accepted via phone. Payment must accompany order. Word ads may be sent via fax (920-426 4828) or e-mail (classads@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 . Ad dress advertising correspondence to EAA Publications Classified Ad Manager, P.O. Box 3086, Oshkosh, WI 54903-3086. BABBITT BEARING SERVICE - rod bearings, main bearings, bushings, master rods, valves, pis ton rings Call us Toll Free 1-800-233-6934, e-mail ramremfg@aol.com Web site www.ramengine.com VINTAGE ENGINE MACHINE WORKS , N. 604 FREYA ST., SPOKANE, WA 99202. Airplane T-Shirts

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www.aviation-giftshop.com A Web Site With The Pilot In Mind (and those who love airplanes) For sale, reluctantly: Warner 145 & 165 engines. 1 each, new OH and low time. No tire kickers, please. Two Curtiss Reed props to go with above engines. 1966 Helton Lark 95, Serial #8. Very rare, PQ-8 certified Target Drone derivalive. Tri-gear Culver Cadet. See Juptner's Vol. 8-170. Total time A&E 845 hrs. I just have too many toys and I'm not get ting any younger. Find my name in the Officers & Directors listing of Vintage and e-mail or call evenings. E. E. "Buck" Hilbert Flying wires available.

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Aviation Art favorites: WW-I, Golden Age, WW-II to present. www.MotorArtWorks.com For Sale - 1939 Spartan Executive, 3500TT, 10 SMOH. 214-354-6418.

continued from page 6

peop le sti ll claimed them to be a fraud-some even considered them to be "against God's will." When ready, either Curtiss himself or some other man from the special train had to start the engine by pulling the wood propeller while inside the rear outriggers. My memory is dim on this pOint. Curtiss sat out in front of the engine. The fixed nosewheel was just ahead of his feet. The takeoff was very exciting, quick and short. The plane soared over some low trees and turned south down the river at no more than 100 or 200 feet altitude and soon disappeared in the distance, with the small crowd watch ing until it was no longer a speck. I can still see that takeoff vividly in my mind, for my dad told me to be sure to re member it, repeating the advice several times. He had done the same in the previous month of April when he got me out of bed in the midd le of the night, wrapped me up in a blanket, and carried me out of a window onto a flat roof to show me Halley's comet. I clearly remember it to this day as a beautiful stream of light across the sky, pointing to the direction in which the sun had set hours before. The flight was successful, and it won the Scientific American Prize for Cur tiss, the third time he won it. His third win gave him permanent possession of the prize. The Wright brothers had not competed for the prize at any time. I still have a copy of the Scientific Ameri can for June 1910, the foHowing month, describing the flight in detail. The thrilling sight of that frail flying machine of bamboo and wire and cloth soaring up and off into the thin air has never left me. My dad's advice to try to remember it was wonderful and worked perfectly. That flight changed my inter est from steam locomotives to flying machines, and from th en on I knew that I too would fly. While other boys had no ob jective in life, I knew pre cisely what I would do. The flying virus had infected me for life. I have now had a wonderful, exciting, and reward ing flying career for eigh t y years, starting in 1923. .....

Membership Services VINTAGE

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

Directory-

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

OFFICERS President Espie "Butch" Joyce 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

stnes@deskmedia.com

Vice·President

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

Treasurer Charles W. Harris 7215 East 46th St. Tulsa, OK 74147 918-622-8400

cwh@hv5u.com

DIRECTORS Steve Bender 815 Airport Road Roanoke, TX 76262 817-49 1-4700 sst 1()()@worldnet.att.net David Bennett P.O. Box 1188 Roseville, CA 95678 916-645·6926

antiquer@inreach.com

Joh n Berendt 7645 Echo Point Rd.

Cannon Falls, MN 55009

507-263-2414

fchld@rconnect.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 Steve Krog

1002 Heather Ln.

Hartford, WI 53027

262-966-7627

sskrog@aol.com

Robert C. "Bob" Brauer

9345 S. Hoyne

Chicago, 11 60620

773-779·2105

photopilot@aol.com

Robert D. "Bob" Lumley

1265 South 124th SI.

Brookfield, WI 53005

262-782-2633

Dave Clark

635 Vestal tane

Plainfield, IN 46168

317·839·4500

davecpd@iquest.net

Gene Morris

5936 Steve Court

Roanoke, TX 76262

817-491-9110

n03capt@flash.net

John S. Copeland

lA Deacon Street Northborough, MA 01532 508-393-4775 copelandl@juno.com

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

lumper@execpc.com

Dean Richardson

rcou!sonSI6@cs.com

Geoff Robison

1521 E. MacGregor Dr.

New Haven, IN 46774

260-493-4724 chief7025@aol.com

Roger GomoU

8891 Airport Rd, Box C2

Blaine, MN 55449

763-786-3342

pledgedrive@msncom

S.H. "Wes" Schmid 2359 Lefeber Avenue Wauwatosa, WI 53213 414-771-1545 shschmid@milwpc.com

Phil Coulson 28415 Springbrook Dr. Lawton, MI 49065 616-624·6490

DIRECTORS

EMERITUS

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

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

E.E. "Buck" Hilbert P.O. Box 424 Union, IL 60180 815-923-4591 buck7a&mc.net

ADVISOR AJan Shackleton

P.O. Box 656

Sugar Grove, IL 60554-0656

630-466-4193

103346.1772@Compuserve.com

EAA and Division Membership Services 800-843-3612 . . . .. ... . , .. FAX 920-426-6761 (8:00 AM-7:00 PM Monday- Friday CSn • New/ renew memberships: EAA, Divisions (Vintage Aircraft Association, lAC, Warbi rds), National Association of Flight Instructors (NAFI)

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MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Associ ation, Inc. is $40 for one year, ind uding 12 issues of SPORT AVIATION. Family membership is available for an additional $10 annualJy. Junior Membership (under 19 years of age) is available at $23 annualJy. All maj or credit cards accepted for membership . (Add $16 fo r Foreign Postage,)

VINTAGE AIRCRAFT ASSOCIATION Current EAA members may join the Vintage Ai rcraft Associaton and receive VINTAGE AIR PLANE magazine for an additional $36 per year. EAA Membership, V I NTA GE A IRPLANE magazine and one year membership in the EAA Vi ntage Aircraft Association is ava ilable for $46 per year (SPORT AVIA TION magaZine not in cluded). (Add $7 for Foreign Postage,)

lAC Current EAA members may join the Interna tional Aerobatic Club, Inc. Division and receive SPOR T AEROBA TICS magazi n e for an addi tional $45 per year. EAA Membership, SPOR T AEROBA TICS magazine and one year membership in the lAC Division is available fo r $55 per year (SPOR T

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, WA RBIRDS ma gaZine and one year membership in the Warbirds Divi sion is available for $50 per yea r (SPORT AVIATION magazine not included). (A dd $7 fo r Foreign Postage,)

EAA EXPERIMENTER Curr ent EAA members m ay receive EAA EXPER IMENTER magaZi ne for a n additional $20 per year. EAA Membership and EAA EXPERIMEN TER magaZine is available for $30 per year (SPORT AVIATION magazine not included). (Add $8 for Foreign Postage.)

FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars. Ad d required Fore ign Postage amount for each membership.

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

Copyright ©2003 by the EM Vintage Aircrah Association All rights reserved. VINTAGE AIRPLANE (ISSN 0091-6943) IPM 40032445 is publisl1ed and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA Aviation Cent..-, 3000 Poberezny Rd. , PO. Box 3086, Oshkosh. Wisconsin 54903-3086. Periodicals Postage paid at Oshkosh. Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address chaD9es to EAA Vintage Aircraft Association, PO. Box 3086, Oshkosh, WI 54903-3086. Return Canadian issues to Station A, PO Box 54, Windsor, ON N9A 6J5. FOREIGN AND APO ADDRESSES - Please aliow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface 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 POUCY: 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, PO. Box 3086, Oshkosh, WI 54903-3086. Phone 920/426-4800. EAAit and SPORT AViATIO~. the EM Logal!! and Aeronautica Tlll are registered trademarks, trademarks, and service marks of the Experimental Aircraft Association, Inc. The use of these trademarks and service marks without the permission of the Experimental Aircraft Association, Inc. is strictly prohibited. The EAA AVIATION FOUNDATION Logo is a trademark of the EAA Aviation Foundation, Inc. The use of this trademark without the permission of the EAA Aviation Foundation, Inc. is strictly proIlibited.

VINTAGE AIRPLANE

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This cast metal pin is about 3" wi e. A great way to show your VJ1:A. pride.

Travel Mug VOO342 $12.95 Classic stainless steel mug with plastic handle and cap. Standard base fits most car cup holders.

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Small VAA Logo Pin VOO258 $3.99 This small metal pin can be displayed on your clothes, then easily removed . (Tie tack style pin.)

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