vintage airplane - feb 1999

7/27/2019 Vintage Airplane - Feb 1999

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2/36

STRAIGHT LEVEL

Espie "Butch"Joyce

AlC NEWS

4

AEROMAIL

5

BULLETS FOR ALIGNMENT

Bud Oliver

6 GRIMES AIRPORT FLY-IN

AndrewKing

8 AIRCRAFT

STROBE LIGHTS

Dick Hill

10 MYSTERY PLANE

H.

G Frautschy

12 PLENTY

OF

GLASS

TO

WATCH

THE WORLD GO BY

H. G Frautschy

17

A FLYING

FLEET ON

FLOATS

Norm

Petersen

21

A SCOTT

BERG 'S LINDBERGH

John Underwood

5

PASS IT TO BUCK

E E "Buck" Hilbert

7

WELCOME NEW

MEMBERS

8

MEMBERSHIP

INFO/CLASSIFIED ADS

3

VINTAGE

MERCHANDISE


3/36

by

ESPIE BUTCH JOYCE

PRESIDENT

,

VINT GE

AIRCRAR

SSOCI TION

The Future

When you make a decision to change something you've

been

do

ing the same way for

a

long time

,

how can you be sure change is for

the

best

?

While

thinking about this , an incident at my dad 's airport in the

late fifties came to mind.

A number of

good old

country

boys were

learning to

fly

in J-3s

and J-5s.

One

new pilot

named

C.

D.

chose

to

carry

a passenger

named Shag

for his first airplane ride. A big thun

derstorm

was

building off

to the

south.

When

warned about the

danger,

he said

it

would

be

okay .

He

just wanted

to fly

over and take

a look at it. By the time

he

returned , the wind

direction

shifted

and

was now

blowing very strongly

out

of

the

opposite direction

from

which

he took off. Have you ever

seen

anyone try to

land

a

J-3 with

a 40 knot tailwind?

Several passes were made and

we

could hear C.D and Shag

shouting

at

each other.

In the meantime, my dad

had taken

off

in

the

Tri-Pacer . He circled them to get their

attention

, then landed into the

wind .

C.D followed

suit

and

landed

safe

ly.

r

later asked C.

D.

w

ha

t

all of the shouting was about. He

said Shag

told him that

on

the next

landing

attempt, ifhe ever got

that

close to the ground again, he was

going

to

jump . C.D.

also told

me

that he told Shag

it

he

ever

got

that

close again

he

was

going to jump too

Fortunately,

C.D

.

never

had

to decide to jump,

since

my father

had

presented him with

new

information, namely, the change in

wi nd direction. Using that information, he revised

his

initial

dec

i

sion to land in the

same

direction

he

departed. New information was

used to

arrive at a

proper decision

.

Additional information is what your Board has been mulling

over for some time. Starting

now,

we've got a new look for the

EAA Vintage Aircraft Association. What's that,

you ask?

It's

the

new name

ofthe EAA Antique /Classic Division.

Your

Officers, Di

rectors.

Advisors

,

and

the EAA staff have been

working

hard over

the past couple

of

years

to

create a name that better defines our

group of aircraft and

the

enthusiasts

who

enjoy vintage aircraft.

You

will

be proud to display the new logo on your aircraft

and

clothing.

t has

a

feel for the

style

and

excitement of

the

first half of

this cen

tury. Under

the

umbrella ofthe Vintage Aircraft Association, the

various judging categories we currently enjoy -

Antique,

Classic

and

Contemporary -

will be

maintained .

When renewing your membership,

you will

receive a member

ship

card

reflecting the Vintage Aircraft Association name and

lo

go

. We're pleased

to

announce

it

will

be

a high quality credit

card style card, the same weight and feel as

the

new

EAA

ca

rd

which has been included in EAA membership mailings

since

De

cember. We're confident you'll enjoy the

new look and name

. . .

one we

feel

more properly reflects the diverse interests of the nearly

10,000 VAA members worldwide.

Lets

all

pull in

the

same direction

for the good

of aviation.

Re

member we

are

better together. Join us and have it all

INSIGHT FROM

TH

PRESIDENT OF EAA

The EAA Antique/Classic Division has represented EAA

mem

bers who love vintage airplanes for years. Your Board, staff,

volunteers

and members have done

a superb job of organizing

ac

tivities at

EAA

AirVenture

Oshkosh

and

other fly-ins around the

country

,

as well as presenting this

excellent

monthly pUblication

tage aircraft movement, which

has been

reflected through

the

name

ofyour magazine

for years.

The Vintage Aircraft Association, as a part ofEAA, will con

tinue

to

serve members

who

preserve

and

upgrade

an

important

segment of the aviation community. Currently, there are 62 ,

000

aircraft that are classified as Antiques, Classics or Contempo

raries. With over 9,000 members, the Vintage Aircraft


4/36

compiled

y

H G Frautschy

VINTAGE IRPL NE

NOTES

During the work to move the Divi

s

ion

's

name

to

one that more

completely defined the areas of interest

for the

entire group

, we took

the

op

portunity to refine the look and feel of

Vintage Airplane.

First, you'll notice a new look for the

Contents

page

, with more photos and

bolder

type to make it

ea

s ier to f ind

your favorite column or feature.

The information you may need

to

contact the EAA Vintage Aircraft As

sociation and its officers and directors

has been compiled on one page.

It

will

always be within the last four pages of

the magazine

,

and co nt

a

in

s

phone

numbers, E-mail addres s

es

an d web

site

addresses

for EAA and its di vi

sion

s Need

to know

about

the

AUA

/

V AA insurance program?

The phone

number is there . How about the web

site address for EAA AirVenture?

It's

there as well. Being an EAA a

nd

Vin-

FRONT COVER . Surrounding

Randy

Briscoe

is 33

square feet

of plexiglass

as

he

sits in the aft

seat of

the

Lus

combe T-8F owned by

him

and

Brice

Newberry

of

Kingfisher

,

OK

This

T

-8F

was

originally built as a Crop Master

model , and came complete

with

a

crop

dusting outfit

and

a

pair of

30 gallon

wing mounted spray tanks . EAA

photo

by

Ken Lichtenberg shot with a Canon

EOS1

n

equipped

with

an

80-200mm

The EAA Aviation Foundation is seek

ing an Air Academy Lodge Host Couple.

The Lodge Host Couple positions offer an

opportunity to share in shaping aviation's

future. In exchange for a furnished apart

ment

in

the Lodge and part-time

compensation, this couple will support

EAA's

Resident Youth and Education

programs by their operating and maintain

ing the Lodge and its kitchen. Ideally, the

hosts are a traditional early

or

newly re

tired couple with the abilities to work

with

Academy

Staff

and

participants

while ensuring a safe, comfortable living

environment and quality food service for

program participants and staff.

Send your resume and references to:

Experimental Aircraft Association

Human Resources - Host Couple

P.O. Box 3086

Oshkosh, WI 54903-3086

or E-mail: [email protected]

tage Aircraft Assoc iation member has

benefits that go well

b

eyo

nd the re

ceipt of a ma gaz ine each month, and

we

invite you

to enjoy

them

all.

The

Membership Services Directory on

page 30 can point you to just the infor

mation

yo

u

need

to

en

ha n

ce

your

recrea

ti

onal aviation experience.

We've also taken the oppOitunity to

"loosen up" some

of

the page layouts,

mak ing

them

a

bit easier

on

the eyes

by not having quite as

mu

ch type on

each page . W

e're

confident you'll find

the changes helpful,

and

if

you have

any comments

or

requests, feel free to

write the Editor at the address

li

sted in

the Me

mber

ship Ser

vices Directo ry .

YO

UNG

EAGLES

by the end of 2003.

More than 460,000 Young Eagles

have now been flown since July 1992,

when

the program was introduced at

the EAA Fly-In

Convention

(now

EAA AirVenture) in Oshkosh. Those

yo

un g

people have been flown

by

mor

e than 22 ,

000 volunteer

pilots

on

six cont inents A large number of the

fl

ight s

were made

in

vintage aircraft

by members of the EAA Vintage Air

craft Association.

T he

past

year has been the most

succ

essful

12 months in the history of

the Young Eagles Program," EAA A vi

ation

Foundation President

Tom

Bob Lumley, EAA Vintage Aircraft Association Director (right),

enjoys a laugh

with Paul Bellingham

after

flying in Bob's Aeronca

11AC Chief. Paul

is

one

of

the over 460,000

young

people

intro-

duced to the world

of

f l ight by the Young Eagles

program

since

its

inception

in 1992.
mailto:[email protected]:[email protected]


5/36

Poberezny said.

EAA

members and

other

pilots

have responded to the

challenge

of

giving young people an

opportunity to see what aviation is all

about and the possibilities it can hold

for them. Everyone involved

in

Young

Eagles can

be very

proud of

this

accomplishment and enthused

about the program's future."

In 1998, a total

of

100,838 young

people were registered as Young Ea

gles - a 5.3

percent increase

from

the 1997 total. Those young people

were flown by

more than 8,000

pi

lots, which included EAA members

and other pilots from approved part

ner

organizations

, including the

Canadian Owners and Pilots Associa

tion (COPA), the Civil Air Patrol and

numerous other aviation groups.

EAA AIRVENTURE '98

VOLUNTEERS

If

you

were

one

of

the

many

fine

folks who volunteer either a little or a

lot of your time

in

the Antique/Clas

sic area

during

the annual EAA

convention, your efforts certainly

never go unnoticed. (Heck, you even

get a nice patch, volunteer name tag,

and a hat plus a pizza party, all to say

"Thank You!")

Many

of

you work pretty hard, too

- On the flight line and other activi

ties, less than

half

of the volunteers

work more than 3/4

of

the hours. On

the flight line alone, there were 127

volunteers who

worked a

total

of

3755 hours,

of

these, 53

previously

worked

during the Convention in

1997,74

in

1996, and 59

in

1995.376

volunteers worked a total

of

13,674

hours, an average

of about

36 hours

per volunteer.

Don't be intimidated by those

numbers. Each and every hour counts,

and if you can spare a few,

check

in

at the Volunteer booth on the corner

outside the

Red Barn

during EAA

AirVenture

'99,

and

if

you're

in

Florida for Sun 'n

Fun this

spring,

drop

in

the Headquarters building to

volunteer your time - your

fellow

members will appreciate

it ......


6/36

BLUE NOTES

Dear H.G.:

I wanted to send the enclosed photo

(below) of Ken Falglor and

myself

in

front

of

his Flaglor High Tow, which

he converted from a Fleet 16B in 1957.

He

changed from a Warner to a W-670

to

tow gliders after he wrecked a Stear

man. The FAA told Ken at the time to

make the change he needed to make it

an

experimental, and the way to do that

was to make it look like something

other than

a

Fleet.

So

Ken made

it

look like a Waco

Although Ken is too humble to talk

about his flying, his friend reports that

Ken actually towed two gliders at once

with the big engine fired up. I believe

it, given how well it performs flying

around the Tetons.

This photo was taken at EAA

OSHKOSH ' 97 when Ken was reac

quainted with

the

aircraft after 30

years . The aircraft is currently under

going a

complet

e

restoration at the

Aviat Aircraft factory

in

Afton

,

Wyoming

. We hope to have it done

for Sun ' n Fun ' 99.

The al1icle on the Steco Aeroplane

was great. I

actually

have Stevens'

original patent framed on

my

office

wall (see photo, right).

Best

Wishes for a

great

and safe

New Year.

Brent Blue

(EAA 377214, VAA 18419)

Jackson Hole, WY

REACTION TO

"STEARMAN MAGIC

Dear Lauran,

Thank you for my Christmas pre

sent

I don t seem to get a whole lot of

free time

to

read, but today I enjoyed

your story in Vintage , Stearman

Magic." Boy, did it hit home

Both my husband and I fly out of

Schellville with a couple of Great

Lakes and a few other planes. We've

been blessed over the many years

of

flying to meet some

of

the very

same

folks you

have

.

There

really

are

so

many special people all across Amer

ica in small town hangars. At the

Schellville

airport we

have

a whole

-.,,:

.

r +r

[

family of flying friends.

Anyway , thanks

for

sharing your

story and please send us your book,

If

Airplanes Could Talk.

Enc losed is

our check for $7.95.

Blue Skies and Best Regards,

Janet

M

Ewertz

(EAA 42278, VAA 7005)

Sonoma, CA


7/36

-Bullets forAlignment-

By

Bud

Oliver

Reprinted fro m Custom

i

rcraf t Bu il

din

g Tips Vol. 1

Many times I have shivered and cringed as I watched fel

lows hammer bolts into strut and wing fittings as they assemble

and rig an aircraft. In many cases, the assemblers are unaware

of

the proper techniques

to

use

to

avoid trouble. When you are

holding something in alignment, such as a wing-to-fuselage

root fitting, and then proceed to take the actual bolt that you are

going to secure it with and attempt to drive it into place with a

hammer, you are certain to get varying degrees of the follow

ing results and sometimes all of them): ruined bolt threads;

galled

bolt

and fittings;

bent

bolts;

elongated

fitting holes;

bent, twisted and cracked fittings; loss of paint or plating.

Two persons

can

assemble

any plane

whose

component

parts they are able to lift with absolutely no damage by using

the following procedure.

c ---

I

1 C _I

Assemble

the

entire

plane

by

using bolts of

at

least

one size diame-

ter smaller than the bolts

you will use on the com

p leted

job.

f

possible

these bolts should be in

serted

oppos

ite to

the

direction that the actual

bolts

will go in. In this

way, the entire plane will easily go into approximate align

ment and the bolts will go in easily by inserting them with the

fingers Fig. 2).

Now make a bullet

of

the proper diameter and length for

the alignment

of

all fittings. To make the bullet, just take an

old bolt that is the same diameter that the fitting requires and

grind one end to a bullet nose shape and cut the other end

off

square. Only the unthreaded bolt shank is used. The head of

the bolt is cut off and the threaded

end

is used for the bullet

head end so that the threads are ground away Fig.

1 .

For

tight places where a

long

bullet cannot be used,

make

up a short

one

as

shown.

The

bullet

is

given

a thin coat of

Parker

Thread-lube or Lubriplate), or white lead and oil to

stop galling

of

similar metals) and inserted into the fitting in

the same direction the final bolt will go in. The bullet is then

tapped in place with a soft drift and

hammer

until it is flush

with the face of the fitting Fig. 3). The bolt is then tapped into

place. It will push the bullet out ofthe fitting ahead

of

it Fig.

4). You may notice that I illustrated one bullet with an eye at

the point. This

is

the cotter pinhole

of

the original bolt from

which the bullet was made. Often there are places where the

bullet cannot be driven in. In these cases, you can often pull

the bullet into the hole with stainless steel safety wire inserted

through this hole Fig. 5).

......


8/36

GRIMES

AIRPORT

FLY IN

by

Andrew King

E

AA

275985

VAA

10739

G

imes Airport

in

Bethel Pennsylva

nia is rapidly becoming a mecca

for antique airplane nuts in the

northeast. The 2 800 foot grass strip

is

the

home

of

the

Golden

Age

Air Museum, a

sma

ll but growing collection

of 1920s

and

1930s airplanes and memorabilia, and

twice

a year in July and October

the Mu

seum

hosts an antique

airplane

fly-in . Last

year s summer event was on July II and

drew about

60

planes. The weather was

al

most perfect, sunny and clear with low

humidity, not the typical July heat and

haze. The wind

was a little strong during

the day

, but by lunch

time the

parking

area

was pretty full and the hamburger stand

was busy.

Some

ofthe unusual attendees included

a Bellanca CH-400 Skyrocket, a Stinson

SR-5

a

Travel Air 4000 and

a

Fleet Model

2 with an air starter. Several

o

the

Mu

seum s

ships

were

out

on the line as well

including the

E-2

Cub

and

the Ranger

powered Great Lakes.

In

the hangar was

the one-of-a-kind Winstead Special, an

OX-5

powered biplane

from the late 1920s.

The

Winstead is almost ready to fly , with

only the installation o the engine and

some

minor details

to fmish .

Classics were

the

most numerous types

on

the

grounds with plenty of

Luscombes

and Taylorcrafts

and

Cessna 140s to

look

at and

one

really beautiful Swift

.

A Stearman was busy all afternoon

GAAM-owned 1927 Winstead Special waiting for the installation

of

its OX-S

o

The Museum s Taylor E 2 Cub and Great Lakes Sport Trainer with a Model T irport Hack

and 1910 Maxwell.


9/36


10/36

Strobe lights

were installed

on

Convair

340s

which

were

l ter

re engiried

witb

Allison

turboprops and were

designated

CV-S80.


11/36

see

in flight

than the

conventional rotating

beacon

and

position lights. The responses

were very positive and our company,

North Central, decided

to

make them stan

dard

on

our entire fleet.

The strobe lights

created

some

interest

ing

thoughts among our passengers. One

evening, early in winter,

we

were cruising

northward across Wisconsin

in

that first

strobe equipped DC-3. Snow showers

were present and while were were flying

through one, the

cockpit

door opened. The

stewardess came

in

and said that a passen

ger wanted to know if we were flying

through

static.

Static?

Remember we were still in the early

days of television, long before cable

TV

and a channel

on

every spot

on

the dial.

Static was seen every time you rotated

the

channel

dial on

your big

RCA

televi

sion, and

sometimes there even snow

or

static

when you had

station tuned

in

We

could only smi

l

e,

for we knew

just

what the

passenger

was

seeing. Every

time

wingtip strobes would flash, it froze the

movement of the snow flakes for a split

second, and all the

passenger could

see out

his

window was a world filled with bril

liant dashes

While planning to use the strobes,

North Central was starting a program

to

rep

lace the DC-3s w

ith

Convairs. Since

the DC-3s were to

be

disposed of, the

strobes

were

engineered for on ly

the

soon

to-be-acquired

Convairs.

North Centra

l

Eventua ll

y,

other

manu

facturers and

a

irlines

picked

up

the program,

so

strobe

li

ghts were in corporated

into each generation

of

modern

aircraft.

The

usage

of

strobes

has

spread to

sur

face operat ions, too.

Strobes can now be seen on

police vehic les, ambu

lances, school buses,

barricades and

in

many

other

places. Instead

of

only

having the bright white

lightning flash, color

fil

ters have been added for

some

of

these purposes.

When

Douglas

pro

A North Central

DC 3

on the ramp

t

l nd O lakes, WI. Flying

the

summer schedule,

it

waits

for

its passengers and crew.

Our thanks to Patti Barry, VP of Barry Aviation

for

supplying

us

with

this photo. A DC 3 just like this was used

for

the tests

by North Central of strobe lights on aircraft.

duced the DC-1 0, they

installed strobes that were

operated

in

a particular sequence. A

you

watched one cruise across the sky, the

strobes winked flash - flash - pause

- flash . This made

it

very easy

to

iden

tify a plane

as

a DC-I O Now one seldom

sees a DC-IO domestically, but some

of

the

other aircraft have adopted that par

ticular pattern.

Flashing strobes can be seen all over

the sky when you step outside at night.

They

are

tributes

to

a forward thinking pi

lot who was a camera buff, and to an

airline

that was

willing

to take

a ch

ance.

If

you happen to see an old Convair

580 parked at an airport. Look

cl

ose

ly,

be

cause if it h

as

wingtip strobes,

it

probably

be

longed

to

North Central.

mSTORICAL NOTES

-Bill

Adk

ins went

on to

complete a

ca

reer as

a Capta

in for

Northwest, retiring

at

age 60

. Not

happ

y

wit

h retirement,

he

sl id

back

to th

e engi neer position for twelve

the Mallard duck was chosen

as

Wiscon

sin Central s symbol, North Central

became the airline with the Blue Duck

on the tail. The

duck,

who we

called "Her

man

,

was

usually mis-referred

to

by

the

public

as

a blue goose,

so

most everyone

else called us

the

Blue goose Airline.

Herman the blue duck even survived

after North Central bought out Southern

Airways and Hughes AirWest, forming

the

newly merged Republic Airlines .

However, sometime later, during the

change to a new paint scheme for the

Boeing 757, the duck was

dropped

from

the tail and dispatched

to the

land of lost

logos. Now that Republic has merged

into Northwest, Herman, North Central's

blue duck,

is

unfortunately, more

ofa

dead duck.

So

now, neither Wisconsin Central,

Nort h Centra l, Republic nor the Blue

Duck ex

ists. But , there are those of us

who

wi ll always remember when there was a

strong and forward thinking little airline


12/36

Our Mystery Airplane

for February

is

fairly

well known, ut surpris-

ingly weve never fea-

tured it in the column.

Have at it, and be sure

to have your answer in

to the Vintage Airplane

office no later than February

j r s t

l i l J ~

March

25

1999.

November Mystery Plane

Still Mystery

by H G Frautschy

Not

surpri s ingly, the November

Mystery

Plan

e remains ju st that , a

one-of-a-kind

l

ghtplane that is lost

in the dusty le drawers of aviation

history.

No one dar

ed

send

in a re

sponse . There s a rotary engine

installed, and you can

just

see what

appears to be an engine

contro

l in

th

e

ca bin

as

yo

u

look through

th e

pyralin windows.

Th

ere is a passing resemblance to

the s

maller Alco

Sportplane

fea

tured in the 1930 Flying and Glider

manual

,

but only wit

h

extens

i

ve

changes could

it

even

be

re

lated to

the

Alco.

Like man

y

of it

s

pre-CAA contempo

rarie

s, it

s most lik

e ly a

homebuilt project built up with

war

surplus parts, and was not

destined for production.


13/36

I

fabric from the top

of

the right wing.

She straightened it out and flew level

on an ESE

direction

toward Glen

view. She got it across Lake Avenue,

the E- W road south

of

the airport and

across

the

Milwaukee

Railroad

tracks. At that point

she

lost it; it

went from lev

el

flight

to a

straight

nose-dive into the ground.

This Air Race was in conjunction

with the

Chicago World's Fair

o

1933, held at Curtiss Reynolds Field.

During WW II, it became NAS Glen

view. I

went by

there before

AirVenture

98,

and they are pulling

out all the runways, now that the air

port

is

closed.

This airport holds fond memories

for me, as it was here I had my first

airplane ride. It was in a Ford Tri

Motor, the fee being a penny a pound

Whenever we could,

my friend Bill

Crawford and

I would play

hooky

and ride our

bikes

to

Curtiss

Reynolds. Bill became a meteorolo

gist,

they taught

him to fl y ,

and

he

para-dropped equipment along

the

"Hump route. The engineers built

Keystone K-78 Patrician

the airstrips, he set up the W/X sta

tions,

and

kept them

going

until the

war ended.

On these visits, we would watch

Gray

Goose

Airline

Fords

co me

and go. That's when I decided I was

going to darn well be an airline pilot

While working at the Air Race I met

such pilots

as Major

Ernst

Udet. I

took his picture for one

of

the writers.

Hi

s

specialty

was a

handkerchief

pickup with the wingtip ofhis plane.

Another was Roscoe Turner. A t a

later

date

after

Gene Tritt

and

I

founded

the United

Pilot's

Speakers

Panel, I worked a convention with

Roscoe down

in

French Lick, Indiana.

Well, there were many more. I'll

never forget the squadrons

Race Program my employee badge

and red identification

card for the

Race

to the EAA Boeing Library.

know D enn is

Parks

has it stashed

away not 50 feet from

your

desk.

There are many more stories lurk

ing in the back

of

the old noggin, and

it is fun reminiscing with others from

the same era, but as

for

a stand alone

article, there is not much o fgeneral

interest.

Enjoy your magazine, H. G.

Sincerely,

Don Toppen

(EAA 109869, VAA 7836)

Sun City West, AZ

ofP-6s and P-12s the Army

J

ee Bee

I

Air

Force

had

on site. The

fellows flew them around

the pylons too.

In

those

days, everything was a race

horse start. Impressive

A

number

o

years

ago ,

as we movedfrom

Illinois

to Wisconsin I gave the


14/36

ON THE OVER

uscom e

sT8F

Plenty

of

lass

to

Watch

the

World

oDy

I

f you were a salesman who repre

sented a company that made

aluminum

and

plastic polishes,

then you'd want to know Brice Newberry

(EAA 587092, V AA 29373)

of

Kingfisher, OK.

Brice and his wife Vicki "have a thing" for the

Luscombe line

of

airplanes, and in particular, he

really loves the T-8, Luscombe's utility airplane

that came about during Luscombe ' s bid to pro

Briscoe. He indicated he was ready for a special

airplane restoration project, one that was "differ

ent. " He ' d owned a variety of airplanes in the

past, inc luding Cessnas, Stearmans, Citabrias

and a Bellanca Viking, but he wanted some

thing special. Brice knew what Randy needed -

a Luscombe

Randy and his wife Jamie started to research

Luscombes, after he and Brice decided to look

for a T-8F. Compiling a list

of

all the owners, let

ters were

sent out inquiring if anyone

was

interested in selling their airplanes Some never


15/36


16/36

unusual lines of the Luscombe T SF came

about

when Luscombe was vying

for

a military

liaison plane contract. They didn t win, but the airplane was certified by the CAA and has

developed quite a following

for

the 30

remaining out of

lOS

built.

it

for the summer. When annual inspec

tion time came up , they decided to install

an

electrical system

in the

airplane.

Well, one thing led to another, and you

all know what that can lead to

. .

.

The Luscombe

T -SF

started out

purely as the speculative answer to an

Air Force question. Looking for a new

light liaison airplane for the Army to use

in the post-war era, the Air Force (who

was doing the evaluation for the Army)

made

it

clear

they wanted an

off-the

shelf airplane

that

would meet their

specifications.

In

order to keep the cost

to the military down, the airplanes had to

be CAA Type Certificated . For Lus

combe, the basic

8F

airframe contributed

about

90

percent of the the parts for the

new model , but there was one important

difference in the specification that re

quired

Luscombe s

engineers to spend

some drafting table time. The Air Force

wanted an airplane with tandem seating,

and Luscombe didn't make any airplanes

with that seating arrangement. In order

to

make that work, when they moved the

passenger aft, they got an added bonus.

The plastic bubble added to the top half

of

the aft cockpit gave the observer in

the back spectacular views. Now, it did

nothing for the

airplane s

lines, and in

fact the revised fuselage shape required

the addition of a dorsal fin to the verti

cal tail to give some added stability. But

the added side windows in the

doors

and to the left and right

of

the aft seat

gave the T SF superb visibility. The late

Max Karant wrote about the view out

the T-SF:

Maneuverability n the air is quite

satisfactory, and somewhat startling i

you happen to look around through the

various windows. A steep turn, for in-

stance, looks a lot more dramatic in

the airplane;

you

can look

back

and

see the world cocked at an angle, and

nearly all of the Observer's tail unit

is

visible. And even in level

flight

it s

somewhat startling

to

look down ; the

whole ofboth sides of the airplane are

window, enabling pilot and passenger

to see clear under the plane.

" (From

Flying, September, 1945.)

For ventilation, the upper door win

dows open, as do the aft side windows.

With all that overhead

clear

plexi

glasss,

on a

warm

summer day

you

might need all the windows open, and

don t forget the sunscreen and a hat

The first

of

the military Luscombes

was the T -8E, which was powered, per

the Air Force spec., by the Continental

C-S5 engine. After tests at Fort Bragg,

SC, during which the Luscombe, Tay

lorcraft and

Aeronca

airplanes were

tested and found satisfactory, the con

tract was awarded based on the bid

price.

Aeronca

won with

a

bid of

$1,649 per airplane for the 439 7BCs it

was to deliver.

After being shipped home to Dallas,

Luscombe continued work to have the

T -SE certificated.

It

was hoped the mil

itary would be interested in the airplane

during a later

off-the-shelf

buy. As


17/36

the program progressed, it was decided

to

equip

the

airplane with the C-90

Continental, a

decision

made

easier

with the concurrent certification

of

the

Luscombe

8F

. In fact, the T-8F and

8F

were certified on the same day by the

CAA, and T-8Fs were soon being de

livered to customers. The first model

available,

the

Observer,

was

issued

with two levels

of

equipment. The Spe

cial and Deluxe. The Special lacked the

electrical system, landing lights and

starter the Deluxe was given. Plans

were also being made to put the T-8F

in

another market - crop dusting.

The

T-8F

duster

was dubbed the

Crop Master.

Installed

in the

wings

were a pair

of

30 gallon spray tanks ,

and mounted on the struts and fuselage

was a spray rig built by the Indepen

dent Cropdusters company

of

Campell,

CA. By midwinter

of

1948-49, the de

sign was ready, and

approved

in the

Standard and Restricted categories by

the CAA in February. Also included in

the Crop Master

T

-8F was the new

Luscombe wing flap design which had

just been given production approval by

theCAA.

1949

was

not going to be a great

year for the Luscombe company, and

the production life

of

the T -8F sprayer

was short lived - from March until June

of

that year. Only 5

of

the Crop Mas

ter sprayers were built and delivered

before

Luscombe Aircraft

Co. was

forced into bankruptcy.

The T-8F about to be annualed by

Brice and Randy was originally built in

Brice Newberry and his friend, Randy Brisco have to squint just a

bit

because of their polish

job on the

T SF.

the second batch of airplanes , com

pleted

April 30, 1949 .

n

May

, C.L.

Butler and

Sons

of

Pine

Bluff

,

WY

bought the Crop Master for use on their

ranch, and continued

to

own and fly it

until 1991

when

it was

sold

to Mr.

Mulvey. Their only changes

to

the air

plane were the installation of

a

Lycoming 0-320 of

150

hp

, and the

mounting of a pair of

850x6

tires to

handle their ranch strip.

When

October

arrived and the an

nual was due , the

work

was begun .

Vicki Newberry describes the next part

ofNC2202B s

history:

We ordered the parts we needed to

install the electrical system and this

is

where things sort

of

got carried away.

33

square feet

of

plexiglass surround the pilot and observer in the T SF . Both

the

upper side

windows on the doors and

the

windows just below the aft bubble can be opened in flight

We decided

to

remove the wings to

do

the inspection for inner granular cor

rosion

and we dju

st

take

the spray

tanks out then. We were very pleased

at the condition the wings were in

and

decided to incorporate the wing tanks

and the

spray tanks to give us a bit

more fuel

range

. We

thought now

would

be the

time

to install landing

lights and why not

just

go ahead and

install strobes

too.

We

installed the

starter, prop extension, alternator and

to maintain the

original Luscombe

cowling look we lengthened the rear

of

the cowl (upper and lower) approx

imately six inches.

Brice fabricated the new cowling

doors to allow clearance

for

the spark

plugs and valve covers, this

is

the only

skin that is not original from the fac-

tory .

He also installed

a

new prop

spinner, he fabricated the battery box,

baggage compartment

and

installed

them.

h

e tail was

removed and

the


18/36

space anything we needed. "

Like

the

potato chip commercial

where nobody can

eat

just one, the

Newberrys now have five T-8F's located

at their private airstrip, White Airport.

Two are currently flying (NC2123B and

2202B) and the others are undergoing

restoration, one

of

them (N 1589B) by

Willy Luber, manager of the Kingfisher

airport. N220 I B is

being restored

for

Randy Briscoe, Brice 's friend and King

fisher businessman. The engine will be a

Lycoming 0290-02 (135

hp), a

full

compliment ofVFR instruments and a

red and silver color scheme. Randy and

Brice'

s eyes

just

sparkled

when they

were talking about the new restoration,

and you could tell it will be something

special. We look forward to seeing it.

The other project s N 1583B. All of the

airplanes have the horizontal tail fitting

replaced

with the

new

PMA'd

fitting

Here's

the

entire brood, all five

of

the T-

8F's

now at

Brice's airstrip, White

airport

.

manufactured

by the Don

Luscombe

Each

will have the latest mods available for the Luscombe, including the

DLAHF

Aviation History Foundation (DLAHF).

PMA'd horizontal tail fitting, and the BAS tail pull handle mounted on the aft fuse

They also have the BAS tail pull handle

lage. The second aircraft on the right, in the dark green color scheme, was restored in

installed ,

used

to move the airplane

recent years by the Don Luscombe Aviation History Foundation, long after it had

been damaged back in 1961.

around on the ground, instead

of

pushing

and pulling on the tail surfaces.

Brice is plenty busy in his life as a

until they looked like new. the Classic Division Award at the EAA

cropduster,

and he

also enjoys ropin'

"The interior was painted with Air Fly-in in

Eldorado

, Kansas. (By the

and

making

horse saddles ,

but

Vicki

Tech 's Nevada Silver and we decided

to

way,

th

ey are a great group

of

people,

says the top

of

his recreation list has the

try to design some type of interior, we th ey helped us get a motel room and

heading Luscombe . With the way

chose

salt

and p epp er, red and

black

were

friendly

and extra eager to help

N2202B looks, what will he and Randy

carpet

and

th e s

ide pan

el

ar

e

red

with transportation , finding hangar

have for us to see

n

the future?

tuck/roll inserts with silver.

New glass was

installed.

This particular example is powered by a Lycoming 0-320

of

150 hp. The high count ry" stance

of

this T-8 F s

We received a on e timefield emphasized by the 850x6 tires.

approval from the FAA.

"This "

annual

took in

exce ss

o f

1300 hours

o

Brice 's time, he worked in

excess

of

12 hour

da

ys and

many se ven da

ys

a week.

Willy Luber of

Okarch

e,

Oklahoma

sp ent many


19/36

Buck Hilbert's

1938

Fleet Model lO on Pontoons

U

nusual

airplanes

de

mand

unusual

people.

E. E. "Buck

Hilbert

(EAA 21, IC 5) of

Union, IL, is one of

Model 2, the Model 7, the Model 8,

and the Model 9, which were

pow

ered with Kinner engines of 100 to

125 hp. By the time the

mid

thirties

came along, Fleet Aircraft was busy

export numbers run from 263 to 411,

all exported as military aircraft.

The F leet served in the

Nicaraguan military from 1939 until

1955, when it was surplused to the


20/36

hinge pins would

not

go in

t

was

maddening, to say the least.

Enter one Buck

Hilbert. The time

was 1989 and Danny was at his wits

end. Buck figured there must be a way

to mount the ailerons, so he bought the

Fleet and hauled it to his home in Illi

nois. The fun began.

With no previous certification, the

entire Fleet biplane had to be closely


21/36

needed help before it once again ran

well. By now the concept of a gen

uine biplane on floats was starting to

haunt Buck, so he began looking. The

idea

just

wouldn ' t go away One day

in Trade-A-Plane, he spotted a set

of

Edo 1835 floats for sale complete

with Fleet rigging The owner turned

out to be

Sandy Brown

the

present

newsletter editor

of

the International

Fleet Club based

n

Marlborough, CT.


22/36

RPM

,

the big metal propeller really

gets with the program on takeoff. The

Fleet gets off the water very nicely and

climbs out

smartly

.

Normal cruise

is

75 to 80 mph on floats, which is about

5 mph slower than wheels.

The Fleet was flown to the Otsego

Lake Seaplane Fly-In in Michigan in

early

June

where it

drew

rave

notices

among

the crowd.

From

there, it was

flown up to Sault Ste. Marie, Ontario,

Canada for the

Canadian

Bushplane

Heritage gathering. Again, the

pretty

blue and

yellow

Fleet was the hit of

the show.

After resting

in

Canada for

a few

weeks, the Fleet was flown to Oshkosh

for

the big seaplane fly-in where our

front

of

the crowd.

During the Convention, Buck esti

mates nearly 100 rides were given (this

author was

one

of

the

lu

cky

ones)

in

some 25 hours of float flying. The

sixty-year-old Fleet never missed a beat

and

the folks were

extremely

happy

with the

performance. Even Sue

Sanders of the Seaplane Pilots Associa

tion

(SPA) enjoyed her

ride so

much

that she wrote an article in the SPA

magazine

about her beautiful ride in

Buck Hilbert's Waco

on

floats .

(Can't

win 'em all.)

Since

the summer has passed, the

floats

have

been

removed form

the

Fleet and Buck has been busy doing a

few updates and improvements. He re

cently installed

a

brand new exhaust

system made of highly polished type

321 stainless steel that is a remarkable

piece of work.

In

addition,

he is

presently

busy building a set of new

windshie ld s for the

pretty biplane.

One thing about Buck Hilbert, he never

quits, he just keeps making things bet

ter. Special congratulations to Buck &

Dorothy Hilbert

for making

our

sea

plane fly-in so much

more

interesting.

Yah

done good "

A happy twosome, the author and

Buck

return

to

th Vette/Blust Seaplane Base after a dandy


23/36

o o

e v

e w

Whats

in a name? Would

it

have held

up

to the test

o im if h

headlines

o ay 22 1927 had read CHARLES

MANSON LANDS IN

PARIS?

That was the family name until Ola Mannson

arrived

in

Minnesota in 859

with

Charles

A

indberghsfather then an infant.

omments on A

Scott Berg s

LINDBERGH

O

a, a former member of the Swedish parlia

ment,

had become entang

led in scandal.

He was accused of embezzlement and was

supporting a mistress on the side who bore

him a son, later to be Congressman

C

A. Lindbergh,

Sr. Mannson, or Manson as CAL, Jr. spe lled it, had

been stripped

of

his civil rights and might we ll have

landed in jail had he not fled Sweden . He made

changing the fami ly name the first order of business

upon settling

in

the New World. The L indberg sur

name was rare in Sweden, but spelled with an h it

was all but unknown.

Scott Berg spent nine years writing LIND

BERGH, the latest biography of one ofthis century's

most controversia l figures. t is also the only autho

mother explained, a very dangerous affair. In the con

text of Berg's account this happened circa 1907, but

there was no flying in the area until September 191 1

when Tom Mc Goey performed under contract to the

loca l farmers co-op in a homebuilt Curtiss type

pusher. Lindbergh was then nine.

In June 1912, whi le

domiciled

in

Washington

,

DC where the elder Lindbergh was serving a term

in

Congress, CAL

had an opportunity to see the

Army's

fledgling air fo rce in action at

Fort

Myer

,

Virginia. The outing had been arranged for by his

parents .

CAL's

recollection of the occasion was

highlighted by a race between one of the aviators

and an automob

il

e

On the who le, Berg seems to have a good grasp


24/36

Charles Lindbergh seldom posed

or

testimonials This was an exception

All of this does not really weigh too

heavily against Berg's prose and pur

pose- namely, to reveal the Lindbergh

the American public has long sought to

understand . He has undoubtedly come

as close to the definitive treatment as

anyone ever

will,

which

includes the

Lindberghs themselves. CAL's grand

children will probably find this book as

absorbing as this reviewer, all 600-odd

pages of it, for the Lone Eagle was

as much a mystery to his own children

WING

is

also highly recommended.

Members of the Jewish faith have

long held that Lindbergh was an anti

Semite. Berg, who

is

Jewish himself,

explores the reasons for this and con

cludes that he was not. Lindbergh, in

his America First speeches, struck out

at

Jewish influence

which

he

per

ceived to be among the

elements

committed

to

engaging

the U. S. in a

war with Germany. Such a war he be

lieved would

result

in the destruction

ready been labeled a Nazi by such syn

dicated smut-peddlers

as

Walter

Winchell.

It's interesting to note that the Amer

ican

Air Attache

in Berlin

wanted

Lindbergh to meet with Hitler. That

meeting never came about, although he

did meet twice with Goering and once

with Rudolf Hess,

Hitler's

deputy

.

Hess, an enthusiastic airman since 1918,

was a great admirer of Lindbergh. He,

too, had dreamed of undertaking a long


25/36

eigner had seen, such as the

Ju 88.

He also

got to

fly

a

number of new aircraft, such

as the Me 109

and

Fieseler

Storch.

Berg, in recounting Lind

bergh s

association with

Messerschmitt, declares that

the

latter never recovered

emotionally or financially

from WW-

TI

This implies a

degree of impoverishment

which is misleading, to say

the least. Messerschmitt was

not long in getting back to

manufacturing aircraft, first

in

Spain and

later in

Ger

many. Messerschmitt

&

Co.

helped build

the F-104 for

the

new

Luftwaffe

and

the

designer lived to provide Air

bus recommendations.

Berg

only

devotes

a few

pages to CAL s test-flying,

which is worth a book in it- Tom Mc Goey in his homemade Curtiss type pusher. He over flew the Lindbergh home in Little Falls in

self. With Chance Vought, 1911 finished

the

season and quit

the

flying game.

for example, he had much to

do with service testing the

F4U Corsair. He made several demon

Corsair,

which

had the

new

bubble Lindbergh, at the relatively old age

stration tours as well, familiarizing the

canopy instead

of

the "jailhouse" hatch.

of

42, would be called upon to demon

Navy and Marines with new develop

Lindbergh was glad

to

oblige. The 22- strate his skills as a fighter pilot, albeit

ments .

Berg makes

no

mention

of

a year-old lieutenant was John Glenn, an unofficially and unavoidably. He was

shavetaillieutenant at El Centro who

icon in the making . They were both detailed as a civilian to the South Pa

brashly asked CAL

if

he could try his

destined for combat n the Pacific. cif ic as a tech rep and observer, first

CAL and AML on arrival at Prague, 2 September 1938 . The worried look no

doubt

reflects their feelings tow rd

the

mob approaching. A

moment later he gunned

the

engine and taxied

to the

far side while police contained

the

crowd.


26/36

with

USMA Co rsair units, later with

the AAF in P-38s. His mission was to

observe from

the

periphery, mostly,

avoidi ng actual

combat

with

enemy

aircraft,

which by them were seldom

seen. Altogether he flew 50 missions,

logging nearly

200

hours time in four

and a half months.

Berg gets carried

away

in implying

that CAL was prepared

to

meet his

maker

and commended

hi s

sou

l to

God when a Zero

jumped

him

on

1

August 1944. That quotation could

hardly have been Lindbergh's. t was a

momentary

encounter

and stressfu l to

be sure, but the Zero broke

off

the at

tack

before

the

pilot could bring

effective fire to bear on CAL's P-38.

Only

once did CAL himself fire on

an enemy aircraft. That engagement

lasted but a few seconds and involved a

single, head-on pass between his P-38

and a Mitsubishi Ki-51 attack

aircraft

code named Sonia. The Japanese pi

lot,

outgunned

and

outnumbered, had

who rolled over and dived into the sea.

Berg claims Lindbergh prayed for the

pilot' s soul for many years thereafter.

President Roosevelt, who never for

gave CAL for challenging the wisdom

of

his sending the Army out to fly the mail

and for his

antiwar activism

in 1941,

barred him from military service. The

ban was enforced even after FDR's

death. Berg credits Gen. Bob ( GOD IS

MY COPILOT ) Scott with Lindbergh's

reinstement as

an

Air Force officer.

Scott, then a colonel

running the

Air

Force's Office

of

Information Services,

told his boss, Harold Talbott, that mak

ing CAL a general would be a shrewd

move. President Eisenhower apparently

concurred. Lindbergh was placed on the

active reserve list as a brigadier general

in

April 1954.

Lindbergh felt that the U. S. was on

a

collision course with the Soviet

Union, says Berg

.

He

got involved

with bolstering the defense posture,

most notably as a SAC advisor, and be

pearances disconcerting. CAL, with his

many

eccentricities, was a strict disci

plinarian and his frequent absences

were both painful on the one hand and

welcome respites on the other.

Reeve Lindbergh, who inherited her

parent

s'

artistic talent, reveals in

UN

DER A WING what it was like to be

offspring of

the

Lone Eagle.

With

the exception of

Jon who

earned

his

Private Pilot's License before taking up

a career as a deep-sea diver, none of

them really

took

to

flying.

That was

fine with Lindbergh who never lost his

love

of

the

art.

For him

all

that mat

tered was doing something challenging

and

worthwhile

,

and doing

it well.

- 101m Underwood.

Editor's Note: I can't help but add my

two

cents

worth to

John's

comments.

First off, you're contemplatingreading

this book, you should know that it is not

an

aviation book

in the

sense

that

many of us might have expected. Berg is

not an aviator, and it shows in his writ-

The fact is that Lindbergh was a patriotic American nd would-be peacemaker, albeit

somewhat narve in his conceptions. Although he felt compelled to leave the U S for

a period

of

time

for

his family s sake, he never

t

any point considered

for

a moment

giving up his citizenship. Indeed, he became a key element in keeping the War De

partment abreast ofwhat was happening in European aviation.

made

monkeys

out of

the attacking

Americans, but he was smoking from a

hit and survival

depended

on

shaking

off

several P-38s. In a bid to escape, he

banked sharply

in

CAL's direction and

held a collision course.

The Japanese were now facing an op

ponent on more equal terms. They were

closing at something like 600 mph, one

gan

flying

the

latest jets.

He also

designed and built his own bomb shel

ter

and

directed his family to head for

the

Maine woods

in the

event

of

a nu

clear attack.

It

was widely supposed that the Lind

berghs

were well matched in

their

marriage. Not so according to Berg. Anne

Morrow Lindbergh, who loved her hus

in

g. That's not necessarily a negative,

since his perspective on Lindbergh is not

tainted by the myths that have built

around the Lindbergh story among avia

tion history buffs. But it does mean that

aviation

is

not the main focus

o

this

book. It is a biography ofLindbergh the

man, not just his aviator persona. It paints


27/36

PASS

IT TO

BUCK

by E.E. Buck Hilbert

EAA

#21

VAA #5

P.O.

Box

424

Union,

IL

60180

Odds

and

ends

and

a

new

way

to hone

cylinders

...

CH PTER NEWSLETTERS

Builder's

tips often turn up infor-

mation that is applicable to all

of

our

airplanes, not just homebuilders. The

Technical

Counselor

staff,

in

my

book

,

comes

off

as

one

of

the best

sources for practical maintenance.

Their exposure to a myriad of

prob-

lems and their solutions provides

experience that benefits all of us.

Every

chapter newsletter

I'm privi-

leged

to receive contains useful

information.

Chapters maintain li-

braries, tool inventories, listings for

part sources, and, best of all, cama-

raderie. Where else can you talk

airplanes but with the guys and girls

who want the same things you

do?

The "Been there, done that" passed on

Gary

Hunter (llpushy

Galore engineer

is

possibly one of the

best

efficiency

experts

I have

ever met

...he

comes up

with

solutions

to

common

problems

...he typifies

started.

We've all read or

seen or

even experienced spinner cracks, and

sometimes even shed one in flight."

Gary says "truing" the spinner is a

simple and easy thing to do. Balanc-

ing isn ' t the issue; that comes later.

Basically , you start by making

sure

your bulkheads

are true.

They

are the basis you hang the spinner on

and they'd better be true to start with.

That assured you get on with it

You're going to be rotating

the

prop whi le you're doing this, so pull

the spark plugs to make rotation easier.

"Position the airplane so it can't in-

advertently move and position a stable

reference

ju

st under the tip

of

the

spinner (a stepladder, chair, tool box,

anything that will remain stable).


28/36

alignment hole will suffice

in

the front

bulkhead. Now,

whenever

you rein

sta ll the spinner, insert pins into these

alignment holes before tightening the

sc r

ews.

Your s

pinner

will be auto

matically'trued'

."

Gary's last co mment, " Wh enever

you

remove

the prop /s pinner, mark

eve rything so it a ll goes back

to

ge

ther

in th e

sa

me

relation

ship to

each other."

See what T mea n

about thi

s guy?

H

e's kept

Bru ce Bohannon and

Pushy Galore

" in the

record

books

for years. Next time you visit the Air

Adventure Museum up in Oshkosh,

take a look at "Push

y

and give credit

where credit is due.

Dear Buck,

Here is a story that yo ur rea ders

might find interestin

g.

However, I will

not mention

any

names for

obvious

reasons, and I would like as well to re

ma in anonymous, as if my name

appears, anybody who knows me could

id entify the operator involved.

INVENTOR DEVELOPS NEW

W Y TO HONE CYLINDERS

(wi

thout removing them from the engine).

A

friend

of

mine operat

es

a

fine

antique aeroplane with a Continental

W-670. He is very meticulou s about

the maintena nce,

changes

oil

every

25 hours or less, and cleans the plugs

at that time. He spends most of

his

spare time polishing a nd waxing, and

touching up the finish

when

needed .

He ne ver allows a fingerprint to re

main

on the

big shiny HSGA prop

ove rnight. Now this is not a museum

piece or

sho w plane; it is a

work

horse, flying a

lmo

st da il y

on

sightseeing rides and photo work.

an engine

do es when the rings are

properly sealed. He got out and

turned the prop by hand; it wa s drag

ging. Upon removing the spark plugs,

he

found evidence of glass bead

s on

th

e

inside

s

of

th

em .

Some

of

th

e

g la ss beads had gotten into th e air

maze" filter and had been sucked into

the engine.

So it is now due for a major

over

haul. I told him to look at the

bright

side. New rings can be fitted without

having to deglaze the cylinders. The

inventor

of

thi s system does not wish

to be given credit for it.

Be s t

regard

s, and

have

a

happy

holiday.

Your anonymous friend.

Ou

ch

Over To

You

, whoever you

are

:Bck. "

Dear Buck,

In the

December

VTNT

AGE AIR

PLANE there

was

a comment

on

R

stick, L throttle, vs. L stick, R throttle

and you suggested input. Here is my

two quarts worth .

Having flown since 1946,

and being

a flying

buddy

of

S keeter" Carlson

since

1965 ,

I've be

en exposed to

quite a variety

of

flying ma

chinery. In my first logbook,

totaling some 220 hours, I

had

flown

46 different air

planes and 23 different kinds.

Over the years I have flown

Aeronca

Champ, Chief,

Se

dan

,

Piper J-3, J-4, J-5;

and most

of

the PAs; Ryan C

I, PT-22, Navion, Luscombe,

Fairchild 24, PT-19, PT-23 ,

day , and I feel that it makes very little

difference

as long as

I'm

in

the

left

seat; that is, until I got into Skeeter' s

Thomas Morse

Scout

with the LeR

hone rotary; then

I

don

t care who

yo u are or

where

you sit,

you're

still

one hand short

Anyw ay,

we

were

all

Johnny

come

l

ate

ly

when

we first

started

,

and all I can say is never tum down an

opportunity to fl y something differ

ent. Try it,

you'll

like it I remember

getting to fly

an

1124 " Westwind

from

Burbank,

California to Santa

Barbara for lunch.

J

was

half

finish ed

with m y sa ndwich before I finally

caught up with the airplane So much

for that. Over to you.

Gene Soper

EAA 27385, AC 360

Thanks for the note,

Gene H

ow

about the rest

of

you?

Hey

,

Dorothy

and I will be trave l

ing all over the southwest this month,

so

if

you don't get a reply back from a

phone

me ssage

or

note , you'll know

we're still out having fun Talk to you

when we get back

Over to you,

ant to

keep your spinner running true? Read

what

Gary

Hunter does (Kent and Sandy Blankenburg's Spartan

Executive.)


29/36

Wayne Milburn .... ...................... ........

...

...

..

...

..

Toowoomba, QLD

, Australia

Patrick P Cloudier .. ... ..... .... .... ... .... ....

...

..

....

.

..

.

..

....

..

...

Pincourt,

PQ

, Canada

Grumier

Willy

.. .... ..Chatillon, France

Nowell W

Iz

ard ....

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

...... .... ... .... ...Masterton,

New

Zealand

Charles A Birdsall...

..

.... .... ..Apo, AE

Klaus

E. Marx .. ....... ....

...

.Juneau,

AK

Richard Binderim.......Enterprise, AL

Larry

K.

Tillery.

...

.......Trussville,

AL

Gary Moseley ... .. .. .... ....Chandler, AZ

T W Aron

s

on ...

.

....

..

..

Rosamond,

CA

Raymond

J. Barak .... .... .... .... ..... ... .. ....

...........

...

..

.. ...

.Huntington Beach,

CA

Keith

Charles Carnahan .... ... ..... ..... .. ..

..

.... ... ...

..

...

....... .

....

....Costa

Me

sa,

CA

Tom

Lambrick .

....

...

Morgan Hill,

CA

Douglas L.

Maxwell ..

..Riverside, CA

Dr. R. Richmond ..

San

Francis

co

, CA

. .... ..... .. ... ..... .Jacksonville Beach, FL

Joshua Knerr..

... ...

..... ......Sanford,

FL

E. P RosenthaI... ... ... ... ......Miami,

FL

C.

Mitchell Smith

..

....

...Lakeland,

FL

Gary L. Johnson ... ....Bainbridge, GA

John Stiles ........ ....... Stockbridge,

GA

Keith Beem ................ ........ .Ipan,

GU

Eugene Honigford............

..

.......... .

.. ..

.

.....

...

.... .. .

..

...... .. ..Machesney Park,

IL

Mike Linden ..... ....... .. .. ..Rockford, IL

Barry

L. Schroeder

....B1oomington,

IN

Harry Bartel ......... ......

EI

Dorado, KS

Bobbie Bradford .............Topeka,

KS

Jamie Smith .... .... ..... .. ...Shawnee,

KS

Nathan

T

Rider .. ............Groton,

MA

Alexander

J

Van Wert...... ...... ....... .....

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

..

.........

...

.....

....

Marlboro,

MA

Rod Teel

.......

.. ..

....

Silver Spring,

MD

James C. Walker ..... ...Baltimore, MD

David Stainton .

...

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

George F Johnson .. .. .Wolfeboro, NH

Angelo A. Carnevale .

...

Hopewell,

NJ

Bill

K

Laskar .. .. ...Albuquerque,

NM

Jim Catalano .

..

..

...

...

...

..Cornwall,

NY

Joseph DiStefano..... ...Fort Plain,

NY

Hugh

Weiding

er.. ..... Great Neck, NY

Benjamin Gleason .... ..Vermilion,

OH

Gail

R. Bailey ....... ....... ... ...Tulsa , OK

Reymold

Watt

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

West

Lynn, OR

Marc S. Ludtke ...... ...... ..Franklin, PA

Alan

L.

Moyer.......... .... ..Perkasie, PA

Elford S. Wyatt ..... ....West

Union,

SC

Derek Amos ..

..

.. .Harker Heights,

TX

Charles

M.

Baynard..... ..... Dallas,

TX

Thomas

E.

Eanes

..

...... .Granbur

y, TX

Michael Halle ... .............Humble, TX

Robert Heath ...... ...

.... ...

.

...

Au

stin,

TX

W W

Hill .....

..

..... ........ ..Houston,

TX

Justin Layton ...... .......... .Houston, TX

Eldon

W

Moore ..... ....

Texa

s Cit

y, TX


30/36

J MNEWM N

r-

Fly

In

Calendar

The following list

of

c

oming events

isfurnished

to our

readers as a

mail

er

of information only

and

does

not constitut

e

approval,

sponsorship,

involvement, contro

l

or direction

of

any

event (fly-in

,

seminars,

fly

mark

et,

etc.)

list

ed. Please

send

th

e information to

EAA , All:

Go lda

Cox,

Po. Box

3086,

Oshkosh ,

WI 54903-3086. Information should

be receivedfour mo

nth

s prior

to

the

event dat e

FEBRUARY

13-14

- MINNEAPOLIS, MN

Minnesota Sport Aviation

Conf

erence

.

Min

neapolis Convention Center. Info:

Wa

y ne

Petersen .

1- 80

01

657-3922 or

web sit e at

www.flightexpo.com

FE

BR

UA

RY

20

-

HU

N

TSVILLE

, AL

- EAA

Chapter 190 Fly-

In

Breakfast at Moontown

Airport. 256

1852

-9781.

FEBRUARY 24-25 - ROMEOVILLE

,

ILLI

NOIS 25th annual Aviation

Ma intenance/Exhibit Seminar at Lewis Uni

versity. Contact: Don Cramer, 217/7 85

5798, or Mike Streit. 8 151836-5431.

FEBRUARY 25-27

-

BUTTE, MT -

Montana

Aviation Conference. Ramada Copper King

Inn

. Workshop

s,

seminars. nationally recog

ni

ze

d

sp

e

ak ers. trade

show. Info:

MT

Ae

ronauti

cs Div.. Box 5 178. li e lna,

MT

50694, 4061444-2506.

FEBRUARY 27

-

SP R

I

NG F

I

ELD,

ILLI

N

OIS

- lliinois

State

Safety Seminar at

lliinois State

Fa

irgrounds. Springfield. flli

l1Ois.

Contact: Lee Creviel; 815/939-0976.

FEBRUARY

27-28 - RIVERSID

E, CALIFOR

N IA

-

EAA C

hapt

er I Open

House

at

Flabob Airport. Contact: 909/689-9213.

MARCH 5- 7 -

CASA

GRANDE

,AZ -

41st An

nual

Ca c

tus

Fl

y-

In.

sponsored by the

Arizona Antique Aircraft Association. Info:

www.americanpilot.

orgkactus

or call Jon

Engle at 602/89 1-6012. days

on

ly.

MARC

H

6 - WISCONS

IN RA

PIDS, WIS

MAY

7

-9

-

PlNEHURSTI

SOUTHERN

PINES,

NC -

Moore

Co

unty Ai/port (SOP).

EAA Chap ter

3 Spring

Fly-ln. Trop

hi

es.

EAA

fellowsh

ip. Friday golf tournament.

Sat. banquetlguest speakel; Sunday

pok

er

run, YE. jlights. vintage aviationjilms,

HQ:

Holiday

Inn

, Southern Pines. 9

10

1692-3212.

Info :

9101947-6896

,

1853

(Fax) or

the

we

b:

WWW.southern-av iator. comlac3/

MAY

16

- RO MEOVILLE, IL -

Le

wis

Romeoville airport (LOT).

EAA

Chapter

15

Fl

y-

In breakfast.

7 a.m.-Noon. Contact:

Frank Goebel, 8 151436-6153.

J UNE

26-27 -

WALWORTH, WI- Bigfoot Field

(WI05). Pancake

br

e

akfast

/brunch. Aero

batic demo at 10 a.m. , Stearman rid

es

and

di s

plays

of

vintage aircraji.

wa

rbirds

and

experimental

s. 7

a.m.

-l

p.m.

In f

o:

John An

derso

n.

4141248-8

748

.

J U

LY 5-8 - DENV E

R, CO

-

Centennial Ai r

port

.

Short

Wing

Piper Club annua

l

co nv e

ntion.

This

year's theme:

Rocky

Mountain Rendezvous.

In fo:

Kent

0

'Kelly,

3031979-3012. (Headwinds@ ms

n.

com) or

vis

it th

e SWPC web site at hllp:www.sh

or

t

wing. com

JULY

7- 11

-ARLINGTO

N, WA

-

n.

w.

EAA

Fly

In

and Sport Aviation Convention. 30th

anniversary event.

FOl llms,

seminar

s,

wo

rk

shops. evenin

g

programs,

spec

ial ni

g

ht

airshow Sat. evenin

g. In

fo: 360/435-5857,

or on the web at: http:/ /www.nweaa.org

J UNE 11-13

-

MATTOON, IL

-

3rd Annual

Region Family Fly- I

n.

Safety Conferen ce

and Trade Show at

th

e Holiday

In

n Confer

ence Ce nt e

r. Spons

or

ed by local

EAA

Chapters and the

FAA

Flight Standards

Di

s

trict Offic

e.

Kit plan e

exhibitor

s and

seminar

s.

Contact: Jim

Coo

ney. FAA FSDO,

1-800/457-991

7.

wwwfaa.govlfs

do

lhln.

J ULY

28-AUGUST

3 -

OSHKOSH,

WI-

47th

A llllllal

EAA

Air

Veil

til re

Oshko

sh ' 99.

Wittl1l{lII

Reg

ional Air

port. COlltact Johll

Bllrtoll, EAA, RO.Box 3086, WI 54903-3086

or see

th

e

web

site at:

II wlI

.airvelltllre.org

SEPTEMBER 4 - STEAMBOAT SPRINGS

,

CO

- EAA

Chapter

649

Vintage Fly- I

n.

SEPTEMBER 10-12

TWATER, CALI

FORNIA -

Goldell West EAA Fl

y- In

at

Castle Airport. Contact: www.gwjly-in.olg .

SEPTEMBER

11-12

-

MA

RIO

N,

O O -

ME

RFI Mid-Eastern Regional Fly-In. Con

ta

ct: Lou Lindeman. 937

184

9-9455 .

OCTOBER 7-IO -

MESA,ARlZONA -

Cop

perstate

EAA

Regional Fly-In at Williams

Gat eway

Airport.

Con t

ac

t: Bob Ha

sso

n.

5201228-5480. or 5201298-3522.

OCTOBER

8-

10

- EVE

R GR

EEN

, A

L

ABAMA -

So

uth eas

t EAA R

eg ional

Fl

y- I

n. Con ta

c

t:

Harold Bubba Hami

tel;

334

176

5-9109 or 3341743-39

16.

OCTOB ER

8-10 WILMINGTON ,

DELAWARE

- East Coast Regional Fly

I

n. CO

li

ta

c

t:

Andy Alvar

ez,

3021738-8883.

OCTOBER

1

4-/7 BILENE

,

TE XAS

Southwest EAA Regional Fly-in at Abilene

Regio

nal

Airport. Contact: Stan Shannon

83019

97

-8802

STROBE LIGHT

TRIVIA QUESTION

ANSWER

(From page 9.)

Harold E. Doc Edgerton

1903-1990), a professor

at

MIT,

invented the gas discharge strobe

light during work in the MIT

labs during 1926 through 1931.
http:///reader/full/www.flightexpo.comhttp:///reader/full/www.flightexpo.comhttp:///reader/full/www.flightexpo.comhttp:///reader/full/www.flightexpo.comhttp:///reader/full/www.flightexpo.comhttp:///reader/full/www.flightexpo.comhttp:///reader/full/www.flightexpo.comhttp://www.americanpilot/http://www.americanpilot/http://www.americanpilot/http://www.americanpilot/http://www.americanpilot/http://localhost/var/www/apps/conversion/tmp/scratch_1/WWW.southern-aviator.comlac3http://localhost/var/www/apps/conversion/tmp/scratch_1/WWW.southern-aviator.comlac3http://localhost/var/www/apps/conversion/tmp/scratch_1/WWW.southern-aviator.comlac3http:///reader/full/www.nweaa.orghttp:///reader/full/www.nweaa.orghttp:///reader/full/II'wlI'.airvelltllre.orghttp:///reader/full/II'wlI'.airvelltllre.orghttp:///reader/full/II'wlI'.airvelltllre.orghttp:///reader/full/II'wlI'.airvelltllre.orghttp://www.gwjly-in.olg/http:///reader/full/www.flightexpo.comhttp://www.americanpilot/http://localhost/var/www/apps/conversion/tmp/scratch_1/WWW.southern-aviator.comlac3http:///reader/full/www.nweaa.orghttp:///reader/full/II'wlI'.airvelltllre.orghttp://www.gwjly-in.olg/


31/36

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32/36

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Greensboro. NC 27425 Hartford. WI=7

B

Vintage ircraft ssociation

91O/393-ID44 414/673-5885

e-mail: [email protected]


Treasurer

Secretary

Chanes

Harns

Steve

Nesse

7215

East

46th St.

2009

Highland Ave.

Tulsa.

OK 74145

Albert Lea.

MN

5WJ7

918/622-8400

lJ7/373-1

674

EA TM

DIRECTORS

John Berendt

Gene Morris

7645 Echo Point

Rd.

5936

steve Court

Cannon

Falls

.

MN fHrfI

Roanoke,

TX

76262

flJ7/263-2414

817/491-9110

e-mail:

n03capt

@lash.

net

EAA

Aviation

Center PO

Box

3086

Oshkosh

WI

54903-3086

Phil

Coulson

28415

Spri

ngbrook Dr.

Robert

C.

Bob ' Brauer

Phone 920) 426-4800 Fax

(920)

426-4873

Lawton.

MI 49065

9345 S Hoyne

616/624-6490

Web Site: http;ll_eaa.organd

http;//www

a irventur

e.o

rg E-Mail: Vintage @eaa.org

C ' ? ~ ~ 9 ~ ~ ~ 2 0

Joe

Dickey

e-mcil:

55 OokeyAv.

robert

_br

[email protected]

EAA and Division Membership Services

Flight Advisors information 920-426-6522

Lawrenceburg.

IN 47025

812/537-9354

John SCopeland

800-843-3612 _ _. _. FAX 920-426-6761

Flight

Instructor

inform ation 920-426-6801


1A Deacon S

r

eet

vintage airplane - feb 1999

Documents