vintage airplane - oct 1999

8/12/2019 Vintage Airplane - Oct 1999

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2/36

STRAIGHT LEVEU

Espie Butch Joyce

2 AlC NEWS

4

AEROMAIL

5 THIRTY FIVE YEARS AT THE OUTER MARKER

Dutch Redfield

9

FL

YING THE

BLERIOT/Sam

Burgess

3

A VINTAGE AIRVENTURElH.G. Frautschy

2

PASS

IT TO

BUCK

E E Buck Hilbert

22

C.G . WOES/Don Wood

24

MYSTERY PLANE

H.e. Frautschy

27 CALENDAR

29 WELCOME NEW MEMBERS


3/36

L V L

by ESPIE

BUTCH

JOYCE

PRESIDENT

, VINT GE AIRCRAR

SSOCI T

I

ON

This past weekend our local chapter held a special Young

Eagles day. We spent the day giving airplane rides to a group

of

special people. There was a continuous stream

of

smiles

from a large group

of

disadvantaged kids. We also flew some

50 individuals who are normally confined to wheelchairs.

The EAA Young Eagles program

is

set

up

to introduce young

individuals to flying in hopes that they will continue to have a

growing interest in aviation. Be they aircraft owners, pilots,

promoters

of

aviation or simply someone who understands

the enjoyment of flight, the experience will be remembered

for a lifetime. Working with these people each year gives us a

great feeling.

Like many

of

you, during the fall

of

the year I tty to take in

all

of

the local fly-in activities before the weather turns un

friendly and the days shorten and get too cold for easy, fun

flying. Here in North Carolina we can generally count on

good flying weather up to the month

of

January.

(Sure, rub it

n

-

November is the month here n Wisconsin, and then only

we 're lucky - HGF.)

Quite a few fly-in activities take place each weekend in the

fall. We have had to work around a couple

of

hurricanes this

year, but it has not been too bad in the Piedmont area. The

only problem I am having this year is that my annual inspec

tion on the Baron and the Luscombe both have come due in

September. Here I am, working on these two airplanes, and

all

of

my friends are taking in all

of

the weekend fun Next

year I'l l plan to do these inspections in December so I can be

out there with everyone else. Of course, if I go down for in

spection in December, I might miss the Vintage Weekend at

the late ' 60s, when they where writing the newsletter for our

Antique chapter and keeping their aircraft at Air Harbor in

Greensboro. We had a very active antique group, and as in

terest continued

to grow, one of our members, Dolph

Overton, put his dream

of

building a aircraft museum into ac

tion. The Wings and Wheels Museum was built

(remembering that location is everything in business), where

the new interstate highways 1 95 and 1 26 crossed each other

in South Carolina. He also built a nice sod runway beside the

museum so the public could buy a ride in the Ford Tri-motor.

What a neat idea Also, all

of

the public was welcome

to

land

and visit the museum as well. Within walking distance, there

was a nice motel. Jack and Golda went to work for Dolph,

running the museum and grounds. We even had some

of

our

fly-ins at this wonderful location.

Then, Jack and Golda left South Carolina for a new job in

Hales

Comers,

WI to work for a man named Paul and the

EAA. There have been a number

of

people who have come

and gone with EAA over the years, but Jack and Golda have

been there all of the time. How great it must have been to

have enjoyed associating with all

of

those great people who

have been part

of

the EAA's growth. A great deal ofthat pos

itive growth is because

of

the dedication that Jack and Golda

gave to

EAA s

flagship publication

Sport Aviation

as well as

to all of the division publications, such as your Vintage Air-

plane.

(Jack edited

Vintage

in the very beginning, in addition

to his

Sport Aviation

responsibilities.) During the years the

Coxes had the managerial responsibility for the Editorial de

partment, they have been the people who trained new people


4/36

V NEWS

compiled by H G Frautschy

U INDUCTED IN NATIONAL

HALL

OF

FAME

Paul Poberezny, Founder and Chair

man of the Board

of

the Experimental

Aircraft Association (EAA), has joined

a select group of aviators as he was in

ducted into the National Aviation Hall

THE COVERS

FRONT COVER

. .

This

dramatic shot

of

the

Museum

of Flight s Boeing

247

was

taken during EAA AirVenture

'

99 by

EAA's

Photo

department

manager

and

ace photogra

pher,

Mark

Schaible.He shot

it

on Fuji film

using a

Canon EOS1

n

equipped

with an

80

-

200

mm zoom lens .

EAA

Cessna 210 photo

plane flown by Bruce Moore .

B CK OVER .. Race

to

Tampa s

this month's artwork from the 1999

edition

of

the

Sport Avia

tion

Art

Competition.

Skillfully

painted

by

John

Sarsfie ld,6541 St. Vrain Rd.,

Longmont,

CO

80503 ,

it

depicts the first

scheduled

airli

ne service on New Year

'sDay,

1914.

The

company's

ingle

passenger

Benoist

flying boat carried 1200 people, one at atime,

charg

i

ng

5

for

the 20

m

le

tr

ip

across

the bay

from

St.

Petersburg to Tampa. The fledgling

airline eventually closed at the end of

the

1914

tourist

season. It

was an important

beginning.

John

Sarsfield is aretired Air Force flyer

and self-taught

artist.

He has a

degree

in aero

of Fame

in

Day

ton, Ohio. The

induction took

place during a

black-tie dinner at

the

Dayton Con

vention Center on

Saturday, July 24 .

Poberezny,

who founded EAA

with 35 other avi

ation enthusiasts

in

January

1953,

was inducted with

renowned aviatrix Louise Thaden and

test pilot Fitz Fulton. That increased

the number of Hall of Fame members to

166 i

ndividuals

and

20

groups.

The

National Aviation Hall of

Fame

was

chartered by Congress in 1964 and is

dedicated to honoring individuals who

have uniquely contributed to America's

rich legacy of aviation.

It gives

me a

warm

feeling to be

inducted with my heroes and people I

look

up to, Poberezny

said.

The

biggest honor would

be

privileged

enough to serve so many people

in

aviation.

Bob Hoover, the combat pilot, test

pi lot and air show performer who was

inducted to the Hall

of

Fame in 1988,

presented Poberezny.

Poberezny and his wife Audrey op

erated

the fledg

l

ing EAA from the

basement of their suburban Milwaukee

home for a decade as interest in the or

ganization

and

homebuilt aircraft

increased. He served as EAA President

until 1989, when he was named Chair

man of

the Board

and

retired

from

active day-to-day administration.

Over more than 60 years in aviation,

Poberezny has flown nearly 400 differ

ent types of airplanes . His career

includes nearly 30 years of distin

guished military service as well as the

Mach 3 XB-70, as well as the Boeing

747 used in air launches of the proto

types space shuttle.

The Hall

of

Fame also recognized

the A VG

Flying

Tigers , American

volunteers who fought for the Chinese

against Japanese forces prior to the at

tack on Pearl Harbor.

EAA BEGINS

WEEKEND

FALL

CO LOR

FLIGHTS FROM

PIO

NEER AIRPORT

Visitors to the EAA AirVenture Mu

seum have a unique opportunity to view

Wisconsin's spectacular and romantic

fall colors by air in vintage aircraft fly

ing from the museum's Pioneer Airport .

Passengers this year will experience

20-

to

30-minute flights

,

which

are

scheduled on Saturdays and Sundays

through Oct. 24 (weather permitting) .

Flights in a vintage 1937 Stinson Re

liant cabin-class airplane are available

for $60 per person or $100 per coupl e.

Flights in EAA' s 1929 Ford Tri-Motor

(beginning

Oct. 9) are $45 each . All

tickets include admission to the EAA


5/36

ation and is included with regular ad

mission to the

EAA

AirVenture

Museum. Several other aircraft will be

available for local flights based at Pio

neer Airport.

For more information regarding the

fall color flights or reservation s, call

the Museum at 920.426.4886. The

EAA AirVenture Museum is located

just off Highway 41 at the Highway 44

exit in Oshkosh and is open to the pub

lic year-round.

AIRCRAFT YEARBOOK 3-VJEWS

I'm

sure glad

somebody

did this

For many years the Aircraft Yearbook

has been a great source of information

on aviation and many of our favorite

airplanes. Included in the annual books

were dimensioned three-view draw

ings. Many of these

drawings

, the

work

of

Harry Pack , have been col

lected in one volume entitled

Aircraft

Year Book

3-

View Drawings

-

1903

1946. Compiled

and

published by

EAA and V AA member John W. Mac

Donald , there are

over

275 pages of

material displaying 936 three-views.

The drawings are reduced to 72 percent

of

their original size, and then four dif

ferent aircraft are printed on each page.

Each is placed in the book alphabeti

cally by manufacturer, and a handy

reference index is included in the front

of

the book, with a set

of

aircraft speci

fication sheets included in the back for

the years 1932 through 1941.

For many of his fellow modelers and

full -size aircraft enthusiasts, the Year

Books have been a handy source of in

formation. Now John's made it even

easier for those

of

us who do not have a

local library source or a personal col

lection of these volumes to access these

three-views. You can order the book by

writing to John at:

We

understand

that

Mr. Pack is still

very much with us , and we look for

ward to hearing more about him.

Aircraft Year Book 3-View Drawings

1903-1946.

is also available from Han

nan

's

Runway, PO Box 210, Magalia,

CA 95954, 1-530/873-6421 or on the

web at: http://www.hrunway.com.

Check with them regarding their

rates for shipping and handling.

ILLINOIS A VIAnON HISTORY

Another noteworthy self-published

work is

EAA

and VAA

member

Jim

Haynes' effort,

Shadow

of

Wings

-

An

Aviation History

of

West CentralIlli

nois, 1910-1945,

Vol.

1. Jim brings to

life the

history

of

aviation

in this

hotbed of aeronautical achievement,

including the foray into aviation by the

Velie Motor Company in Moline, IL.

Well

over

100

people helped

Jim in

various ways,

from

giving their

per

sonal te st imony,

adding photo

s

or

pointing

him in the proper

direction

for

more information. William T.

Larkins, noted aviation historian and

the founder the the American Aviation

Historical Society (AAHS), helped Jim

by reviewing the manuscript for histori

cal accuracy.

The

book is available

from Jim at a cost

of

$18, plus 3 for

shipping. To order

Shadow ofWings

An Aviation History of West Central

Illinoi

s

1910-1945,

Vol. 1, drop a note

to Jim Haynes, 21 Sunset Ln., Bushnell,

IL

61422.

He's working on Vol. II

(1946-2000) right now, and hopes to

have

it

completed sometime next year.

JACK

For

nearly a decade ,

I 've

been

blessed. Each day at work,

as

I sit down

to compose Vintage Airplane, just over

the wall has been one

of

the steadiest,

most consistent men I've ever

known

what that means.

I'm

not a big fan

of

generalities, but this one fits, so I'll use

it. No one I've ever met has the depth

of knowledge

of

recreational aviation

that Jack Cox enjoys. He really does

eat, sleep and breathe this stuff, and his

passion for old airplanes

is

just

as

high.

He can

justifiably

be proud of the

fact that

hi

s "trial balloon" of an EAA

sponsored set

of

judging guidelines for

older, factory built airplanes has grown

to become EAA's largest special inter

est group,

the

Vintage Aircraft

Association. Jack and Golda staked out

the

first parking area, wrote up

the

judging guidelines, designed the Divi

sion's first logo (remember the triangle

with the Wright flyer?) and made sure

the new Antique/Classic Division was

covered in Sport

Aviation

It 's been

climbing flight ever since

GOLDA

You can' t speak

of Jack

without . . . .-------...

thinking of Golda

as well.

They're

bread and butter,

peanut butter and

jelly,

EAA and

Poberezny -

you

always put the

two together.

Golda has had

plenty

of

impact _ ~ . . . . : . u I l 4 . . . . : . . . . . . J L . . . U _

on my work here at EAA as well, help

ing me

with my

goofy grammar

mistakes , gently cajoling me when I

wasn't writing my best, and often being

a steadying influence when my aviation

enthusiasm was threatening to push me

a bit too far off course. Her sharp busi

ness sense and intuition for what EAA

members wanted and needed in their

magazines has been an invaluable re

source.
http:///reader/full/http://www.hrunway.comhttp:///reader/full/http://www.hrunway.comhttp:///reader/full/http://www.hrunway.comhttp:///reader/full/http://www.hrunway.comhttp:///reader/full/http://www.hrunway.comhttp:///reader/full/uIl!4....:......JLhttp:///reader/full/http://www.hrunway.comhttp:///reader/full/uIl!4....:......JL


6/36

VISITING OUG

Reading John

Underwood

' s article

on Doug Corrigan in the latest issue of

YINTAGE AIRPLANE, reminded me

of

an

experience

I

also had with

the

flyer back in May 1968. It was a most

pleasant experience.

The Ryan Aeronautical Company

had flown me to San Diego, to

spend

three weeks doing research on the his-

tory

of

the company. The trip involved

my finding and interviewing

many

of

the

people who worked

at the firm in

the early days , especially 1926 and on.

Many

of these

people

had worked on

the Spirit

of

St. Louis (NYP).

It

was a wonderful experience to

meet these individuals, spending time

with my many questions, and taking

their pictures. Doug Corrigan was one

of these people who had worked on the

NYP during its construction.

At first he was a bit elusive and I had

to make several telephone calls to his

home on Flower Avenue in Santa Ana.

I

finally told him

one morning that I

would stop sometime later that after-

noon and take my chances that he would

be home. So I did.

I wore my summer

business

suit,

with white shirt and tie, as I always did

when

calling

on

special

people . I

no

sooner drove into his driveway when he

came out the front door to greet me. He

was

of course suspicious

at

first , but

when I showed him my extensive photo

album

of

all kinds

of

Ryan airplane pic-

tion, his accuracy was confirmed.

After about an hour

of

hangar flying

in his driveway, he fmally said, Would

you like to see the Robin? Boy, what a

question. I said I would, and we

went

out back to a large bam, through a small

door, and all the way through the build-

ing

,

passing

a couple of old

cars

and

other fascinating ' things' along the way.

We got to the airplane and he proceeded

to open a set

of

doors so there would be

enough light for me to take some pic-

tures. He picked up a rough

piece

of

wood nearby and placed

it

in front

of the landing

gear.

Carved into the wood were

Wrong Way Corrigan's $900

'Crate,' 1929 Curtiss Robin

Flown (by mistake) New York

to Dublin, Ireland, 1938.

He

said he pulled the prop through

about once a month and it was

just

about due. I asked

ifI

could

do

that

for him

and

he

agreed

and I did it for several revolu-

tions . The

compression

was

excellent I might add, and I think

after looking the airplane over, it

might have flown

alright,

if

given the chance.

I asked if I could

sit

in the

cockpit and he said that would

be ok , but

he

was quite con-

cerned

about my clean clothes

and

I told him one does not get

a chance like this

every

day

and

that is what cleaners are

long after that his son , who looked just

like him at that same age, was killed in

an airplane

crash

. I met

him briefly

when he came out of the house to run

some

errands.

What

a shame.

Doug

I

think had a rather difficult life, but he

was one of us and loved to fly.

He shall be missed.

Ev Cassagneres

YAA 13785

Cheshire, Connecticut


7/36

e rs

tt

Outer Marker

Tribute

to

the

Biplane

and

his

First F-2.

I

f thus far in these ramblings there

has perhaps been detected a nostal

gia for, an affinity for, a love for the

biplane-the

open cockpit, the magnifi

cent

radial

engine, the large disc d

propeller, the control stick between the

knees - I

m

pleased.

Over a 45

year

span of wonderful

flying it has been my good fortune to

have flown many different airplanes

and let there be no doubt that nothing

face. He is completely insulated from

important cues of flight by his glassed

in

box-like riveted enclosure. The cues

fed him for control, and the plane s re

sponses to his guidance, are relayed to

him by round tubing, and piping, and

circuit boards, and fuse protected red

and black colored wires.

Then, on the other hand, there

is

the

biplane s

grasping, unrelentin

g low

speed lift capability. Its stubby sturdi

trajectories

of flight.

With goggles

down and helmeted head in the

airstreams,

he

maneuvered

in

and out of

tiny fields, sensing the feathered edges

of flight by feels, by sight, by a cross

flow on his cheeks,

or

a soft buffet on

his helmet,

the

changing tones

of

whistling brace wires. All

of

these pro

viding him the cues of flight, informing

him, without having to refer inside to

instruments, of the performance of his


8/36

My

Waco

QCF-2

powered by a

165

hp Continental. That s

not

me in the coveralls - on the left is

Art

Cornelius, a photographer

for

the

Syracuse

Herald, and Ernie Hannam, the pilot when my airplane was chartered

so Art

could photograph spring

flooding

for

the

newspaper.

in

flight

-

the mountain

loon's

wings beating the air with power and

rhythm as he circles a glass-surfaced

misty mountain lake, circling and cir

cling

, slowly climbing

' til

enough

height for tree skimming flight to his

feeding grounds.

And the big radial forcing the idling

propeller blades

to

dissolve into

a

fanned disc

of

invisible, powerful

thrust. Driven into this disc by the

stubby splined prop shaft disappearing

into the gray circular aluminum front

case. Bolted around this case with geo

metric precision, five, seven, or nine

And

if you

have

never

been near

a

long-bladed

alloyed

propeller turned

slowly

by

an idling

radial,

you have missed

some of

the most

New York, where Hall), had learned to

fly. The price was $2,500, but this also

included a set

ofEdo

pontoons that per

mitted operations as a

seaplane.

Knowing absolutely nothing about sea

planes

, I

questioned the wisdom of

including

the floats in the

purchase;

however it was Hal1) s suggestion that

I buy the airplane with the floats, try it,

and

if

things didn't work out I could al

ways sell the float gear and at a good

profit. This was probably the best ad

vice of my life, and the beginning of

many such from Harry who was later to

become a very dear friend.


9/36

the F-2 that they had for sale.

We were unenthusiastically shown to

the hangar and quickly left alone as the

northwest

wind

outside rattled

and

shook the hangar doors and creaked the

roofing . We walked around the air-

plane which was packed in tightly

among many others, thumped the fab

ric ,

pulled the propeller through

slowly listening

at the

exhaust

for

possible blowing valves, and looked

her over carefully and thoroughly. It

was in beautiful condition. I stepped

onto the lower wing walkway and

eased

myself

into the leather cush-

ioned rear cockpit and moved the

controls. I had to have

it

We returned to the warm office and I

asked if I could fly

it. t

was agreed that

I could, but with an apparent skepticism

that I really meant business. Leo Chase,

the company's other p

il

ot, had the dual

controls put in the front cockpit by one

of

their mechanics, while an immersion

heater placed in the tank

warmed

the

heavy

engine

oil. When warm , we

pushed

her

outside . How easily she

rolled Leo eased into the wide front

cockpit with his helmet, goggles and a

warm flying jacket.

Being accustomed to the Waco F and

Waco's very different braking system, I

was able to taxi without problems be

tween

the

plowed snow banks then

took off into a fresh wind. The climb

performance and general handling was

a delight and truly spectacular. The

165

hp Continental engine, installed in prac

tically the same airframe as the "F," had

55 more horsepower then the Warner

behind which I had been flying and it

made a lot

of

difference.

We remained in the airport pattern

and shot a few landings. I was shiver

ing from the cold in my light jacket and

I had no helmet or goggles, but I was

ecstatic as we taxied back to the hangar.

Stomping

the snow from

our

feet,

Leo preceded me into the warm office.

I didn't wait to warm up, or for anyone

to ask me. I said, "I like the airplane .

I' ll take it " I had to have that airplane;

I was afraid I would lose it n haggled

at the price.

In a few weeks I

had

a certified

check for the balance

in

hand and went

back to get it.

Now

alone in the F-2 I

taxied out and after seeing the steady

green light

pointed

from the Buffalo

control tower, took off, climbed steeply

My

glorious

Wa

c

o

made

poss

ible

by

a

sma

ll

inheritance that

came

my way at age

19


10/36

and banked for home. Established on

course, the four tracks of the New York

Central mainline were a little to my left.

As the airplane leveled off and picked

up speed, I

eased over

toward

them.

Heading east along the tracks I looped

the F-2 every few miles and most of the

way home. The airplane looped effort

lessly from level flight with her light

load, not requiring a preceding dive as

with the Waco

F

What performance on

this

wintry

day. t was cold and clear, but this time

I was warm in my borrowed sheepskin

flying suit, winter helmet, and sheep

skin boots and gloves as I accustomed

looked back over the faired fuselage

turtle-back at the fast receding hangars

and my

waving friends near

the

gas

pump. Such performance t was ex

ceptional for the day and all of us knew

it.

t

would

be

exceptional perfor

mance today.

As

I taxied her toward her new home

a small gathering and Harry waited for

me. I was a very proud guy as they ex

amined and thumped the wings

of

my

beautiful black

and

silver airplane.

Jimmy Walsh was among them and said

nothing about the buzz job.

Barb and I returned to Buffalo

in

an

other few

weeks

to

pick

up

the

float

Pilot's (Commercial) license, it would

be necessary to fly 90 hours in the next

five months, but it was in the dead of

winter and I had no money.

So, now any work that I did on any

one else's airplane was arranged for

at

a

sufficient fee for me to buy a few gal

lons ofgasoline. In exchange for hangar

rent, I helped

in

Harry's back workshop

and anyone who would buy me five gal

lons had the airplane rolled out for an

airplane ride that lasted as long as the

fuel lasted. There can be no doubt that I

established

some kind of

a world s

record for the most hours of flying with

the gas gauges bouncing on the bottom.

Ired

fuselage turtle-back

at

the

fast

receding

hangars

nd

my

waving

friends

near the g s

pump.

Such performance!

myself to her new feels and vibrations

and engine smells and sounds.

They

were all nice and I savored them.

As we neared Rochester I eased the

Waco south of

the

city, then swung

back to pick up the railroad tracks again

on the other side.

Far

off the north I

could see the shore of Lake Ontario par

alleling

my flight. A lovely

picture

framed by

the

staggered upper and

lower wings, and struts and wires. Slip

ping

from

beneath

the

lower wing

panels was the heavily

traveled

Erie

Canal.

Off

my right wing the magnifi

cent Finger Lakes and below the New

York Central tracks leading me east

gear. A cross-frame was made of 2 x 4s

and bolted to the

car s

front and

rear

bumpers, then the two floats were laid

and lashed lengthwise above the top

of

the car, a

1931

Chevy coupe.

By the time our racks were assem

bled, the floats loaded and tied down,

it

had been a long day . We ended up dri

ving eastward

in

the dark with a slight

navigation problem because the frame's

forward cross-members passed directly

in front of each of the headlights, and

we

were barely

able to

see

the road.

However, we slowly followed the road

edges and centerline

in

what dim glow

the headlights produced and though a

"Nuts to the pilot " Who would say

such a thing, let alone, shout it? Well,

in

the hangar,

we

used to, and regularly.

The back shop for several months

had been doing a fabric recovering job

on one of the biplanes. During its re

assembly,

I was

on

a stepladder and

supporting

the tip

of

an

upper wing

panel as the

attachment

bolts for the

interplane struts that locked the upper

and wings together were being driven

in

place.

In those days

it

was accepted and ex

pected good practice for these bolts to

be driven

in

place with their heads out

ward so that the pilot from his cockpit


11/36


12/36

First

flight

at Zuehl airport, Marion,

TX

in 1998. The high

angle

of

attack of the wing is evident in this shot. Plenty of

decalage between the stabilizer and wing

The original design of the "tail skid"

was

changed when it

was found

to be

unmanageable on the ground.

wanted to get my collection growing. I

wanted to

start gatherin

g the

aircr

aft

needed for my dream museum. As I was

pretty well swamped with the work that I

already had in the

shop

, I

made

a deal

with my good friend and fellow builde r

Julius Junge to start on a Bleriot proj ect

that would be for

us

.

We researched until we found a good

set of plans on this type and discussed

what variations we might need to make

on the machine. I located a suitable pow

erplant, and

started

lining up material.

We were now on the way to having our

first true pioneer aeroplane.

Julius, working at his shop at Canon

Field, diligently started making all

of

the pieces We decided to go

with the 1909 channel-crossing configuration, except for the eleva

tor. Frank Tallman had once told me that the later style was much

better. The rest

of

the aircraft would be as close as possible to the

original. Slowly, as the wood shavings started piling up as Julius

crafted all the parts and pieces, an aeroplane began to appear from a

stack

of

lumber.

In

all Julius spent about a year building the Bleriot,

and in 1996 I picked up the completed airframe, minus the engine

and covering.

Q-

What other

pr

ects did you have under construction

A - Fortunately or unfortunately a new project moved into my

business shop and slowed down the progress on the B1eriot.

It

was a

replica

of

the 1910 Farman Boxkite (see the November 1997 issue

of Vintage Airplane for more on the Boxkite replica ,

which

I

thought was a fitting hangar mate to the Bleriot. Since we were un

der such a time restraint on the Farman, the Bleriot now had to take

a back seat. It was so interesting having two examples of pioneer

aeroplanes in the shop at one time. I often wondered how the two

designers took such a different approach at accomplishing the same

goal. I could not help but wonder what it was going to be like to fly

each of them. I would soon find out

Q-

What was e test flight like

A - The Farman rolled out of the shop on August 6, 1997 ready

to make its first test hops. Contrary to popular belief, you do not just

jump into one

of

these old crates and head

off

into the wild blue

yonder on the first attempt. You first start by taxi test. First slow,

and then a little faster.

How

is it going to handle on the ground?

Thi s is very important to know before you fly it. Next come s the

first hop. How is it going to feel flying, and landing? After a long

series of short runs you finally work up to the big one . . . when you


13/36

ated much faster. The rudder, which is

very small, did not take effect until the

speed rose, so ground control was go

ing

to

be tricky. I started slow and

began

speeding

up a

little at

a

time.

Suddenly, just

as

I was completing

what I thought was a very successful

high

speed

taxi,

things started going

awry. As I pulled the power

off

to de

celerate, I began to turn. The rudder

did not have any effect since it did not

have the blast of the propeller. I was

now in the midst

of

a

full-fledged

ground loop, and I was

just

a passen

ger. Before we finally came to a full

stop, the right wing began to rise, and

now

I

was

dragging the

left.

On the

Bleriot this seems pretty drastic since

the

wing

tips are really

pretty

far

off

the ground. There I was,

completely

stopped

with the

left wing on

the

ground, and the right sticking way up

in the air. The engine was still ticking

along, and gradually the

plane

fell

back onto its gear. It's is not supposed

to do this

Q -

How did you correct

for

this de-

sign deficiency

A - After

much head

scratching I

decided the tail skid was to blame since

it did not necessarily always go back to

center after banging on the ground. A

few more taxi tests revealed that al

though my repair did seem to help, it

did not

solve

the

problem.

Getting

started was not a problem; it was slow

ing

down

that ate

my

lunch!

Next I

went after the landing gear.

The Bleriot has a very ingenious

trailing

link

landing gear that also

swivels with any side load. On one of

the

next

high-speed

taxi

tests I

was

slowing down and, Wham I was back

into the ground loop mode. It started an

uncontrollable tum to the right and the

get the

tail

up , and

accelerate as fast as I

thought it should

need I had

no

air

speed indicator), and

carefully eased the

control stick back.

Nothing All it did

was

slow

down . It

had no indication s

that it

wanted

to fly

at all. Now

what?

Several attempts

ended with the same

results. I had a

ground

hog

on my

hands and I

did not high drag was source

of

several aborted takeoffs until it was

learned

to

raise the tail high

to

decrease drag.

know why.

Q -

Was there someone you could

go to

for

advice who had a similar ex-

perience

A - It was at this time that I needed

to consult the experts. I placed a call to

the Old Rhinebeck Aerodrome in up

state New

York

. I first talked to

John

Barker, a walking encyclopedia

of

old

aeroplane information. He had been

Cole Palen's right-hand man.

He

re

ferred me to their "chief ' Bleriot pilot,

Carl Ericson, who was able to brief me

on some of the finer points in flying the

Bleriot. First he said that you needed to

get the tail way up on takeoff, much

higher than you feel you should.

Next

when you think it is going as fast as it

will go , you give the stick a pull and

force it into the air.

The

rest was ele

mentary. Hang on for dear life and fly

it back onto the ground. Sure enough,

he was right. Never underestimate the

value of experience

Q -

Did this solve the problem

A - Using Eric's advice I managed

to coax the Bleriot into the air. It really

did

not want to be

there

, and

neither

did 1 I made several runs up and down

the

runway

, sometimes

getting up

to

about 20 feet in altitude .

It

seemed so

strange that I would come back think

ing I had set some altitude record, only

to find I was merely

1

to

15

feet high.

One such run I was cruising along fat ,

dumb and happy (sheer terror) when I

noticed that the end

of

the runway was

coming

up , and I did not want to go

around yet. So I merely pulled back on

Roger Freeman shows

off the

ancient des ign

of

the undercarriage which was somewhat sus

pect. The swiveling action

of

the design was modified to reduce ground oops and the subse-

quent damage

that

resulted from

too

much side force and

not

enough structure

to

handle

such

a side load.


14/36

the power and felt the bottom begin

ning to fall out from beneath me. I was

dropping so I was trying to break the

descent with

the elevator. Next, the

right wing began to drop so I tried to

correct with left stick. Crash

I

was

on

the

ground

and I

bet

the airplane did

not move ten feet from impact. Not a

good day at all.

Q - What was the total damage to

the Bleriot?

A - Close examination disclosed

several broken wires in

the

fuselage,

and a smashed tail skid and collapsed

landing gear (again ) . After discussing

the episode one more time with Eric, I

learned the errors

in

my ways. The Ble

riot

wing

design had been a

direct

attempt to imitate the shape and func

tion of a bird s wing, minus the

flapping . The airfoil with its distinct

undercamber and hooked nose

is

very

much from our feathered friends .

The means for lateral control is also

from this same source, and uses what

they call wing warping

instead

of

ailerons . Somehow, the birds seem to

do

just

fine with all

of

this, but man is

just not exactly up to the task. First we

find that the strange airfoil is also very

high drag. I needed to raise the tail as

high

as

possible to flatten out the wing.

With this done the aircraft could accel

erate just enough to overcome the drag.

The wing warping, I had already

noticed, was at best not very effective.

It

would raise a wing if you had time

to wait. I also noticed that I had the

stick buried in the upper left-hand cor

ner

of

the cockpit while in flight. Now

people ask why you

do

not notice these

things when you are flying?

When you are flying something that

is just barely holding on anyway, you

tend to

move

things

wherever

they

seem to do you the most good. Often

words a little differ

ently . Maybe there

was something to this.

I

had been lulled by

the Farman into

thinking that this old

stuff

was a piece of

cake. The Bleriot is a

whole different ball

game.

Q -

ndy ou s

till

continued

with your

desire to tame this an-

tique replica?

A - We rebuilt the

wreck, and

it

was time

for the next flying les

son . I continued to

make a

number

of

runs

down the run-

way.

I made a

few

little

rigging adjust-

ments that brought the

stick back to center in

flight. I now had to

move onto the next

big hurdle. I needed to

take

the

ship around

the field and really see

what

it

was like in the

air. I finally got up the

nerve

to

take

it

around . I cannot ex

plain the thought

process that goes

through one's mind as

you make the decision

that this will be it.

You ' re

up

, and

Before covering.

the

open cockpi t does

not

offer

much in the

way

of

creature comforts. The spun aluminum tank and beautiful

Iy

crafted control wheel are on display is this shot.

Typical 1910

wing

and fuselage construction. Woodworkers in

those days adapted

to

plying

their

trade on aircraft.

with

excel

lent craftsmanship

the

result .

everything seems

to

be going well.

It is

climbing, so let's do

it.

As soon as you

make the first turn, things look a lot

different. You are now committed. Ei

ther

go around ,

or

put down in the

farmer' s field . Full power seems just a

bit on the weak side and you keep push

where I was before.

I am at approximately 200 feet alti

tude which is much too high to fall and

much too low to recover. I think things

are

just

fine at full power. As I skid

around onto my final approach I start a

descent still under power.

I feel the


15/36


16/36

Mark Schaible

rand

Champion

Antique

Our EAA AirVenture '99 Grand

Champion Antique

is

this extraordinary

Lockheed 12A restored by

the

Perras

brothers, Uwanna and Yon. Much

of

the

airplane was reskinned during the

ground-up restoration, which

took

over

10

years to complete.

Jim Koepnick

Jim Koepnick

At the top

of

the Bronze Age awards list is the resurrection

of

Freddie Ludtke's

Spirit

of

Dynamite rebuilt by William Smith of Franklin,

PA

.

Mark Godfrey


17/36

x

i

.2

E

We were blessed

with

mult iple Howards this year, and

two of

~ ~

the prettiest DGA-15 s around were award winners . These

two

were picked as the Champion Custom Antique (right)

owned by Roland Rippon, Rockford, L and the Reserve Grand

Champion Antique belonging to d Moore, Mystic, CT

(above).

Mark Schaible

Multi-engine airplanes were everywhere this year, and the Transport Category

Runner-Up is the Museum of Flights Boeing 247 , painted in

the

livery of its launch

customer, United Air

Lines.

H. G.

Frautschy

Glowing beautifully in the late evening sun this

Menasco-powered Great

Lakes

biplane owned by

Cameron Saures was flown to Oshkosh from

Reynolds,

ND.


18/36

Oh my,

who

ever

thought

we'd actually

see

this in

the

air

again? Greg Herrick and the talented folks

at HO

aircraft

in Anoka, MN have brought the Kreutzer K-5 Air Coach

back

to

life after

it

nearly turned

to

dust in the

Southwest. The Transport Category Champion,

it

is pow

ered by a trio

of

Kinners turning fixed pitch wood props,

and three, count 'em, three Heywood Air starters

for

the

engines. Wow

It's always nice to

see

Past Champions return, and this year we

iiiiiiii iiii

had a bumper crop . Our thanks

to

each

of

the

8 top

award

winners who

brought their

airplanes back

for

all

to

enjoy.

Parked in special locations along the paved road

that

runs

north/south through the AirVenture grounds, fly-in attendees

could get a close-up look at

what

it takes

to be

a VAA

Champion. This Waco

QCF

was

flown

in by M.H. Havelaar

of

Arl ington,

TX

and his son Rusty .

Rounding

out our

list

of

Airplanes you never expected to

see

again was this Fokker Universal, flown from Calgary,

Alberta, Canada by Clark Seaborn. It was the" Judge's

Choice award winner.


19/36

From Jackson, MI, a hotbed

of

vintage airplane restorations,

comes John Knight and his

Taylorcraft BC-12D chosen as

the

Best Taylorcraft .

Team

(Above) For sheer WOW" factor, airshow pilot Jimmy Franklin's

Waco

UPF

-7

has

it

all, and when

that jet

engine slung under

neath powered

the

airplane straight up, all you could

do

was

stand and stare. What a sight.

What

a sound


20/36

6rand Champion

Contemporary

Beech

18s have had a lot of lavish attention paid to

them,

as

evidenced by the good

looking

examples

we've

seen

recently. The EAA AirVenture '99 Grand

Champion Contemporary

is

this sharp 1960 Beech G 1

owned

and

flown

by

James

Warren

of

Castle Rock,

co.

Kudos to him

for

a secure set

of

tiedowns

as well!

Workhorses of the past are becoming prized possessions, and this DeHavilland

(Canada)

DHC-2

Mk.1 Beaver was recognized

for

its excellent restoration.

Congratulations to Stephen Johnson, Redmond, WA on his Beaver's selection

as the

"Best Limited Production"

trophy

winner.

H.G. Frautschy

Steve Stringer

kept

visitors spellbound

as

he

explained

the

process

of

clay modeling and

other

metal shaping concepts.

His

talks were

filled with humor

and a chance to

try it

hands

on. The

VAA

workshop

tent,

located just

south of

VAA

headquarters, has become one

of the most popula r places

to

visit in our area.


21/36

John Kennedy, Martinsville, IN is flanked by

his sons,

Chris

(left) and Tom (right)

as

they sit in front of their deep,

dark green

Ryan

Navion. It

took

three years

to

restore,

including the sumptuous tan interior. It was selected as the

Best Class II 151 hp and up) award winner.

You don t see too many

of

these, a four-place

Taylorcraft Model 15A registered to Richard Roe of

Fairfax, VA. Only a dozen of the slightly over 30

built

remain on the FAA registration records.

H.G. Frautschy


22/36

He s baaack The last time we

saw

Torquil Norman, he flew

his twin-engined DeHavilland

Dragonfly from England.

This

time, Torquil decided

to use

only one

Gypsy

engine for

his

trip

from England, flying this

DeHaviliand DH.85.

Leopard

oth "across the pond."

Always a delight ful man

to

meet, members enjoyed visit

ing with Torquil while

the

air

plane

was

display in front

of

. . . . . . .

"'.

VAA headquarters.

Mark Godfrey

Mark Godfrey

Marc Krier, nephew of famed

airshow pilot Harold Krier, has

restored

his

famous uncle's Piper

Clipped-Wing Cub and dedicated

it

to his

uncle's memory.

Leslie Hilbert


23/36

PASS T TO

BUCK

Dear Buck,

The NC-number on John McEnaney's

Cub

Coupe

(Orlando, Florida)

in the

latest

issue

o

VINTAGE AIRPLANE sort

o

jumped o the page and grabbed me

when

I

saw

it. It's

the

subject of

an

inter

esting bit

o

trivia and 1'd like to ask

i

you'd please pass this letter

on to

him as I

do

not have

his

address whereas you can

probably get it from your EAA files. A

stamped envelope is enclosed.

NC21599 (being Hanford Eckman's

fu-st

prototype,

o

course) was the subject

o a plan drawn by a man named McCul

lough for Flying Aces in 1939.

It

was

drawing #106

and

somewhere around

here

I have a picture o a completed model

made from those

drawings

with NC21599

on it. It would be interesting to have a

copy of this drawing

to

display with

the

J

4

at air shows.

About

eight

years

ago,

this

drawing

was

available from

Go

lden Age

Reproductions, P. O.

Box

1685, Andover,

MA 01810. They also had some

complete

kits of some other models at the time, but

don' t know i the McCullough J-4 was

ever put out

in

kit form . It was the stan

dard

stick-

and-tissue

flying scale

model.

It

had

a span of28 inches .

Comet

also put out a stick-and-tissue

kit ofNC21599 in the forties;

it

was kit

No.

3206 and had

a

span

of25

inches.

I

built

one

of these

when

I

was

a

kid

back

then and had occasion

to

build another

one after they reintroduced them about

25

years ago . I still have the remnants

of the plans and it has the big numbers

Hey look

what H.G. found

at

the

Golden West

M

Regional Fly-In - a Helton Lark

95.

This broth

er to my Lark

is

registered

to

George Fry

of

Grizzly Flats CA. Pretty

by E.E.

Buck

Hilbert

EAA

#21

VAA

#5

P.O. Box 424,

Union, IL

60180

going through copies

o

some

o

the old

model airplane plans you can see an

Aeronca Low-wing

NC

15734. My C-3

was NC15733 so it was probably built

around the same time that the first L-type

was being flown.

I

am

coming out with a new kit

o my

own o the Cessna that can be built as a

120

or 140 (rag

wing). It fits

together neat

and looks just like the real McCoy but I

have yet

to do the

instruction sheets. The

printer

did

a

lousy

job

on it

and I might

de

cide to

do

one

o

the sheets over before

letting it out.

For

an

update

o

the Aeronca Champ

kit, I received a nice copy

o

one

o

the

1946 factory photos from John Houser.

My photo

o

a completed model made

from

the kit happens

to be

taken

from

al

most the exact same angle, so it will

be

an

interesting comparison to show both

on the new cover sheet. John Houser

is

sure a good friend;

he

has always been o

great help since back

in

the days when I

had

my

C-3.

Saw your friend Woody over

the

week

end.

I went flying Saturday evening and

he

said

he

was

coming back

to the

airport

afterward, but

he

never

did

show

so

I did

n't get

to

talk

to

him very long .

That's

all for now.

Again, I hope that

Mr.

McEnaney

will be

pleased

to know

(if

he does

not

already)

that his NC2l599

was

featured

in at

least

two

model plans that I

know

of.

Scientific Models also put out a

J-4 kit many years ago, too, but am not

sure what NC

number

was on it.

Best wishes,

Bob Kaelin, V

AA

23340

Riverhead,

NY


24/36


25/36

T

he subject airplane in

this true

story is one 1946 Aeronca 7 AC

"Champion." The airplane owners

are the "N82320 Flying Club," consisting

of

Frank Hientzelman, Paul Baumgarte,

Ed Santucci, my nephew Len Polhemus

and myself, Don Wood. At the time, our

unnamed flying club was looking for an

Aeronca. We found it at Bennington,

Vermont airport during January, 1970.

This was the only Aeronca we had found

within our general area. Len and I drove

to

Bennington

to

inspect the plane. t was

well worn. But, what the heck, it was li

censed and flying and we wanted a 7AC

so bad we could taste it. We bought it at

the asking price of$I,500. Now, how do

we get it home? I was not current, and

Len did not yet know how

to fly

The following weekend a good friend

of mine, Orin Stacy, flew Ed Santucci

and I to Bennington in

Orins' sharp

Cessna 170. Ed was current. After the en

gine preheat application the engine was

started

and Ed

headed southwest

for

Poughkeepsie, New York. We had our

bird

and our club had a name, the

"N82320 Flying Club."

Now, this

is

not a story about the cle

vis ear

that was

broken off the lower

front control stick yoke, on which there

is

an "AD" to finger tighten the castle nut

and cotter pin it on the clevis bolt.

Nor about

the long

acorn

type nut

which held the fuel line to the gascolator

elbow,

which

had a hacksaw cut in it

lengthwise.

Also, certainly not about the in-flight

engine failure at 1,500 feet altitude, when

a connecting rod nut backed

off

the con

necting rod bolt and allowed the bearing

cap to open 3/16 of an inch, bending the

second bolt.

Or how this incident necessitated a

moist underwear landing at Sky Acres

the word was that the plane needed com

plete recovering. The club members and

myself

accomplished this. We renewed

everything from the 4130 tubes out. Ce

conite covers, stainless cables, upholstery,

dash

,

glass and new wood.

I

added

Aeronca style fiberglass

pants and

a

Stits spinner with AN yellow for the ba

sic

color

and insignia red trim . t was

pretty. Good old Joe Phillipowitz super

vised everything.

This was all done prior to the engine

failure as it was still meeting specs and

running good.

Now the rest of the story. One week

end at the beginning

of

August my newly

widowed favorite aunt, two cousins and

one cousin's husband came from New

Jersey

to

spend a Saturday night with my

wife Cookie and 1. We all partied on the

rear lawn until darkness and finally re

treated to

our respective

bedrooms.

About 10 p.m. a thunderstorm rolled in.

t rained hard, with lightning

dancing

around for about an hour. Then it

just

rained hard and finally settled down to a

steady deluge.

Sunday morning dawned hazy, humid

and hot. After an early breakfast, I, trying

to be the perfect host, stated that I be

longed to the N82320 Flying Club and

asked, "Who would like to go for an air

plane ride?" My cousin Dougie allowed

that

he

would, as he had never been

in

an

airplane before, and who could he trust

any more than his older cousin?

This

pumped me up and

off

we went to the

Dutchess County Airport,

about

two

miles from my home, where the Aeronca

was tied down.

I pretlighted the "Airknocker" and got

Dougie ' s 5 '

11 ,230

Ibs. strapped in the

rear seat, had him hold the brakes and the

stick back.

"Don't, Do not touch the throttle "

rolled easily

to

runway 6. After the mag,

heat and static check, I cleared the traffic

pattern

(no

tower in operation at this

time) swung onto the runway and poured

on the coal, all 65 horses. Allowing for

Dougie in the rear seat and a very slight

north cross breeze, we accelerated as

well as I expected.

With the elevator trim

in

neutral and a

longer than normal

three

point

run, I

started to ease the stick forward. Heavy

resistance

to

forward stick was felt.

"Doug e, take your hands off the stick."

"I don't have my hands on the stick."

This is beginning to get interested.

Still full throttle, with a slight wander

ing from side to side. I'm an old Aeonca

pilot and I never did swerve these planes,

even on concrete runways. Two more os

cillations and the swerves have now got

me concerned.

(Good grief, that Dougie is heavy.)

Full nose down trim is necessary to

get the tail up, with hard forward pres

sure on the stick, and the swerves get

worse even though I am not over control

ling, or at least I do not believe I am. The

airspeed

is

nudging

50 mph. I

cannot

shut it down as I know that I will lose

what little ground control that I have left .

Without the prop blast across the rudder,

I could only imagine what might happen.

With the side-loaded tires complain

ing,

I

released

just

enough

forward

pressure on the stick to become air-

borne, but immediately have to add

more forward pressure to keep the nose

from rising too high. I am now flying in

ground effect, but at least I now have di

rectional control.

(

Hold it

down

Donald

,

get some

more airspeed. " I thought to myself)

At the end

of

the 5,000 foot runway I

had approximately 100 feet

of

altitude.

My mind's really racing now.


26/36

Hoo boy did we get a bucketful of re-

sponses on our July Mystery, a trainer

designed by the late Gordon Israel. Let's

get right into the mailbag, since we were

also

blessed

with

a

bunch

ofphotos.

"The July Mystery Plane is about the

only one I've ever known, and that's only

because my partner and I own three

of

them Howard Aircraft produced a total

of 60 airframes. Designedfor the CPT

and certified with a number

of

Kinner

and Warner engines, it was developed

too late to get the high volume

con-

tracts that Fairchild and Ryan did. The

only complete aircraft

we

know

of

is in

a museum in Fayetteville, AR. That air

plane was

actually used

in the CPT

program at that field.

It's a Model 18, otherwise called a

DGA-125 Howard.

Tom

Peterson

Rockton IL

Howard Aircraft

and Storm

Door

Co.

And a note from another owner:

Regarding the July Mystery Plane,

imagine my surprise when I recognized

the it

as

not only a Howard DGA-18K,

tion Co. a large thunderstorm came up. I

heard this loud rumbling noise on the roof

that sounded like a herd ofhorses stam

peding. Running to the hangar door, we

saw hail stones the size ofice cubes on the

ramp, big ice cubes I thought, "Oh boy,

my aircraft

is

outside " I heard later that

the company's twin Beech had severe hail

dents in its wing and uselage skins.

The

old Howard was parked at the end

ofthe ramp. As I drove up to the tiedown, it

didn't look too bad, then as I rounded the

wing Disaster

The fuselage fabric was shredded and

by H G Frautschy

hail stones had actually punctured a cou

widowmaker, that would snap roll you

got it too slow.

Charley got to

fly

it firs t since he had

more time than me. Then I

flew it.

It was

a good, stable aircraft for the kind

of

fly

ing

we

were

doing

but

we

always

watched our airspeed.

We kept the Howard for a year and flew

it about 50 hours. Then one Saturday as I

was working

for

the Southern Ohio Avia

ple ofplaces through the wood wing skins,

and dented the wood skin in several spots.

Well what to do?

We recovered

the fuselage top with

Grade A fabric, and patched the holes in

the wood skins. As the license was still in

effect,

we

flew it

for

a while, then sold the

Howard

to

a pilot

in

Cincinnati

for

$350.

That's the last I ever saw of the Howard

DGA-18K, N3972.

The similarity ofthe two Howard photos

is quite remarkable, as they were taken by

October Mystery Plane


27/36

DGA 125

HOWARD

This shot from Scotty Markland

is

nearly identical to the shot we

used for our July Mystery Plane, sent to us by Brian Baker.

Bowers Collection


28/36

Jim

Rez

ich Collection

Ralph Nortell sent us these shots

of

a pair

of

Howard DGA-18 s, NC31643

SIN

643 and

NC31620

SIN

620 taken at Swan Lake air

port

in Portland,

OR

in 1941.

two

different photographers

at

different

times o the year,

yet

they

are

nearly

identi

cal. Your photo looks like it was taken in

the fall

o

1954, with grass and weeds

Howard test

pilot

Walt Dieber in the prototype Model 18 at Chicago Municipal

Airport

.

Power was a 125hp Warner.

Jim Rezich Collect ion

A shot

during

engine runs, Frank Rezich

at

propeller, his brother Nick by

the

left

wingtip

Lany Knechtel, Seattle, WA adds this :

Powered by a Kinner R-5 160 hp dual

Ben Bowman, Cornwall, PA; Wallace

(Dip) Davis, Marengo, IL;

F.

C. "Chub"

Trainor, Santa Paula,

CA;

Jack Erickson,


29/36

-Bleriot, continuedfrom page 12

flights

in

the Bleriot, all successful and

without further damage. I have tried

to think

of

the

proper way

to explain

my feelings while flying the Bleriot,

and I guess the bes t way is to say it

is

almost like being

lifted off

the

ground while flying a kite . You im

mediately realize that you depend on

both the kite and the string. If either

decide

s to let

you down

the results

will be the same.

Q

Was

all this wo rth the effort?

A - Now that you are undoubtedly

questioning my sanity for even flying

Fly In

Calendar

The

fo

ll

owing

list

of

co

ming events

is

furnished

to

o

ur readers as

a

ma

tter

of information only

and

does not co

ns

illite approval

,

sponsorship,

involvement

, control

or

direction

of any event

fly-in

,

seminars,

fly market,

etc.) listed. Pleas

e

send

the

information to EAA , Att:

Golda

Cox ,

P.O. Box 3086,

Oshkosh,

WI 54903-3086. In

formation

sh

ollid

be received fOllr

mon

ths prior

to the event date.

OCTOBER 6-10 - TULLAHOMA, TN - Be ech

Party . . Staggerwing, Twin Beech

18

and Beech

owner/enthusiasts. Sponsored

by the

Staggerwing

Beech Museum. Info: 931/455-1974.

OCTOBER

9 -

HAMPTO N, NH - 9th

Annual EAA

Vintage Aircraft Assn.

Chaper

15

Pumpkin

Pat

ch

Pancake ~ i s t

Fl

y-In/RafJIe Drawing. Rain

such a crazy machine , I will tell you

why I think it is

important

that we

keep

these old crates flying . I

hon-

estly believe that with great care and

precaution these aircraft can be safely

flo wn

within

a

controlled environ

ment I also b e li eve that it is

tremendously important that our fu

ture generations have the opportunity

to see some of this primitive technol

ogy in action to fully appreciate what

it

took to get us where we are today. It

seems hard to associate the feelings I

have

tried

to

express

whi le

dining

comfortably

somewhere over

the Pa

cific on a IS-hour nonstop flight from

Los Angeles to Hong Kong delivering

the

Farman Boxkite

. I

wonder

what

the next movie will be or should I just

take a nap?

Modern

day

flight as a passenger

can

show us

just

how far

we

moved

over a century of flight, and the fact

that jet aircraft flight for a commercial

passenger was happening only

SO

years

after the first passenger flights during

the opening years of the 20th century

was

nothing short

of

amazing

Con

gratulations to Roger Freeman and the

folks who help him at Vintage Avia

tion Services

in

Marion, TX for helping

keep the

pioneering

soul of aviation

alive and we ll. - H.G. Frautschy .......

Backlight stays

on until you

turn it

PAYS FOR ITSELF AS YOU USE IT

Pick up TIS and get clearance

before

the

Hobbs

starts running

NEW BUILT-IN

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Includes

headset

interface PTT jack

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CRISP AUDIO

An

audio cuts

through

high

cabin

noise

SIMPLE TO OPERATE

ICOM 's single

knob

tuning - instant


30/36

VINTAGE MERCHANDISE

NEW STYLES! ALL CLOTHING FEATURES NEW THREE-COLOR EMBROIDERED VINTAGE LOGO.

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and adjustable

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this jacket

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Shell and lining are

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Three Rivers.

Features button-closure

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sleeves for durability

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SM-XL V41263 $36

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above shirt

but in

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31/36

Tony Holtham ........... .............

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

............. Eumundi, Queensland, Australia

Eduardo Dienstmann Bica .................. .... .

...... .......... ......... .... Porto Alegre, Brazil

Ricardo Rech........ Caxias do Sui, Brazil

John Bailey ......... .... .... Dublin, Ireland

Fabio Pettinari .......... ......Macerata, Italy

Shuji Saitoh ......J(jta Ku, Sapporo, Japan

William Cessna ........ ......... ....APO, AE

Robert Piatt . ................. .... .Palmer, AK

Mike Atkinson ......... ..........Chandler, AZ

William

F

Baley ........

...... Tulelake, CA

Walter G Boeck ....... Ranch Murieta, CA

Bertie K Duffy .............. Studio City, CA

Don Hamiel ...... ........ .....San Diego, CA

Douglas Charles Maclellan .......... ...... ..... .

................................. Playa Del Rey, CA

Andy Madans .... ...Manhattan Beach, CA

Rodman Smith .................San Diego, CA

Kenneth Stickney . ............Glendale, CA

Edward R. Wamock .....Canoga Park, CA

Jeffrey Wilson ................... Fulierton, CA

William O. Joseph ...... ............ .Eagle, CO

Barbara A. Johnson ...Woodbridge, CT

Duane Brown ................. ...Claymunt, DE

Thomas

E

Schroer ..... . Wilmington , DE

Robert

A.

Berman ..... ...... ........ .... ......

.... .

. ...

.... ..... Palm Beach Gardens, FL

Evan B. Demusz .... Port Saint Lucie, FL

Archie McLachlen .... ....... Cape Coral, FL

Robert B. Nissley .New Port Richey, FL

Brent 1 Higgins ..... ........ ...... Tuscola, IL Joseph S. Callewaert .....Wilmington, OH

Michele Willis .... ................Yorkville, IL Earle

L.

Olson ......................Medina, OH

James 1 Baird ...................Valparaiso, IN Terry Foumier ...... ..... ..... .. ......Bend, OR

Steve R Patton ... ........... Noblesville , IN Mac E Purvis, Jr. .... .............. .Mars, PA

Donald W. Lea ...............Hammond, LA Charles Bevitt ....... ...........Rock Hill, SC

Theodore Dourdeville ..........Marion,

MA

Melvin Marquette .........

...Bristol, TN

Lou Cosimano ...........Davidsonville,

MD

David F. Lyons, Sr. ...........Eliasville, TX

Chester Orlowski ......Rochester Hills, MI RymerH. Smith ...... ...... ... Big Sandy, TX

Gene Purvis ........ .... ............Ellisville, MS Edward Dullaghan ....

Chesapeake, VA

Lawrence W. Fink ............... Clayton, NC

Frank Louis A Isbell ....Chesterfield, VA

Robert C. Potter.. ........... ....... Sussex,

NJ

Bruce A. Martin ..... .... ....... Draper, VA

George Wagner .

................ .Flanders,

NJ

Co1m Meaney ..................... Ashbum, VA

Ian Baren ......... ... ..............Katonah, NY Joe Edard Borzynski .....Franksville, WI

Kevin B. Costello .... .......Oyster Bay, NY Evan Doering . ................... Baraboo, WI

Jerry A. McCurdy......... ....Liverpool, NY Stephen

J

Groth .... ....... ....... Viroqua, WI

George

H

Palmer Washington Mills,

NY

Tim Howlett ......................Merrimac, WI

Walter Bailey ............ ......Cincinnati, OH

James M. Jordan ....... ...... Dodgeville, WI

Jim Beisner .......... ....... .............. Troy, OH

Brian R. Young ............. ............Lodi, WI

VINt GE

TRADER

~ ?

Something to buy sell r trade

n inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part.

.50 per word, 8.00 minimum charge. Send your ad and payment to: Vintage Trader, E Avia

tion Gel/ter, P. O. Box 3086, Oshkosh, WI 54903-3086, or fax your ad and your credit card

number

to

920/426-4828. Ads must be received by the 20th

of

the month for insertion

in

the issue

the second month following

e

.

g.,

October 20th for the December issue.)


32/36

VINTAGE

AIRCRAFT

e m b e r s h i ~ ervicesDirectory_

njoy

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benefits

ofB

and

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B

Vintage ircraft ssociation

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33/36

Gr

Ken and Beverly Hyde with Cli

ff

Roberts

on

du

ri

ng the filming of EAA 's Young

Eagle

s.

Ken

Hyde

Warrenton VA

Founded antique

aircraft restoration

firm

Vi

rg

i

nia Av

iati

on Co

.,

in

1965

American

Airlines pilot -

1965

to

1997

Co-founder

of

The Wright Experiment

U is

pproved

Tobecomea

"Whether it is flying the Jenny to

Oshkosh with Charlie Kulp

or

filming

EAA's "Young Eagles" with Cliff

Robertson, AUA has always been there

for

us

. Thanks AUA "

-

Ken &

Beverly Hyde

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ircraft

Assoc

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nd

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34/36

- CG Woes Continued

from

page 23

nearing 600 feet. Dougie says, "Boy,

what a view, this thing really goes."

"Yea,"

I

reply,

"

it's great."

I fly a

wide downwind leg at 800 feet. I have

had some pretty big loads in the rear seat

on hot days - maybe

not

as big as

Dougie, but it has never affected the

control of the Aeronca.

(Wait a minute ,

Donald

,

you

don ' f

suppose that you have a load

of

water in

the tail do

you

;

how

could it be You

checked the drain grommet at th e bottom

of

the vertical stabilizer post in the filse

lage a while back. Well if this is the case

let s try to nose down

and

dump it

out

through the inspection plates in th e belly.

It can t hurt to get the center ofgravity

further forward anyway.)

1 have the nose down as best I can with

the stick against the forward stop, and can

only get 70 mph on base with heavy throt

tle. I make a shallow left tum onto fmal at

400 feet and I am now controlling the de

sent

of

the airplane with the throttl e at

cruise power (2,150 rpm) making slight

corrections in the stick forward mode to

keep the tail from falling out from under

us As 1 flew it onto the runway there was

no flare out because we were in "super

flare" position all during the fmalleg .

1 have read that a wing will not fly at

more than a

17

degree angle

of

attack, but

1 would swear that when the tail wheel

touched the runway the Aeronca was an

gled at 30 degrees and then pitched up to

45 degrees. 1 thought we were going over

backwards due to the entire bottom of the

wing being exposed to ground effect and

the prevailing wind added to our forward

speed. 1 still had full forward stick, but to

no avail. The tail wheel was rolling on the

runway. The nose stopped rising and

started down with increasing speed, meet

ing the pavement

with

a jarring slam.

(Thank you oil and spring oleos.) 1 slowly

taxied

to our tiedown spot and

asked

Dougie

to

get my camera from the car so

that 1 could take his picture by the plane.

1 then took a small piece

of

weed and

pushed it into the drain grommet at the

bottom rear post

of

the fuselage. Water

drained for about five seconds before it

clogged up . 1 did this again and again,

with the same results. Finally, 1 took a

small screwdriver from the Aeronca door

pocket

and made

a two inch slit in the

fabric

just

ahead

of

the drain grommet.

Water poured out and continued to for a

while I t seemed like five gallons

egressed; it could have been more or less.

Dougie came back with the camera

and

1 took his pictu re by the plane . He

keep telling me what a great ride

it

was.

1 finally told him, "I don't think we

will get another ride like it."

The following

evening

1 sewed and

vintage airplane - oct 1999

Documents