vintage airplane - aug 2001

8/20/2019 Vintage Airplane - Aug 2001

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The agazine

the E V r N T G E

R C

R ~ T

A

SSO

· IIA1r 11 N


2/36

STRAIGHT AND LEVEUButchJoyce

2

VAA NEWS/ HG.Frautschy

4 REMINISCING WITH DUTCH

Dutch Redfield

6

AIRMAIL PILOT/

Win Goulden

8

WINDSOCKS

YOU

CAN BUILD/

Robert

Shogren

Jr. & H G. Frautschy

2

AIRCRAFT MARKINGS/

HG

Frautschy

4 CUSTOM WITH A FLAIR

HG

Frautschy

9

A TALE OF TWO CLiPPERS/

Build

Davisson

3

MYSTERY PLANE

HG

Frautschy

4 PASS

IT

TO BUCK BuckHilbert

6 NEW MEMBERS

28

CALENDAR

3

CLASSIFIEDS

www.vintageaircraft.org

http:///reader/full/www.vintageaircraft.orghttp:///reader/full/www.vintageaircraft.org


3/36

STRAI

GHT L

EVEL

by

ESPIE

BUTCH JOYCE

PRESIDENT

VINTAGE

AIRCRAFT

ASSOCIATION

Fly-In

Notes

I am writing this "Straight & Level" less than 10 days

before I

depart

for

Oshkosh and

EAA AirVenture 2001.

Some of you will be reading this as you attend the con

vention. Welcome to

our

ranks I

hope

you'll find

your

stay enjoyable.

f

there's anything

we

can do to enhance

your experience, be sure to stop by the Vintage

Red

Barn

and let us know.

Most of you will be reading this after you return

home

and AirVenture 2001 is history. We'll be sure to give you

plenty of highlights

here in

the pages of Vintage Air

plane in the coming months.

t

is

quite easy to tell

that

it

is

getting closer;

most of

my days are now

spent

dealing with different factors re

lating to the operation

of

the vintage area of the

convention grounds. While filling out

the chairman

list

that

I submit to the convention office each year, I no

ticed

that

my years of service as a

volunteer

now

off, I will be flying to the show. Four to five hours of

fly

ing time sure beats

21

hours of driving However the trip

has been made, it has always been fun. As

most

of you

are aware,

the

opening

day for

EAA

AirVenture 2001 has

been moved forward one day. We're all curious to see

how

this works

out

since a

number

of events will have to

be shifted a day or two

on

the schedule . In next month's

column,

'lIlet you know

how

it went. There may be a

need

to

further adjust the schedule or timing of some of

these activities.

f

you have any suggestions that you

feel

would benefit your Vintage Aircraft Association, please

contact me at any time.

In

an unfortunate

series of coincidences, a

number

of

major fly-in events have been cancelled. Each cancella-

tion

was

due to

some sort of issue

with

the

venue

for

each fly-in,

and

each of the organizers plan to be back

with us next

year.

First was the Copperstate Fly-In,


4/36

VAA

NEWS

compiled

by

H.G. Frautschy

COVERS

FR ON T

COVER

:

Marty

Lochman wanted a

nice

custom airplane

,

and he spent 11 years

making certain his Cessna 140 was jus

t

what

he was

looking for

in a restoration project. He

and his wife, Sharon,

took

home the Cu

stom

Gra

nd

Champion Classic award

from

Sun

n

Fun

2001 . EM

photo by

Jim

Koepnick

, shot

with a

Canon

EOS1 n eq

uipped

with

an

80

200 mm

l

ens on 100

A

SA

Fuji

slide film

. EM

Cessna 210 photo plane flown

by

Bruce

Moore

.

B CK COVER : Morning Ru

sh Hour

Americus

Georgia

1941

is

the title

of Paul Ec kley s

acrylic

on

Masonite painting.

Here

's

what

Paul

wrote : In April of 1941 I was an aviation

c

adet in the United States Army Air

C

or

ps. I

had been

sent

to

primary

flying

school

at

Americus, Georgia. I had

always

wanted

to

do

a

painting that would

show

the early morning

scramble of the

cadets

and heir

instructors

in

their Stearman PT-

17 aircraft.

The field had a

surface of red Georgia clay

. When

dry

it

pro

duced enormous amou

n

ts

of red dust,

and

when

wet

it was

slippery and

extremely

gooey.

Paul

's

art caree

r

paralle

ls the

time he

served

in the military

and his subsequent

civilian

career.

Six

months

after graduating

from

the

Pratt

I

nstitu

te,

an art school in

Brooklyn, New York

,

he

en

isted

in the

aviation

cadets, and he graduated from flying

school

five

days

after

the

attack

on

Pearl

Harbor.

He

was soon

the

co

-p

ilot

on a

B-17 winging

its

way from

McD

ll

Feld in

Tampa

to

Java

in the

South

Paci

fi

c. He

event

ua

ll

y

wound up

as a

member

of the

19th

N

ew

Bomb Group flying

from Australia and

New

Guinea. After

serving

as a

command

pilot

a

nd lieutenant colonel in

WELCOME TO OUR

NE

WEST

VAA

CHAPTER

Congratulat io ns to our n ew est

VAA C

hapt

er, C

hapt

er 36 b

ase

d

in

Troy, Ohio. Richard

Amrh

e

in

i s th eir

fi r

st president, a

nd

you can

ca ll him

at 93 7/ 335-1444 for information.

They meet every

se

cond M ond ay o f

th e

month

at th e Waco

Fi

eld hanga

r.

M

ee

tings start at about 8 p.m.

TARVER

AEROMATIC)

PROPS

Th

e latest information we

hav

e

on Tarver props sho ws som e move

m e

nt

on their s

tatu

s as an FAA

approved facility . Tarver is now ap

proved

as

an FAA certificated repair

station

for

Aeromatic

pr

opel lers.

Th

ey hold the type certificate for

th

e

Ae romatic and issued th e

re

cent ser

vi

ce bulletin

r

eg

arding insp

ec tion of

th e propeller blade

s.

While an air

w

orthiness

dir e

ctive

(AD) was

not

is

sued against

th

e Aeromatic, co

m

pl iance

with

th e

bulletin

is strongly

encouraged. You can get a copy of

th e service bull e

t in

at www ae

ro

m ne eom

You

ca

n

al

so e-mail Ke

nt

Tar

ve r at

ke

nt

@ph one

w v

e n

t

I f

you must call, please

do

so betw een

7

and

9 a

.m

.

or

bet w een 7

and

9

p.m. at 77 5/423-037 8.

Th

e

fact

that an AD was n o t i s

sued against th e Ta

rv

er prop i s an

exce

ll

e

nt

example

of

cooperation be

tw

ee

n

the

FA A, EAA, and Ty pe

Clubs,

as comm

e

nt

s concerning

th

e

actual extent of th e

problem

were

g

ath

ered

usin

g

the

A

irworthines

s

Con

ce

rn Sheet

proc

ess. Onc e th e

FAA was satisfied

that the issue was

be

in

g g

iv

en th e

corr

ect level of at

tenti

on using the service bulleti n ,

th

ey determined an AD wasn't war

rant ed . Thank s t o all wh o

participated in th

e process, w

hich

continu

es to ben ef it

both

the FAA

and recreational avia

tion

.

BIPLANE

EXPO/TULSA REGIONAL

FLY IN CANCELED

The spon so ring organizations of

the

15th Annual Biplane Expo and

45th Annual Tu lsa Regional Fl y-In

Registration markings on vintage airplanes

can

often

be the

source of confusion. Here's an

unusual case. It's

the

prototype

of the

stick-controlled version

of the

prewar Aeronca Chief.

Densil Williams decided to

restore the airplane

as it

appeared just

after

its completion, when

it was being flown with an experimental airworthiness certificate. The X can be included in

the color scheme even if the airplane

is

currently registered with a standard airworthiness

certificate. Densil also

chose to

use the large 24-inch numbers on the wings

since

they were

part of the markings when the Chief was built.

For

more on how you're allowed

to

mark your

restoration,

see

Vintage Markings, starting on page 12 .

http://www.aero/http://www.aero/http://www.aero/http://www.aero/http://www.aero/http://www.aero/


5/36

announced the cancellation of the

combined aviation event, which was

scheduled

for

September

21-22

at

Frank Phillips Field, Bartlesville, Ok

lahoma.

A major taxiway construction pro

ject,

which

has

been

ongoing since

late September 2000, has experi

enced extensive weather-related

delays through the fall and winter of

2000

and

spring of 2001, said Chair

man

Charles W. Harris.

The

uncertainties and unpredictability of

a completion date and related access

to the airport taxiway

, ramps,

and

general field parking areas necessi

tated

the

decision

to

cancel

for

September

200l.

The two

events

, both among

the

largest

sport aviation gatherings

in

the United States, plan to reschedule

in Bartlesville in 2002

on

their tradi

tional dates based on acceptable fie ld

conditions.

For

more information,

call Harris at 918/622-8400.

MORE ON

LOOSE

COVERING

We

just got

a

call from Butch

Walsh,

who

has restored

many

Stin

sons to

showplane

condition. He

wanted us to correct something writ

ten

by Dip Davis in

last

month s

magazine.

Butch asked

that

we point out

that Stinson did

indeed

attach the

fabric to the

top

of the fuselage by

mechanical

means.

They

originally

used 40 screws to attach the fabric to

the

formers

and stringers. He

also

confirmed that

as

Dip Davis correctly

pOinted

out,

they

did

not cover

the

top

of

the

fuel tanks,

but

ran a strip

shou ld be covered so it

is

relatively

free of wrinkles, and does

not droop

excessively between rib bays or steel

tube structures. f

you re

not

sure

how tight

is

tight

enough, the

Air

craft Fabric

Covering video

(PLU

Fl1636) from the

EAA

SportAir work

shop, available from EAA's

Membership Services department,

is

a great place to get smart. Call them

at

800/342-3612. The tape retails for

$39.95 plus shipping.

e HOT

LINE

L UNCHED

EAA

recently launched e-Hot Line,

a

new

weekly e-mail newsletter for

EAA members, its divisions,

and

affil

iates. Delivered weekly to subscribers

on Friday afternoon, e-Hot Line pro

vides brief reports

of

current EAA

news, including sport pilot updates,

upcoming EAA

Chapter events, gen

eral and recreational aviation news,

and

a

question of

the

week. Hyper

links connect you to more complete

information on

EAA s

website

as

well

as other

sites. e-Hot Line

is

available

in both HTML and plain text for

mats. To subscribe

to

e-Hot Line, log

on to the

EAA

website at www eaa org

Click

on

the Members Only button

along the left side of

the

page. Enter

your

last

name

and

EAA number

to

enter the site. Click

on

the e-Hot Line

logo,

then

complete the online regis

tration

form. Be

sure

to

select

the

version you wish to

receive,

then

click Subscribe . An e-mail will be

immediately sent to you confirming

your subscription to e-Hot Line.

WRIGHT EXPERIENCE EX MINES

ORIGIN L

WRIGHT ENGINE NO 3

Led by Ken Hyde of The

Wright

Experience,

the

Discovery of Flight

Foundation

is

undertaking

an

ex

tensive and careful examination

of

the

third

Wright engine

ever built.

On loan from the Engineers Club of

Dayton,

where

it

has been

on

dis

play

for

more than

50

years, the

third engine was often referred to by

Orville Wright

as

the guinea pig.

When

the

examination

is

com

plete after six

months,

a full set of

digital images

and

blueprints will

il

lustrate how the Wrights and

Charlie Taylor built their early en

gines. For

more

information, visit

www wrightexperience com For more

information

on the

Engineers Club

of Dayton, of which Orville Wright

was

a charter

member when it

opened its

doors

in

1918,

visit

www engineersclubdayton org

http:///reader/full/www.eaa.orghttp:///reader/full/www.eaa.org


6/36

•

•

•

mlnlSCln

with

y

Dutch

Redfield

Over

the

past couple

of

ye rs

we ve

received a number comments from

members who enjoyed the series articles written by Dutch Redfield

He

was

kind enough to send along a few more anecdotes from his experiences during

the golden age

aviation H.G.

rautschy

n

American Airwa

ys

Curtiss

Con

dor,

en

route from

Cleve

l

and

to

Newark, landed at Syracuse in a gath

ering

eveni

n g

snowstorm.

Th e

airplane loomed out of th e steadi ly

increasing s

now

above the

two

large

floodlights on th e fi eld s edge that

lighted

the landing path

on the now

snow -covered field. The

Condor s

landing

lights

were also on

as

th

e

plane

touched down and taxied to

the

floodlighted ramp

in

front

of

der in place, Tex climbed to

the

wing,

and

th en I passed up the large filter

funn

el and the heavy hose and

climb

ed up

beside Tex in the blow

ing snow. Once the wing tanks were

fi

lled, Tex pulled the fuel truck away.

I stepped into the sma ll dispatch of

fice

to

soak

up

some heat

and

get out

of

the

whistling wind.

Ernie Dryer, the pilot, who was in

a heavy

overcoat

and American Air

ways

cap, stood at the

station

ing

as

the

Condor

lifted off and

banked

eastward. The slanting wet

snow

was very

apparent

in

the

beams of

the

plane s lights. I had a

feeling of apprehension. I wished

Ernie well as I climbed into my car

and headed for home.

The next

morning s

radio news re

ported the airp lane overdue, never

having reached its next

scheduled

stop

at Albany. In

late

morning,

search flights were organized,

and

on


7/36

vived,

thanks to the

slow

speed of

the airplane.

Precipitation snow static imping

ing

on the plane's long

antennas

made useless the low-frequency ra

dios

then being used

for

en route

navigation. But worse than that, the

Condor's wings

had

iced

up in the

wet snow, distorting airflows and di

minishing lift to the point that only

descending flight could maintain

control. In the dark of night, in the

dimly illuminated cockpit, Ernie had

no way of determining where he was

coming down and

whether

he

wanted to or not.

Today,

perhaps

it was

then,

the

captain's

decision regarding

the

safe

operation

of

a

flight

is,

and

should be,

final.

The chief pilot

may

later

question it, but

it

should

under construction.

My

passengers

were

already

aboard. Bill was pushing us away

from the dock,

waiting for me to

start the Jacobs. I yelled

to

the man

from Life

that

I was sorry; we were

too busy to shut down operations for

a 30- or 40-minute flight

down

the

river on a busy weekend like this.

But he was still there when we re

turned to the dock for another load.

He pleaded that his editor had given

him a deadline that simply had to be

met

and asked how much the flight

would

cost. I again

told him that

I

could

not

leave a line of waiting pas

sengers

that

had already paid

for

their ride.

When we returned

for

the next

flight he was still there, and this time

he

told me

that

price was

no

object;

failed to remove

the

lens cover from

his camera.

We

would have to

go

back and do it again. Okay,

an

other

$150 "

Because of

the

time

of day in

volved, there was a

problem on

the

second

expedition

down

the

river.

For

the photographer

to

meet his

deadline,

he'd

have to

catch

a

train

out

of Massena, not far from the east

ern end of

the

flight. Could I possibly

fly him there? The only landing place

at Massena was a

narrow

sluiceway

that supplied a dam for the wartime

Alcoa aluminum plant.

We touched down in

the

sluice

way with the bow into a fast-

mOVing

current,

an

experience new to me. I

couldn't shut down

the Jacobs to of

fload

my

passenger, but I was able

to

crab sideways

to

a position alongside


8/36

w sl v

Smith

alling

in love with aviation

during

the airmail pioneer

days

bV

Win

Goulden

Artwork by Edward Shenton, from his book Couriers of t he Clouds, published in 1930

7 by Macrae-smith Co

mp ny

T

he mechanic advanced the

throttle_ Oil spray encircled

the open

cylinder heads, was

flung headlong over the fuselage, and

flashed past the massive dorsal fin.

The de Havilland pulsed with life,

poised

on

tiptoe, struggling

to

rise

from

the

chocks

as the

mechanic fed

the coal to it,

then

lapsed into a shud

der when he throttled back.

I

was

10 years old, and I

was

stand

ing at a point in time, a marker in my

their de Havilland biplanes over the

Allegheny

Mountains,

relying

on

luck

and

a line of primitive beacons

lodged on evil saw-toothed ridges to

guide them to the general vicinity of

that city.

My

first contact with

an

airmail pi

lot

came when my brother brought

me to

the

home of Wesley Smith.

Wes stood 6 feet 4 and hit the marker

at a solid 225. His hair was blue-black,

and he wore a thick, bristly mous-

t was a strange and lasting rela

tionship,

strange because of

the

difference in our ages, yet lasting be

cause of our mutual love for aviation,

he as a performer and I

as

a favored

page.

I

sit

here

now,

and

I

thread

the

projector of my memory

and

rerun

the film once again.

It is December 1930, and

the

tem

perature holds at 30 degrees . I am

with

my

brother

at Wes'

home

in


9/36

'111'1\1111111111111

1

11111111111111111

\lilllllllllj il J

UJlIII\IIIII /11111111/111111111

to my brother at the wheel.

Hadley lies out there in the black,

a few feeble smudgy flares outlin

ing its boundaries. There isn't much

here for

one

to

see

in daytime;

a

few terrified tin hangars crouched

in a corner of a rolling meadow, a

couple of cannibalized fuselages.

But at night there is

only

a sickly

beacon that pOints a tremulous fin

ger into the darkness as it rotates

the full 360 degrees.

We pull up in front of one of the

sliding panels. Wes jumps out and

pounds on the tin sheathing. In the

winter stillness the noise

is

shatter

ing.

"Axel " he

shouts. "Come on

Come on "

Slowly

the

doors slide apart, and

the most beautiful sight in the world

stands before us.

"Wow "

says

my brother.

I cannot speak.

Four brand-new Douglas biplanes

stand in a chorus line, wingtip to

wingtip, their silver wings and Navy

blue fuselages shimmering, their bur

nished wood propellers in contrasting

hue, their massive water-cooled en

gines with their protruding exhaust

stacks grimacing at us.

Far to

the

rear, relegated

to the

outer shadows, we see

two

old de

Havilland Fives observing the scene

jealously.

"Brand new "

Wes

chortles. "Brand

damned new, and I'm taking the first

one out tonight "

We assemble

in

the pilot's ready

room with its six lockers, each with a

pilot's name taped to the door. I look

at the names...Smith, Chandler, Hill,

Ames

....

Ames?

"But I thought Ames got killed ... "

"Shut up " my brother says sav

agely, and then he

is

instantly sorry.

My

eyes

fill

with tears.

Wes puts a paw around me, and I

am the center of their concern.

Yes,

Winfield," he says with great

gentleness, "Ames was killed on this

run."

He

looks at my brother and shrugs.

A look passes between them.

"But how?"

"He ran into a mountain over

Bellefon te."

There

is a silence. No one feels

comfortable. Then there

is

a ripping

sound as Axel tears Ames'

name

off

the locker door.

wheeled the Douglas onto the tarmac

in front of the hangar. Huge wooden

chocks are placed in front of

each

massive solid rubber tire. One me

chanic

mounts the toe steps

to

the

cockpit and settles in, his greasy for

age cap

looking somehow

out of

place even for a knight's squire.

Now from offstage comes a dinky

little

mail truck,

chuffing

along in

ridiculous contrast to the mastodon

crouched above it. A hastily lettered

sign proclaims U.S. MAIL, and we

see now

that

it

is

a converted deliv

ery truck with the

fish

market's

identity crudely

obscured by

the

hasty paint job.

My

attention

is suddenly di

verted

as

I see six mechanics form a

line,

hand

in

hand, to the

left of

the propeller:

"Off and closed " one shouts.

"Off and closed " comes a muffled

shout from the cockpit.


10/36

Two very

ifferent

approach es

to te

ll

i

ng

which

way

the

wind blows

you

can

buil

d

Windsocks are the ultimate in simple flight instruments. Even though they're at the top ofa post

somewhere

on

the airport, I consider the sock to be one of my most often referred to instruments.

Even when it's

reduced

to rags flapping lazily in the

breeze,

the

tattered

remains still

tell

me some

th

ing

important.

Here are two

different

approaches to building a

windsock

frame, one requiring no machine tools at

a

ll

and the other an exercise in

lathe

use

and

welding skill. Whichever type you prefer, pay attention

to wh at it tells

you

as it points

crosswise

to

your runway it could save you from an embarrassing

ex

plana

ti

on

as

you

avoid

landing downwind

-

H.G.

Frautschy

GRE T

IDE FOR W INDSOCK

By obelt Shogren Sr

I

wanted a windsock in

the hop

es

I marked

it so

I could cut out four

equal sections

from the sides

and

leave four

2-inch

sections

or

ribs

on


11/36

@-N

@ - Plastic Washer

Peen

end

of

rod after

U - 1 Brass Sleeve__ . t o p nut is loosely installed.

5 Gallon

Plastic Pail

Plastic

Washers

(Typical)

9 Overall

1 Brass Sleeve

P l a s t i

Note: Plastic Wa shers

(Typical)

can be made from

pail scraps.

Washers

~ J ' m N

I

- 3/8

Threaded

Rod

and four

plastic

washers

at

the

top

and bottom.

I used

several small

round pieces

of

the sides I cut out

earlier.

(I

suggest a

minimum

of two

or

three washers at

the top

and bot

tom

so it will

turn

smoothly.)

Now you get to practice your

sewing skills. Purchase a lightweight

piece

of

nylon

in

red or orange big

enough

for a section 48 inches long

and 38 inches wide. Sew the sock

with a 12-inch diameter

opening on

the front and

a

9-1/2-inch opening

at the rear.

Attach

the

sock

to the

rim of

th

e frame in

any

way you like.

Now that you ve finished

your

sock, take it outside

and

hold it up in

the

breeze; neat eh?

You

can use

anything

for a pole

a

piece of

conduit and

some

hose

clamps will work. For mine I used

an

8-foot piece

of PVC

pipe, 1-1/2 inch

diameter,

and

two hose clamps to

se-

cure

the threaded

rod to

the

pol

e.

Then

you

can set it

in

the lawn. A

piece

of

pipe that will slide onto the

outside of

the

pole can be placed in a

hole

in

the

ground-the

pole

then

can

be easily removed . Once

up

, it

worked

just

like

one

of the store-

.

bought expensive models.

For

a more

permanent

mounting, drive a steel

fence post in the ground

and

use two

more hose clamps

to

attach

the

pole

to it.

EAA s Chuck Larsen welded his

windsock pole to a large diameter steel

wagon

wheel

so he

ca

n eas ily move it

when his airstrip needs mowing.

BAUKEN NOACK'S


12/36

as the

frame can

pivot freely, the

windsock will react to wind direc-

tion changes more quickly than one

with a

simple

hoop to hold the

windsock.

t also minimizes the

likelihood the windsock will foul it-

self

on

the frame.

At

E headquarters,

we re

blessed

with one

of

the most

tal-

ented machinists I ve ever known,

Bauken

Noack.

Bauken

has

con-

structed

a

number of

windsocks for

use

on

the E

grounds,

and he

consented

to building us a new one

for the V

Red Barn.

His windsock frame is con-

structed of steel (with

an

aluminum

cap)

and

uses a pair of sealed ball

bearings.

The

slightest

whisper of

a

breeze

causes

it to weather vane

into

the wind.

Here s

how

Bauken built our

windsock. We ll let the pictures tell

the tale.

(Right) Let s start with the bail and hoop for

the windsock frame. This happens

to be an

18-inch diameter frame,

but

this method

would

work for

any frame size you choose.

If you choose to use a commercially avail

able windsock, be sure

to

have

it

on hand

before you start building the frame.

A steel tube hoop with an outside diameter

of 18 inches was bent using a set of forming

blocks on a hand-operated rotary tool. The

same tool was used to fo rm

the

curved ends

of

the

bail, which simply overlap one anoth

er at the apex

16

inches inside the windsock.

(Left) A pair

of

crosspieces

of

the same

tubing

are

used across

the center

of

the

hoop frame. The center is cut away

so

the

frame support, made

of

a 5-inch long


13/36

The axle for the bearings also serves as the fit-

ting

for the unit's installation on a section of

pipe. Machined

from

a piece of 7/8-diameter

steel bar stock, the upper section is sized to

fit

the

inside diameter

of the

bearings (in this

case

0.657 inch) and

is

drilled and tapped at the

top

with

1/4 20

threads.

In

this

case

the

unpainted

portion

of

the axle

is 3 1/4

inches long. From

the

shoulder to the 7-1/2-by-1-1I2-inch handle

(much handier than using a pipe wrench ) is 3

inches, and a 1-inch pipe thread fitting is weld

ed to the bQttom of the axle.

The cap at the top is machined from aluminum

bar stock, with a hole drilled in

the

center to

accept a 1/4 20 stainless steel bolt. Bauken also

machined a sligh t

recess

in the inner

portion

of

the

hole

so

an O-ring could be slipped over the

bolt after

it

passed through the cap. The -

ring keeps water from running down the bolt

threads and corroding the steel axle. A lock

washer was used under the head of the bolt.

We added one thin stainless steel washer on

the top of the axle after we found the cap

binding slightly with the edge of the vertical

support tube.


14/36

Vintage Aircraft

Markings

by

HG

Frautschy

Y

Ou're

in

the homestretch

in

your restoration project, really

making headway and about to

finish the painting, when you realize

you haven't decided how you're go

ing to layout the

registration

numbers. How big do

they

need to

be? Where do they go?

What

do

th

e

regulations say? You'd have to look

at Subpart C-Nationality and

Reg-

istration Marks

under 45.22

Exhibition,

antique,

and other air

craft: Special rules for the details .

For

the part that concerns most of

us, it reads:

1I b) A small

U.S.-registered

aircraft

built at least

30

years ago or a U.S.- r

eg

istered aircraft for which an

experi

mental

ce

rtificate has

been

issu

ed

under Sec. 21.191(d)

or

21.191(g) for

operation as

an exhibition aircraft or

as

an amateur-built aircraft and which

has the same ex

ternal

configuration as

an aircraft built at least 30 years

ago

may be operated without displaying

marks

in

accordance with

Secs.

45.21

and

45.23 through 45.33 if: 11 1) t dis

plays in

accordance

with

Sec. 45.21

(c)

marks at least 2 inches high 011 each

side

of

the

{uselage

or

vertical tail sur

face consisting of the Roman

ca

pital

lette

r fNil followed by:

l The U.S.

registration

numberof the

aircraft; or

(ii) The

symbol appropriate

to

the airworthiness certificate of the

Quite simply, it allows you to put

the

same type of

markings

on

your

freshly restored antiq ue, classic, or

contemporary

aircraft

that

were in

stalled

by

the factory, without

having to deface or screw up an oth

erwise beautiful paint scheme. It also

means that you can build a replica of

any of these aircraft

and

mark them

as the manufacturers did when they

were built,

with

some sma ll excep

tions (letters at least 2 inches

high-remember, the

2-inch dimen

sion

is

a

minimum

,

not the

only size

you can make the letters). Now

none

of this is recent news. We've had this

agreement via

the

regulations for

more

than

two decades.

EAA

founder

and Chairman of

the Board Paul

Poberezny kept working on this is-

sue for 12 years with the FAA, and

the

Antique Airplane Association

was

making

its opinion known to

the

FAA as

well.

Still, even after all these years, we

routinely

receive calls

stating, My

local FAA

inspector

says I have to

have 12-inch numbers. Here's

the

straight skinny on that-you need

12-inch numbers

ONLY

if

you plan

to fly through an ADIZ or DEWlZ, as

well as in a

foreign

country. Even

then, you can

mark

your

aircraft

with temporary 12-inch registration

markings if you're

planning

on mak

certainly will want to do it, but you

don't

have

to

as far as

the

FAA is

concerned.

Take a look at

the

photos included

in this article for some explana tion.

One

of

the

first

things

you may no

tice

is

that

many of the older

antiques have registration markings

that have more than the letter Nil

included. To make it easy for

the

lo

cal

inspector

to approve,

here

's

an

FAA memo, Number N8130.61,

dated

December

31, 1990, and

penned

by

Dana

D.

Lakeman,

who

was

the

Acting Manager,

Aircraft

Manufacturing DiviSion, Aircraft

Certification Service.

t

reads in part:

An antique aircraft

or

replica of

an

antique

aircraft described in

FAR

45.22(b) may

display the symbols

appropriate to the airworthiness cer

tificate

of

the

aircraft as

part

of the

nationality and

registration mark

s

under

the aircraft as part of

the

na

tionality and

registration

marks

under

the

regulation. The capital let

ter

Nil followed by ei t

her

a C ,

(standard); R , (restricted

;

L ,

(limited); or X , (experimental) fol

lowed

by

th

e U.S.

registration

number of the aircraft. When th ese

marks are included with

the

nation

ality and registration marks they add

to the authenticity of antique and

amateur-built copies of antique air

http:///reader/full/N8130.61http:///reader/full/N8130.61


15/36

Antiques certainly have some

interesting markings. This

is

some inspectors,

who

had

noted

the

Doug Fuss' Laird Commercial

difference between

the

airplane

and

biplane built in 1926. Doug

the F airworthiness

and

registra-

had carefully documented the

markings, including photos

tion certificates The memo was

that

showed h s exact air

intended to

clarify

this

issue

to

the

plane's registration numbers.

F

inspectors

in the

field.

The markings start

with

the

letter "C," before the addition

ll

of

this

means

that if

your

air-

of

the "N" was widespread.

plane was

built more

that 30 years

The "C" was assigned to all

ago,

you

can

restore

your airplane

licensed commercial aircraft;

the addition of the

"N"

would

with the exact same markings that

have denoted one engaged in

were

applied by the manufacturer

foreign commerce. Later the

Now you can get out there and start

"N" was required on all

U.S.

civil aircraft.

masking off

your

markings. You're

almost done now

Here's a close-up of

the

markings you can

use

on

the

vertical tail of your antique,

classic

or contemporary aircraft. These happen to be larger than the minimum required by the

FAA,

but that's simple to explain. That's the way they were done on the J-2

at

the Piper

factory! The 2-inch dimension called

out

in the regulations

is

a minimum, not an exact

size.

The "C"

can

be added to your number if it was originally included, even though

it's not part of your current registration .

Twelve-inch numbers such

as

these are

not

required unless you plan to fly through an

ADIZ or

DEWIZ,

as well as in a foreign coun

try .

Even

then, you can mark your aircraft

with temporary registration markings if

you're planning on making

that

internation

al trip or if

you plan on transiting coastal


16/36


17/36

Marty Lochman s

experience as a military

aviation technician

p ys

off

when he restores his

own Cessna 140

by H G Frautschy

should come as no surprise th t n vi tion

professional restored this beautiful custom Cessna 140, but

he s

not one

who

does restorations for a living. This

is

his

first civilian project like this Marty Lochman serves the military

in two ways.

As an

Air Force Reserve

technician,

he s been a

crew chief on

an

F-16, and he also flies for

the Air

Force Reserve

as an air refueling boom operator. Marty's a second-generation

Air

Force man; his late father, Eugene, served his nation as a jet

engine

mechanic and

then later did similar work for American

Airlines.

While Eugene always intended to get

both

his pilot's

and

me

chanic s certificates, the elder Lochman never accomplished

those two feats, but his son carried

on

the dream, earning both.

Born in 1956, Marty grew

up

during the Cold War and saw the

Air Force's

constantly

evolving series

of

jet aircraft.

When

he

started serving with the Air Force Reserve, the aircraft for which

he was responsible were known for their

impeccable

mainte-

nance. He thought nothing of

spending

a little extra

time

polishing

the

tail

hook

so

brightly

you

could

shave

with

the

edge and use its mirror finish to check on your progress

Being fastidious

about

his own

restoration

came naturally,

given Marty's talent and training.

He

couldn't have started with

JIM KO PNICK

much more of a challenge. After he learned to fly, he wanted to


18/36

The overhead panel conceals a speaker

behind the fabric and a rheostat

to

control

the engine instrument lighting.

To

the

far

left is the switch to control the flight instru

ment lighting, and on

the

far right is a fre

quency flip/flop switch linked to the com

munications radio and

the

intercom on off

switch.

he saw. l i lt just looked

pitiful,

he

said.

"I thought the fabric

wing

would give me better speed because

it's cleaner and lighter. When you've

metalized a fabric-covered wing, you

take away your ability to change the

wash-in

or wash-out of the

wing

changing

the

length of

the

rear strut

has no effect with the wing riveted

together. I just wanted some flexibil

ity there."

Marty

installed a new

pair of

landing/taxi

lights in

a

standoff

framework

he designed.

He

didn't

care for the

regular

installation

method, which

bolts

them directly

to

the spar.

Plenty of sheet aluminum

was

Circuit breakers replaced

fuses

modern instruments replaced

those that were worn out, and a

wood overlay panel adorns

the

custom instrument panel. A pair of

adjustable

Cessna

150

seats

were

installed, and

to

neatly illuminate

the

instruments, a custom installa

tion of fiber-optic lighting was

performed inset).

edges off and installed lead

ing edge stiffeners

that

help

increase

the structural

strength

of

the horizontal

stabilizer."

That

wasn't

the limit of

his tail surface and other

sheet metal repairs. "I had

to

make a repair

on the bottom

of

the rudder. I put a new

nosebowl on it and installed

new lower left

and

right cowl

skins because mine were

pretty much beat up."

On one

occasion, Gary

Rice,

who

holds

one

of

the

STCs for

the installation of a Continental 0

200

in

the

140, was over at Marty's

house looking at the airplane. Gary

pointed

out

that

his cowlings were

from two different model years. If he

wanted them to match, he just hap

pened to have the correct upper cowl

to match Marty's 1946 lower cowl,

so they traded parts.

It

pays to invite

friends to look over your project

Two areas of Marty's

restoration

get lots

of

attention

from admirers.

The

cockpit and engine compart

ments are expertly done. Under the

cowl, there's a lot of precise work, es-

pecially the engine baffles. His

approach to installing the

cowling


19/36

added strips

of tape

to fill in

the

gaps. Then he carefully marked the

places

where

the tape joined the

cowling and cut his new baffles close

to that mark. Since they're at ground

zero as far as vibration is concerned,

Marty

took

extra care

to

be sure

he

didn t

build

in stress risers in

each

component of the baffles. When a

part had

a bend, such as the

back

section, even 90-degree bends were

made

with

a radius of at

least 1/4

Marty'S attention

to

detail

shone through. Since he

started

the

project 10 years

ago, the interior BS plas

tic panels installed by

him

are no longer made by

Texas Aeroplastics. He

spent

six weeks fitting

the

various panels, which in

clude bezels

for

the arty

and Sharon Lachman Newalla Oklahoma

skylights, an overhead con

sole

for the

speaker

and a protect the lettering.


20/36

very emotional. "After we

broke

ground

and cleared

the power

lines, I just

started

crying,

he said.

"For years it was just a

bunch of

parts, and

al

though it became an

airplane as

it went to

gether,

it never

was

an

airplane

until that mo

ment."

Landing

after

15 min

utes, he hopped

out

so his

son, Andrew, could go for

a ride,

and

Marty saw his

Cessna 140 fly for the first

time.

He

really

wanted to

share the moment with

his

supportive

wife,

Sharon,

so he

called her

on

the

cell

phone

and

held it up

to the

sky

as the

Anywhere you look in the engine compartment you see

the

results of hours of painstaking labor by Marty

Cessna made a low pass.

as he strove to create a

truly

custom showpiece. Each of the lines

is

labeled, as

is each

pass

through the

fire

wall. A Continental 0-200

is

installed in

the

140 under

an STC

available from Gary Rice of Corpus Christi,

After getting insurance

Texas.

through the

Vintage

Airplane Association pro

gram

administered

by

AUA

Inc.,

Marty

got checked

out

and started

putting

as

much

time

on

the

Cessna

as

he could, with a goal of 200 hours

by

the

end of

the

first year. After

that

threshold, his insurance premi

ums would

decrease,

and he could

increase the level of coverage

he

had

on

the airplane.

During his time in the airplane

during

2000, he flew it

to

three fly

ins and took

home

top awards from

the Vernon, Texas, event,

the

Tulsa

fly-in, and the Cessna 120/140

Asso-

ciation

annual convention

at

Gainesville, Texas. His flight

to the


21/36


22/36

Gilbert and Barbara Pierce fly The

Red

Lady while their son Steve owns the well-worn gray Piper Clipper Barbara and Gilbert along with Steve

and his friend Cathy all came to Sun n Fun 2001 in their Clippers

The

name

tags

on

both

airplanes

identified them as being owned by a

man

named Pierce. Gilbert Pierce, of

Germantown , Tennessee,

owns

the

red airplane, which

he and

his wife,

Barbara, call The Red Lady. The gray

machine

is

owned by Steve Pierce,

Gilbert's son, from Graham, Texas.

s

different

as

the

two airplanes are,

their stories are entwined as much as

the story of

a close father and

son

can be.

Gilbert, the elder Pierce, was a ca

reer Navy man (an aviation radio

in 1989, his avocations took a 90-de

gree left turn when his wife Barbara

surprised him with a Christmas gift

he didn't expect. "She

went out

to

the airport

and

found out how much

it cost to get a license and paid for it.

She gave me my pilot's license for

Christmas " Now, what

had

been a

dream became a reality.

Barbara said,

When

I got him the

lessons, I

thought he'd

get his li

cense and that would be that. He'd

never talked

about

actually owning

an

airplane, but as

soon

as he had

him to

have

any

regrets left

in

life,

and not building an airplane would

have been a regret."

Building things and taking

stuff

apart runs

deep in

the

family. His

son,

Steve,

was heavy into cars

while

in

high

school,

which

was

good. What was not good, accord

ing to Gilbert,

was

that

the

youngster would wheel a

car

into

their

garage and take it apart, and

it

would take them forever to get their

garage back.

We went away for a trip once,"


23/36

cars in to change the engine./I

Of course, Gilbert can take some

blame for Steve's mechanical bent.

When it came time for Steve to have

a car of his own, Gilbert bought an

old Plymouth that had a bad engine.

He towed it into the garage and said

to his son, "You want a car? There's

the

car; there're the

tools,

I and

walked out.

After Gil got his certificate, he

naturally started taking his kids for

airplane rides, and the aviation bug

bit Steve really hard. When he grad

uated, he went to Dallas to get his

A&P

certificate. "While we were do

ing

the dope

and

fabric part of

the

course, I started hanging out around

the

Confederate Air Force (CAF).

They were looking for volunteers to

do

fabric work, so I jumped right

in./I

After he got his A&P certificate,

the

CAF asked

him

if he'd go

to

shows with

them,

as a mechanic.

Then he went down to Graham,

Texas, to help maintain and restore

CAF

airplanes based there. In a short

period

of

time,

he found himself

working

on

warbirds

full time at

Nelson Ezell's well-known restora

tion shop in Breckenridge, Texas.

"I

worked

for Nelson for

about

five years, but decided it was time to

move on, so with Nelson's blessing, I

set

up

a

shop

of

my own where

I

now

maintain and

rebuild every

thing from J-3s to a prop-jet Malibu.

It

was about that time I started think

ing about learning to

fly

and getting

my own airplane.

When

I talked

about this,

Nelson always started

talking about a Piper Clipper he had

owned and

what

a great airplane it

was. He kept hounding me about

the Clipper until I started

looking

for one./I He already knew the air

plane fairly well because when he'd

been working at Graham there were

four Clippers based there.

Just as

Gilbert had an

effect

on

Steve, Steve had an effect on his dad.

Because he talked so much about the

Clipper, Gilbert decided he had to

have one, too. The great C

lipper

hunt was on

Steve

found his airplane

up in

Utah.

It

was a fisherman's airplane

that had no interior, and the way it

was described,

it

sounded a little

doggy. But, it was a flyable airplane,

although

t

was out of license. He

had a friend look

at t and

found

that it had been described accu

rately, so we took a trailer up and

brought

it back down

to

Brecken

ridge.

"I

wanted to

learn

to

fly

in the

Clipper, and it wasn't easy finding

an

instructor who would go

along

with that. In fact, after a bunch of

lessons, I was still having problems.

The instructor tried to talk me into

learning in something easier. I said,

'I

own

a Clipper,

and

I'm going to

learn to fly in it' and that was that

Then, one day, the lights came on,

and it's been great ever since.

I guess it's a little bit like the cob

bler's kids. I'm so busy working

on

other people's airplanes,

I

don't

have time to work on my own. Not

much

anyway. When I got it, one

wing wasn't painted, so I took care

of

that, but

I still

don't

have

the

headliner in it.

Mostly what I do is fly the air

plane. I finish work and tell my girl,

'I'm going to be out,' and I crank up

the Clipper and

head for

the run-

piper S

Little

Four-Place


24/36

way. It's so light, just over 900

pounds, that even with the

stock 0-235, it really performs.

I take off

out

of there

at

max

rate,

and whatever

was

bug

ging

me

during the day

disappears.

I

absolutely love

slipping it around the corner

to a landing. It does it so well."

At

this point, Steve has more

than 1,000 hours

in

the

air

plane, so he definitely has been

flying the wings off it.

Gilbert took a little longer to

find his airplane. "We looked

at a few of

them,

including

one that

was

touted

as

an

award

winner, he said

and

grinned. "Even as we walked

towards the airplane,

we

could

see

runs

in

the

paint.

t

was

definitely not

an

award

win

ner "

Airplanes

show up

in

the

oddest places, and Gilbert ran

across a "For Sale" notice for a

Clipper. He called

the

owner

and asked, "How long has it been for

sale?"

The

owner responded,

Two

years."

Of course that got Pierce con

cerned,

and then

the

owner

added,

"At

least it's been two years that I've

been telling

my

wife it

was

for sale."

The airplane was described as a

nine on the

outside

and

a five

on

the inside. So, Gilbert hopped on a

Northwest flight to Seattle, looked at

the airplane, wrote

a check,

and

headed for home.

Gilbert bought an

old

Plymouth

that

had a

bad

engine. He

towed

it into

the

garage

and said to

his

son,

u ou want

a

car? Theres the

car;

there

are

the

tools,

"

and

walked out.

paint off was really tough, but

one

day

I stumbled into a secret. I had

been

soaking rags in methyl

ethyl

ketone (MEK)

and

letting them

lay

on the paint to soften it. Then, one

day, I forgot and went to lunch after

putting the rags on. I came

back,

and

the MEK

had

evaporated, and

the

rags were stuck to the paint.

When

I yanked the rags off, every bit

of paint under them came off right

down to the silver. From that

point

on, that's how I stripped the paint."

Steve said

he now

uses the

same

we thought we 'd never

get

any altitude."

Barbara said, "He had been

talking for a

long time

about

putting

a

lS0-hp engine in

The

Red

Lady, and after that

takeoff I told him, 'Go ahead

and put the

engine in.'

Of

course, I

didn't

think to

ask

what that was going to cost."

You'd think that having

an

A P

as a

son

would be a

great advantage when it came

time

to build up an engine,

and to a certain extent it was.

Gilbert found his engine

and

shipped it

down

to his son to

help

him

rebuild it.

When he

walked into

his son's

shop,

Steve said, "You

want

an en

gine? There

are the

parts;

there

are

the

tools. Some

thing about payback time fits

here.

Steve laughed when he

told the story. "It took

him

a

while, but he finally got it to

gether, and it runs really well."

At

the beginning, Steve's Clipper

would easily outperform his

dad's

because

it

was so

light.

He said

he

figures about 110

mph

on 6.3 gph.

Now,

Gilbert's can

outclimb him

and

cruises

at 117 to 120

mph

on

7.8 gallons.

Steve summed up

both

of

their

feelings about the airplanes when he

said, "We always have old guys walk

up to

our

airplanes and say, 'I used

to

have

a Clipper.

Man,

I

wish

I'd

never sold it.' Our airplanes aren't


25/36

August Mystery Plane

y

H G Frautschy

sions, as depicted in the May issue o

Vintage Airplane.

Emil Cassanello

Huntington

Station, New York

From overseas we received:

The May

MystelY PLane is a

version o

the Bristol Tourer, which was an attempt

to find a

civilian us

e

for

the 1914-18

war

swpLus Bristol Fighter F.2b) a

irfram

es.

There were

four

variants: the type 27

with

an enclosed

cabin

for one

passenger,

type 29 with an open cockpit for one pas

senger,

type

28 with an enclosed cabin

for

two passengers side by side, and type

47 with

an

open cockpit

for

two.

These

numbers

wer

e allocated in

1923. The

en

gine

used was a 240

-h

p

Sidde

ley Puma.

My

two-vo

Lum

e copy

o

British Civil

Aircraft

1919-1959

Putnam) refers

to

eight type

28

Tourers going to Aus

tralia

and

others to

Belgium and Spain,

but there is no mention

o saLes to

th e

United States.

A paral/e

l,

more highly modified

de

velopment is referred to as having

multi-disc Ferodo brakes. These must

have

been

effective

because the undercar

riage

was

fitted with a skid to prevent

nose-overs.

This month s

Mystery Plane is a

rare metal plane from the post-World

War

II

era.

Send your answer to:

EAA

Vintage

Airplane, P.O. Box 3086,

Oshkosh,

WI 54903-3086. Your answer needs

to

be in no later

than September

15

for inclusion in the

November

issue

of

Vintage Airplane.

the May

Mystery Plane is a Bristol

F.2b,

the

best allied two-seat fighter

in

World

War

I.

Lt. A.E. McKeever o No. 11

Squadron R.A.F.

shot

down

30

ai/p l

anes,

almost all with the

BristoL

Fighter. After

the war, the British

Co

lonial Aero

plane

Co.

Ltd. Bristo l) produced a

number o passenger-carrying conve

r-

Gordon Hugh

es

don

Addlestone

Surrey, United Kingdom

Other correct

answers

were re

ceived from Arnie Roosa, West

Chicago,

Illinois; Dave

Dent, Cam

den,

New So

uth Wales,

Aus tralia ;

V. Jay Broze, Seatt le, Washington;

and

Brian R. Baker, Farmington,

New Mexico.

......

mailto:[email protected]


26/36

PASS IT

TO

BUC K

by E.E. Buck Hilbert, E 21 V

5

P

.

Bo

x 424,

Union

,

IL

60180

How we complied with

American Champion AD2000 25·02

How we complied with American get into the mind-set

to do

some real

Champion

AD2000-2S-02.

scrunching and

neck

bending. If

we

Inspection requirements: inspect had charged ourselves the shop rates

the entire length of the front and

of today, the labor alone would be

rear spars for cracks, compression over 1,200

plus the supplies.

We

cracks, longitudinal cracks through

blew a

bunch

of bucks on the

the bolt holes or nail holes, or loose

or missing rib nails.

That's the

way

the D reads in

part, but that is the main gist of it. So

Dip Davis and I went at it.

How

did

we

do

it? First

we

re

searched an alternate method that

was more to our liking

than

poking a

bunch of holes in the upper surface

of

the

wing. We used the approved

Citabria Owners

Group Wing Spar

Inspection Letter, version 1-02-7-29

99, but we

enhanced

it a little,

as

you

shall

see. We'll

tell the tale using

photos.

If

you're

planning

this operation,

borescope and Bend-a-Light, too, so

it wasn't

cheap

or easy,

but

it's com

pleted, and now,

Over

to

you,

f ( ~ t c k

fter

checking

the

paperwork we lined up

the

tools

to

do the job. A Bend-a-Light

Pro,

a mirror


27/36

Once

the

left

wing

was

done, I moved

to the

right

side

to

repeat the

process, while Dip, the fabric man, began to tape and re-cover the hole

we had made.

Dip insisted, and I agreed, that the critical

area

would be

the juncture of the strut attachment

to

the front

spar along with

the

fitt i

ngs, so

we

started there. We slit

the

fabric on the top of

the wing to

gain access, trimmed back 1-1/2

inches of the leading edge metal, re-flanged it,

and cleaned the

top

of the spar with MEK.

Then using our bifocals, a near-vision enhancer

(magnifying glass , and the mirrors, we began

the inspection

process

. We could

reach

20 inch

es

on either

side

of the strut attach fitting. A

good place

to

start.

After the inspection

of

the right

side

was completed, we

moved to the underside of the wing. Using the inspection

holes,

we

soon found we couldn t really inspect the spar

to

our satisfaction without additional access.

Some

calcula

tions resulted in

new

inspection rings and holes being

installed every

39

inches at both

the front

and rear spars.

With

considerable neck craning and scrunching, we were

able to reasonably assure that

the

inspection was complet

ed and

the

spars were intact, free of cracks and airworthy.

Now

came the work that took the most time. Since this is a

Model

7,

and it has less than 90 hp, this

is

a one-time

inspection . We had cemented the inspection rings in place

and cut the holes, and now

we

decided that installing


28/36

NEW

MEMB RS

Edward D. Frey

..

Kamloops, British Columbia, Canada

Peter W. Foster

........ Caledon East, Ontario, Canada

Andrew R. McLaurin

.............. Huntsville, Ontario, Canada

Greg A. Robinson

................ Hanover, Ontario, Canada

Ron Bramley

........ .. ..Clr Is Waters Gold, Australia

William K. Evans

..

................ ...... Carms, Great Britain

Diana Kill

.... ....

..

..........Waltenweiler, Germany

Hans J. Storck

... .. ................... .. .. .. ..... .Tokyo, Japan

Greg Powell

.... .. .. .. .. .. .... .... North Little Rock, AR

Stanley L. Benson

.............. ....... .. ....... .. .... Hollister,

CA

Michael A. Chase .... .... ....................

..

.. .... .... .... .. .. ..........Santa Barbara, CA

Donna Dal Porto

...... .. .. .. .. .. .. .......... Angels Camp , CA

George V Kuntz

.. .... .... .. .... ........ .. .... Castro Valley, CA

Gary Leemaster ............ .... ........ ......

..

.... .. .. .. .. ...... .. .... ..Woodland Hills, CA

Timothy Myrtle .. .... ...... Sonoma, CA

Gary Nickless .... Citrus Heights, CA

Benton L. Seeley ...... Tahoe City, CA

John Ferrey ............Watkinsville, GA

Mark

Oltjenbruns .... Woodstock, GA

Michael White . .... ...... Oakwood, GA

Frederick E. Dewit t .... Sycamore, IL

Mark Dickenson .. .... ........ Roscoe, IL

Kevin W Frings

..

.. .. ..Champaign, IL

Steven Hughes

.... .. ............ ....... .... .. ... ....Deerfield, IL

N. Joel Johnson, Jr....... Winnetka, IL

Mark

J. Krohn .. ...... Crystal Lake, IL

Ed McCanse .. .. ................ Oregon, IL

John G. McDougal .......... Roscoe, IL

Vince Rukstalis .. ...... Wilmington, IL

Steven Farringer

............ ...... .. ....North Manchester, IN

Tim Hayes .... .... .. ........ .. ..Denver, IN

Tony Valentic .. .. ...... Terre Haute , IN

Robert F. Tidd .... .. ......Wellsville, KS

Charles Moore ...... Lake Charles,

LA

Sandra Kraege Higby

. ..... .............

..

.... .. ........ ..Milford, MA

Charles R. Schwartz ...... Shirley, MA

Blake James

............ ....Beausejour Manitoba, MB

Irvin

L.

Fisher ..........

..

Crisfield ,

MD

Daniel M. Lancaster ........................ .

..

.......... ............ ........ Mt. Savage,

MD

Charles Tankersley .... Topsham, ME

George Binson

................ .. ...... Madison Heights, MI

H. R. Chappell ...... ..Farmington, MI

Frank C. Heinisch .. .. .... ..Geneva, NE

James Rutherford

........ ...... .............. ..S. Effingham, NH

Robert H. Branche .......... Trenton,

NJ

Arlene D. Farrell ...... Blackwood, NJ

William Delong ... Albuquerque , NM

Charles T Friske ..Sandy Valley, NV

Talma A Howell ..N. Las Vegas,

NV

Marsha Pike ............ .. ........ Reno, NV

Mariana Gossnall ......

New

York, NY

Robert

W

Mackie ...... Fly Creek, NY

Frank Ortega ........

..

Cold Spring,

NY

Todd Roy ............ .. ...... Moriches, NY

Bradley K Crow ................ Troy, OH

Robert

W

Jenkins

... .... ..................... Freder icktown, OH

Nelson Wolfe .............. ......Tulsa, OK

Gordon P. Anderson .. .......... Erie, PA

Eugene Breiner ............ Newville , PA

Paul A. Hertzog .... ...... ..Reading, PA

Elwood

F.

Menear ........ Annville, PA

Paul D. Quinn ............. Lancaster, PA

Dennis D. Martens .... Vermillion, SD

Jim Ash ............ ............ Bellville, TX

David R. Carter ................ Ennis,

TX

Scott B. Corey ........ The Colony, TX

Larry Smith ..................

.. ..

..

Eddy,

TX

Captain Adrian Trevis .... Austin, TX

Ray Walker .................. Mcallen,

TX

David R. Bradford

.. .. .......................... Spanish Fork,

UT


29/36

A i r

ail Pilot from page

cheering. Then the engine falters and

begins

to sputter.

We

groan. But

then it catches to a full-throated roar,

which this time stays constant. We

are home free. The mechanic eases

the throttle back,

and the

engine

ticks, each revolution causing the

plane to shake with expectancy, like

a bronco in the chute.

Wes slaps my brother on the back,

cuffs me gently, and shrugs into his

parachute

harness.

Then

he is

out

the door, hoisting his chute pack up

against his back side as he waddles

clumsily toward the plane. Halfway

out

the floodlights pick him

up.

Boosted by the mechanic, he mounts

the

to

e steps, swings one leg

and

then

the other into the cockpit, and

settles in with a

mighty whoosh.

The mechanic drops off the lowest

step and high-tails it for the hangar.

Two others flit in behind the knifing

prop and snap the chocks away.

Wes twists in the cockpit

and

looks our way. With

his

helmet

strapped under his chin and his gog

gles down, he

is

a grotesque gargoyle.

He raises his arm, and for the first

time

we

see a long white scarf snap

ping in the slipstream.

He

guns her, and the plane begins

to

move . Slowly, applying a little

more throttle, he inches her off the

tarmac and onto the grass. The wings

rock crazily when he hits the rough.

He

opens her

up a little more

and

taxis out past the flare pots, and then

suddenly he is gone in the darkness.

We hear him applying short bursts

The

sound

builds and builds,

but

we still can't see him. Then, for a

frozen

instant,

he flashes through

the floodlights a few feet off the

ground, pulls up sharpl

y,

and

is

gone,

with the twinkling exhaust the only

evidence

that

he

was

ever here.

Wes made it

to

Cleveland that

night

and

many nights after that.

He was the last

of

the old Hadley

pilots, and he finally surrendered to

the Douglas DC-3,

forerunner

of

every

airliner

in

the

world

and

a

plane

he grew

to

love. In 1936 he

survived a crash in Chicago that left

him with

a twisted arm, grounded

him permanently, and

broke his

spirit and his heart.

I

remember

our last reunion.

It

took

place

in

1942, and

I was an

Army

Air

pilot with brand new shiny

wings; just graduated

and the

most

dangerous

of

all

pilots, because

I

knew everything.

Wes was sitting alone in the half

darkness of his den when I came in.

He looked tired, and there were dark

rings around his eyes that he didn't

get from an open cockpit. He hadn't

flown in six years, and his face and

body showed

it. A

part

of

him

had

died.

We talked about flying far into the

night, and we got more

than

a little

drunk, but his eyes were

on fire,

and

he knew exactly what he was saying.

He

asked me thousands of questions

about power settings, flaps, glide ra

tios, aerobatics, and God knows what

else.

Then it was time for me to go. He

grabbed my

hand

in what once had

been a great paw

and

looked

into

me

: Good luck, Winfield ,

come

back.

Yes.

I

won't be here, he said.

I

know, I replied.

I

had to

leave

him

there in the

half-light of his den. He was gone by

1945

when

I came

home

after serv

ing as an assault glider pilot.

. . . . .

WRAP YOURSELF IN AVIATION HISTORY

These

beautiful.

100 cotton

cove

rlet

s trace

the

histo

ry

of

American

aviation.

Their richly detailed

woven images

make

them

highly

prized

collectib

le

s.


30/36

Fly-In

Calendar

The following list

of

coming events is furnished to

our

readers

as

a malter of information

only and

does

not

constitule approval,

sponsorship,

involvement.

control

or

direction ofany

event (fly-in,

seminars,jly

market,

etc.)

listed.

Please

send the information to

EAA

, Att: Vintage Airplane. P. O Box 3086,

Oshkosh

, WI

54903-3086. Information should be

re

ceivedfour

months

prior to

the

event

date.

AUGUST 10-12 -SI/OllOlIIish, WA - 19th Annual West

Coast Travel Air Reunion. Harvey Field (S43).

Largest Travel Air gathering for 2001.

Local

air

tour, memorabilia auction and mor e. Info: Larson

425/

334-2413 or Rezi

ch 805/467-3669.

A UGUST

II

- Cat/iliac, MI - EAA Ch. 678 Flv

In

/Drive-In Breakfast,

Wexford

County Airp;rt

(CAD).

7:30

a.m.- II:OO a.m.

Info: 213/779-8113.

AUGUST 12 -Allblll'll, IN - Hoosier Warbil'd Fly-in

and Pancake/Sausage

Brea!.fast

at the Hoosier

Air

Mus eum , DeKalb County Ai/port. Info:

219

/457

5924 or 44gn@kconline .com.

AUGUST

17-19 - Alliance. OB - Ohio

Aeronca

Avia

tors ' Fly-In and Breakfast at Alliance-Barber

Airport (2DI). Info: ww w.oaafly-in.com or

216/932-3475.

AUGUST

18

-Powell,

WY

-

Wings

and Wheels Fly-in

and

Car Show.

Municipal Airport

(POY). Info:

307/754-5583

or

[email protected].

AUGUST 19 - Dayton, OB

-

EAA

Ch.

48 Pancake

Breakfast, Moraine Ailpark.lnfo: 937/291-1225 or

937/859-8967.

AUGUST 18

-

Spearfish, SD

-

18th Annual Fly-In,

sponsored

by

EAA Ch.

806. at

Black Hills Air

port/

Clyde Ice Field. Camping

under wing.

Aug.

17th, "Cream Can Dinner" served

at

7:30 p.m.

Air

craft judging.

displays.

steakjiy.

SD

Aviation Hall

of

Fame

Ceremony.

Cessna

150 sweepstakes, and

more . Info: 605/642-0277 (days) , 605 /642-2311

(evenings),

or C21golay

@

mato.com

AUGUST 19 - Brookfie

ld,

WI - VAA Ch.ll·s 17th An

nual Vintage Aircraft Display and lee Cream

Social, Noon-5 p.m. at Capitol Airport. Also,

Mid

west Antique Airplane Club 's monthly jly-in

mtg.

Control-line and

radio

controlled models

on dis

play.

Info.

262/

781-8132 or 414

/

962-2428.

AUGUST19 - Pontiac, lL

-

2nd Annual Fly-in/Drive

In Pancake Breakfast sponsored by EAA Ch.

129

and Pontiac

Fly

ing

Service.

Pontiac

Municipal Air

port

(PNT).

RafJIe. aircraft judging,

PIC ea ts free.

Info: 815/842-2707 or [email protected].

AUGUST 24-25 -

Coffeyville, KS

-

24th Annual

Funk

Aircraft

Owners Assoc. Reunion

and

Fly-In

Cof

feyville Municipal Airport. Info: Gerald

302/674-5350.

AUGUST 24-26 - Sussex, NJ -

29th

Annual Sussex

Airshow. Top

performers, ultralights, homebuilts.

warbirds. IlIfo: 973 /

875-0783 or [email protected]

or www.Susse.xAilportlnc.com .

AUGUST 31- SEPTEMBER

2 -

Prosser.

WA -

EAA

Ch. 391 's 18th Anllual Labor Day Weekend Prosser

Fly

-I

n. Info: 509/735-

1664.

SEPTEMBER 1 - Zanesville,

OH (Riverside Airport)

-

EAA Ch. 425

Annual Labor

Day Weekend

Fly

InlDrive- ln,

8

a.m.-2p.m. Lunch

items and

ailplane

rides after

11

a.m.

Info: DOli 740/454-0003

SEPTEMBER

Marion,

IN

(MZZ)

- 11th Annual

Fly-In Cruise

-In,

Marion Municipal Airport. Pan

cake BreaAfast 7am-Ipm. All types ofaircraft,

plus

antique, classic and custom vehicles.

Info: 765

/664

2588 or [email protected] or

wwwjlyincruisein.com.

SEPTEMBER 2 - Mondovi, Wl - 15th Annual Fly-In,

Log Cabin

Airport. Info:

7/5/

287-4205

.

SEPTEMBER

7-9

- Marion,

OH

- Mid-Eastern EAA

Fly-In.

SEPTEMBER 8-9-Glenvi/le NY- Empire State

Aerosciences

Museum Flight

2001

Airshow. Sch

enectady County Airport. Route 50. Acrobatics,

pyrotechnics. parachutes , gliders, military aircraft,

activities for children, and more. Will highlight the

10th Anniversary ofOperation Desert Storm. Gates

open 9 a.m. Show

begins

at I

p.m.

Tickets $12 for

adults

and $5for children. Fly-ins welcome.

Info:

518/377-5129.

SEPTEMBER

14-16 - Watertown, WI (RYV)

-

17th

Annual Byron Smith Memorial Midwest Stinson

Re

union.

Info: Nick

or

Suzelte, 630/904-6964.

SEPTEMBER IS-Mori

arty,

NM- Land of Enchant

ment

Fly-il,

/ Young Eagles

Rally

at the Moriarty

Municipal Airport (OEO). Homebuilts, classics,

warbirds. military

vehicles

, classic cars

&

motorcy

cles. Freejlights

to

kids

and

teenagers (8-17). 8am

pancake breakfast, pig roast at

dusk.

Info: 505/296

5050 or [email protected].

"I

couldn't

have

won

these

swell

trophies

Fly high with a

without

quality lassic interior

Poly-

Fiber "

omplete interior assemblies ready for installation

Roscoe Turner - Famous Race Pilot

Custom

quality

at economical prices.

• Cushion upholstery sets

W

ell, OK

...

maybe

he didn't actually

say

that. ..

• Wall panel sets

but

we

bet

he would have if

Poly-Fiber had

mailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.Susse.xAilportlnc.comhttp:///reader/full/www.oaafly-in.comhttp:///reader/full/www.oaafly-in.comhttp:///reader/full/www.oaafly-in.comhttp:///reader/full/www.oaafly-in.comhttp:///reader/full/www.oaafly-in.commailto:[email protected]:///reader/full/wwwjlyincruisein.commailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.Susse.xAilportlnc.commailto:[email protected]:[email protected]:[email protected]:///reader/full/wwwjlyincruisein.commailto:[email protected]:[email protected]:///reader/full/www.oaafly-in.commailto:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.Susse.xAilportlnc.commailto:[email protected]:///reader/full/wwwjlyincruisein.commailto:[email protected]


31/36

SEPTEMBER

16 Uti

ca/Rome, NY-Oneida

Counly

Airport. Air Acts,

Jet

Demos, Fly In EAA Break

fast

..Show

hours Ilam-4pm

Fuel

discounts for

all

fly-ins and free lunch. Info: 315-636-4171 or

[email protected].

SEPTEMBER

15-16 Ro

ck

Falls,

IL North Cen

tral

EAA

O

ld-Fashioned

Fly-1n,

Whiteside

COllnty Airport

(SQI). Forums,

workshops, fly

market, camping,

exhibilOrs.food, and air

rally.

Aircraft

judging ends Noon Sun.

Sunday

Pancake

Breakfast 1nfo: 630/543-6743 or

[email protected].

SEPTEMBER 21-22

Abilene, TX

Southwest EAA

Fly-III.

SEPTEMBER 21 22

B a r ~ t ~ a I

Frank

Phillips

[ 1 ~ / y 1 n .

SEP _

esville,

OK

Frank

. 15th annual Biplalle

Expo.

SEPTEMBER

22

Asheboro, NC-Aerofest2001

Old Fashion

Grass Field

Fly

-itl and Pig

Pickin

.

EAA Ch. 1176. 1nfo:

336/879-2830.

SEPTEMBER 22-23 Riverside,

CA

EAA

Ch.

One Open Hou

se

and Fly-1n

at

Flabob Airport

(Rl

R). Free

Admission.

Saturday

eve

ning

banquet

tickets may

be

purchased in advance. 1nf

o:

909/682-6236 or

[email protected].

SEPTEMBER

28

29

Visalia,

CA

Vintage

Years

Air Car Show at Visalia

Municipal Airport.

Spe

cial

Laughter In

Bloom, A Tribute to

Jack

Benny

one-mall show on 9/28 at Fox

Th

eater. 1nfo :

559/289-0887.

SEPTEMBER 29

Hanover

, IN

Wood,

Fabric,

Tailwheels

2001,

at Lee Boltom Ailport (64i). 20

mi. from

Louisville,

Kentucky.

(Rain date ,

Sunday,

Sept.

30)

1nfo: 812/866-3211 or

NX21175TH @

aol.com.

SEPTEMBER 29 Topping, VA Wings and Wheels

2001

al Hummel

Air

Field (W-75)

,

60

mi.

east

of

Richmond, VA. Food, crafts, rides, NASA GA,

USCG boats. Jayhawk helicopter . hot air balloon,

and lIIuch,

lIIu

ch more .

Contact

for participant 's

fee. Spectator parking fee

4.

1nfo: 804/758-4330,

wi [email protected] or website:

hIlP:/Ifly.to/wingsandwheels

SEPTEMBER 29 Zane

sv

ille, OH VAA Ch.

22

of

Ohio

10lh Annual Fly -In. John's Landing Ai/jield.

8 a.1II 5 p.m. Breakfast and lunch,

free

participa

tion plaques. Rain date Sept. 30th.

In

fo:

740/453-6889

or

740/455-99

00.

OCTOBER 5-

7

Evergree

n,

AI

- 11th

Annllal EAA

South East Regional Fly-In.

On

field campground,

showers.food,flying fun.

Info:

www.serfi·org.

OCTOBER 6-7 - TOllg

vintage airplane - aug 2001

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