Vintage Airplane - Aug 2000
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STRAIGHT AND LEVEL
2 VAA NEWS
4 AEROMAIL
THIRTY FIVE YEARS AT THE OUTER
MARKER! Dutch Redfield
8 MYSTERY PLANE/HG.
Frautschy
9
PASS IT
TO
BUCKl
E E Buck Hilbert
10 VAA CHAPTER 33
FLY-IN/Steve E
ml
ey
12 RAIN DOESN'T DAMPEN THE ENTHUSIASM!
Norm
Petersen
16 GREAT PLAINS, GREAT LAKES/H G
Frautschy
22
TYPE Ct UB NOTES/H G
Frautschy
24
DUTCH'S WACO ZKS 7
27 CALENDAR
28 WELCOME NEW MEMBERS
29 CLASSIFIEDS
www vintageaircraft org
http:///reader/full/www.vintageaircraft.orghttp:///reader/full/www.vintageaircraft.org -
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STR IG
T L E
by
ESPIE
BUTCH JOYCE
PRE
S
ID
E
NT
,
VI NT
A
GE
IRCR FT
SSOCI TION
f you're a new member who just joined us at AirVenture
2000, welcome to EAA's largest Division, with nearly 10,000
fellow members
who
share your enthusiasm for th e great air
planes of yesteryear.
As a member of VAA, there are a number of benefits specific
to your visit to
EAA
AirVenture 2000. Just look around the V
AA
area, and you'
ll
many
areas that your membership benefits.
The Type Club Headquarters, Workshop tent
and
V
AA
Forums
are great examples of what we accomplish
as
a group.
For
you to treasure, each year we put together a participants
plaque. It includes a
photo
of your aircraft
and th
e AirVenture
2000 logo. As a member, the plaque
is
free. Non-members are
charged $10.00 for the plaque.
While you're shopping in the V
AA Red
Barn sto
re
, be sure to
show your VAA card when you check out - it's work an addi
tional 10 percent off the price. (Discount offer good only at the
time of purchase
.)
We are in the process of putting a package of materials for
use by VAA chapters during FI-Ins. Included in that package
will be a VAA Prop Card. We'll
hav
e these new cards
on hand
at the Red Barn. Show you pride in VAA by displaying it on
your airplane when you visit AirVenture or any of your local
fl
y-ins.
I try to keep my prop card neat by using a labeling machine
for the letters and th en putting some clear "page protector
plastic over the entire prop card. Then I can reuse it for the
fly
ing season.
People really seem to appreciate having th e information
about your airplane. It also makes
the
jobs of our judges and
editorial staff much easier when you display a prop car
d
Membership has many benefits, not the least of which is
acquired some life long friends.
Volunteering doesn't have to be a big job ei th er. My very
first job as a VAA volunteer was pretty simple - a
ll
that anyone
would allow me to do was stay in the back room of the Red
Barn
and
make lemonade for the vo lunteers working hard in
the sunshine
In the year 2000, we' ll have 58 chairmen and vice-chairmen
administering
to the
wide variety of tasks
we
need done to put
toge ther such an amazing event.
Many of these chairmen have volunteers working in th eir
area of r
esponsibi
lit y. We
have approxi mat
ely 350
volun-
t eers
who work
in
our
area eac h year. Some o f
these
hard-working
fo
lks put in 10 to 15 hours of work, wh ile oth
ers may put in
80
hrs of work . t
isn't the quantity
of
tim
e
you spend (it certainly
is
appreciated ) but the fact
that
even
an hour or two a day makes a big difference. The volunteer
force
in
the
VAA
area
a l
one
acco
unt
s for
an
es
timat
ed
16,000 hours of labor during the week of AirVenture, work
th at benefits EAA and the VAA.
To each or
you
who vo
lunt
eer, I want you
to know how
much I and the rest of
th
e VAA Board
and
staff appreciate all of
th e work that you do to make the VAA area of A
irV
enture the
most membership friendly area of
th
e ground
s.
We also wel
come
any
input
that the membership
might
have that might
be helpful in improving what we do.
"THANKS "
Dic
ky
Bird
of Eng land recently wrote me an E-mai
l.
He took
time to ex plain that his was not a complaint E-mail. He wanted
to
th
ank me for the hard work that I have been doing for Vin
tage aircraft,
and how
much he enjoyed being a member. The
work done by VAA
is
a joint team effort.
-
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VAA
NEWS
compiled y H.G. Frautschy
AIRWORTHINESS
DIRECTIVE
PROCESS
LATEST
EAA
-
BACKED
EFFORT
FOR
VI NTAG E
AIRCRAFT OWNER S
Owners
and
pilots of vintage air
craft
are
becoming a greater
influence in the
federal regulatory
process because of several recent
efforts initiated or supported by
EAA. These efforts
have brought
issues regarding
vintage
aircraft to
the forefront
,
meeting
the
needs
for
thousands
of
airp
l
anes built
prior
to
1966.
Among the issues addressed by
EAA include
an unprecedented
ef
fort to modify the Airworthiness
Directive
(AD)
process, in coopera
tion with various aircraft type clubs,
other aviation
groups such as
the
Aircraft
Owners
and
Pilots Associa
tion
(AOPA),
and
the
Federal
Aviation Administrat ion
(FAA).
As part of EAA s efforts, the associ
ation's Division
that is
specifically
dedicated for enthusiasts of older
aircraft - the Vintage Aircraft Associ
ation (V AA) - have
scheduled
two
special meetings
of
particular inter
est
on
specific issues. A meeting for
THE COVE R S
FRONT ND
B CK COVERS
One of
vintage
aircraft type clubs
has
been
planned for Thursday, July 27, while
FAA
will report on aging aircraft is
sues
on Saturday, July
29 . These
meetings are in
addition
to
the
dozens of meetings, forums
and
gatherings scheduled for vintage air
craft
owners
throughout
EAA's
annual AirVenture gathering at
Oshkosh.
There has been
outstanding
progress in vintage aircraft issues
over the past several
months,
said
Earl Lawrence,
EAA
Vice President of
Government Relations. Thousands
of our members enjoy owning,
restoring and
flying older aircraft.
There are unique situations regard
ing these aircraft
that include
maintenance, safety and restoration.
We want
to
make
sure people who
own and fly these airplanes can en
joy
them
for years
to
come.
Other
vintage
aircraft topics
that
have received
extensive
EAA
atten
tion include installation of shoulder
harnesses in some older airplanes
and maintenance
of orphan air
craft - airplanes that no longer have
manufacturer support. In addition,
EAA
was asked by
FAA
to partiCipate
in
an
ad
hoc committee
created
to
study other aging aircraft issues.
Many of
EAA's
initiatives
grew
from a gathering in Kansas City,
Mo., in early 2000
that
dealt specifi
cally with vintage aircraft. Included
considered vintage
aircraft. There
are
tens
of thousands of those air
planes that are still workhorses of
the general aviation fleet.
We'll be keeping you appraised
of the ongoing
efforts
of
EAA
and
the family of Type Clubs to educate
the
FAA
and other
industry
groups
as we
all work
to
meet
the
chal
lenges
we
face in keeping
these
great aircraft in the air.
REGIONAL EAA FLY-IN S
ON THE WEB
f
you're looking for the most cur
rent, up-to-date information
on
EAA
Regional Fly-Ins, look
no further
than the Internet. You can start your
journey by logging
into
EAA's web
site at www.eaa.org , or
going
di
rectly
to each
fly-in web site.
Here
are their
URL s:
EAA
Golden
West
EAA
Regional
Fly-In, September 8-10, www
gwfly-in.org
EAA
East
Coast
Fly-In,
October
6-8
www.eastcoastflyin.org
EAA
Southeast Regional Fly-In
(SERFI), October 6-8,
wwwserfi.org
Copperstate
Regional
EAA
Fly-In,
October 12-15,
www.copperstate.org
EAA
Southwest Regional Fly-In,
October 20-21,
www.swrfi.org
Fall
is
a great time for a fly-in , so
start
planning
your
trip to
one of
http:///reader/full/www.eaa.orghttp:///reader/full/gwfly-in.orghttp:///reader/full/www.eastcoastflyin.orghttp:///reader/full/wwwserfi.orghttp:///reader/full/www.copperstate.orghttp:///reader/full/www.swrfi.orghttp:///reader/full/www.eaa.orghttp:///reader/full/gwfly-in.orghttp:///reader/full/www.eastcoastflyin.orghttp:///reader/full/wwwserfi.orghttp:///reader/full/www.copperstate.orghttp:///reader/full/www.swrfi.org -
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The target date for publication has
been set at or before
the
year 2002,
the
seventy-fifth anniversary of
the
famous flight to Paris in 1927.
Actually, there will be two books,
the second one covering all of the
goodwill
tours of
both the United
States (80 cities) and later the trip to
Mexico, Central and South America,
the
Caribbean
and Cuba
before it
was permanently placed in the
Smithsonian museum's collection in
Washington, D.
C.
I still need
help obtaining good
photographs taken of the Spirit when
Lindbergh visited the following cities
and towns.
Indianapolis, IN
Tulsa, OK
Lordsburg,
NM
Little
Rock,
AR
St. Paul,
MN
Memphis, TN
Abilene,
TX
jackson,
MS
Oakland,CA
Atlanta, GA
Dallas, TX
Baltimore,
MD
While I have a
few
photos from a
couple of these locations, they're un
acceptable for various reasons. Some
are unclear or can't be attributed ac
curately to the location.
So, fellow EAAers, please
check
your
photo collections, photo al
bums, scrapbooks, attics, basements,
nooks and crannies. I ask this of EAA
and VAA members worldwide. One
never knows where such photos can
turn
up. Pictures can show the air
plane with or
without
Lindbergh. f
E
FORD ON TOUR
f
you're living or visiting the area arou
nd
Auburn, Indiana during the
annua
l Auburn Cord Duesenberg Festival 2000,
he
ld over
La
bor Day
weekend, you'll have a chance to ride on
EAA's
famous Ford Tri-Motor.
EAA's
Ford will be at
the
Auburn,
Indiana
airport starting on
Fri
day,
September
1,
departing
on
Monday, September 4 (weather permitting, of
course). Last year's visit by the Ford was a great success, with dozens of
flights made over the course of three days. Auburn enthusiast Paul Fischer
brought his 1935 Auburn 851 Coupe from Lehigh Valley, Pennsylvania
and
shared
it with the
Ford crew
the
after
the
airplane's cross-country
flight from Oshkosh. Paul's Auburn
is
supercharged. t was hard to tell
who was more excited about seeing each other's rare conveyance - Paul or
the
Ford
Crew
Navy Flight Instructor School on the
airport.
t
was
then
listed as Lock
port, Illinois airport. They are seeking
pictures
of the flight instructor
school,
including
aircraft on
the
flight
line,
housing
facilities,
etc
.
Th ere was
also
a manufacturing
plant on the
field called Globe Cor
poration that manufactured Franklin
gliders for
the
Army Air Corps
and
radio controlled drones.
f
you have
any information or
photos
of
the airport during
this
time period, please
contact
Frank
Goebel, vice-president of
EAA
Chap
plus $2.50
shipping
and handling.
The
Airman s
.
has
many of the
same
stories
you ve enjoyed in
Thirty Five Years .
plus
many
more
flight and people experiences you'll
enjoy. Order it from Holland
L Red-
field, P.O. Box 941, Cutchogue, NY
11935-0941.
BOOKS
TO ENJOY
Mystery Ship
just off the presses is Edward
H.
Phillips'
Mystery Ship
It's a history of
the Travel Air Type R monoplanes.
It's published by Flying Books Inter
-
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Dear
Sir
Although
I
do not
s
ub
sc
ribe
to
your maga zine , I
thought
the en-
closed
photo would be
of
intere
st
to you.
In about
1908
my grandfather,
John Henry Menning,
and
my father
William
Henr
y
Menning
built the
airplane
that
is
pictured.
As
you can
see it was
completed and
ready for
the
maiden flight
in
1910.
The young gentleman on the right
and
perched
on the fl
y
ing machine
is
my
fath er. The other gentleman
on
the
left
and
leaning on
the
wing
of
the
plane is Charles Fessler, a life
long
frie
nd
of
William Henr
y.
The
two pairs
of
feet
in
the background
have never been identified.
It was constructed in a large build-
ing
on the
b
ac
k of
John
He
nr
y's
property, located on East Hermitage
Street in
th e Roxborough area of
Philadelphia. I am told the
building
later became a peanut butter factory.
John Henry decided
on
the Bel-
mont
Plateau
for
takeoff . This is
across
the
Schuykill River
in
Philadel-
phia and
up
a
long hill
leading to
the
Plateau.
How
John
Henry and
William
Henry managed
to get the
airplane to this spot I
cannot
say.
Af-
ter
what
I am sure was quite
an
effort
the
plane was
in
place
and
ready for
flight. John Henry was seated and
ready for flight . And
fly
it did, bit did
not clear a fence. End of flight.
My grandfather was not
about
to
lose
money
on this
proj
ect.
He hi red the Dixie
Vaude-
ville Theater
and
sold
tickets. People came from all
over
th
e 21st Ward to see this
mod
ern miracle.
I have read
that
th e Wright broth-
ers
owned and operated a bicycle
shop.
John He
nr
y was a
machini
st,
having his own "Mount Vernon Ma-
chine Works
in
la t
er
years.
I
am
told he
se
rved his machinist appren-
ti ces
hip
as a
bic
ycl e mak er.
Ve
ry
inter
es
ting
I am
happ
y to share this informa-
tion
with you, also a photograph.
Sincerely,
Ruth
E.
Michel
North Cape May, New Jersey
Ruth s photographs are of two
differ-
ent aircraft.
Th
ephoto
tak
en
in
front
of
the
shed
look
much
lik
e a Bristol
Boxkite,
and
the other,
with
William Henry Men-
ning perched on
th
e edge of
h
e cockpit
app
ea rs to be a shoulder-wing mono
plane with a Bleriot type (uselage that
had a pair
of
tandem wings mounted
closely to
ge
ther, one in front of the other.
In
that
sense,
both phot
os raise
a
few questi
ons .
What is the exact
configura-
tion
of
the wings? The close up
vi
ew
giv
es
us
scan
t details, but
the double cabane struts on the
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e rs
tt
Outer Marker
ore
Misadventures South
of
the Border
T
he following evening we again
originated the southbound
flight to Mexico City, flying
the same airplane with many of our
passengers from the night before.
t
had
been
thoroughly
inspected, en-
gines
tested
and run up, and the
airplane released for flight with con-
firming signatures in the logbooks.
Full commissary was aboard, lavato-
ries spotless and the fuel and water
Washington
and
Atlanta crept
slowly toward us then disappeared
beneath the huge
wings,
growling
engines and throbbing propellers.
My companion sitting across from
me occasionally
turned up
his
map
light
as he
referenced his charts and
flight
computer and
we were
both
enjoying the evening in th e dimly
illuminated cockpit.
Suddenly he
turned
to me and cried, "Look " as
trolling switch. The indicators were
designed to display, "ON." "OFF," or
a "CROSSHATCH"
indication
if
the
valve was
in
transit from one posi-
tion
to
another.
I was
dumbfounded and
alarmed
to observe these fuel valve
position
indicators
,
despite no
cockpit in-
puts, clicking in a random pattern
across the four engines from "OFF,"
to "CROSSHATCH," to "ON. It
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Mexico was not far
ahead.
t was
midnight
and with this crazy fuel
system
we
didn t
know whether
we
could
keep the
engines run
ning or not. We eased over toward
the shoreline and
quickly called
New Orleans traffic control appris
ing them of our problems .
f it
became necessary to ditch we
would put the airplane down close
to the sandy beach, rather than in
the Louisiana swamps.
One thing
was
sure-after
our
engine
icing problems of the pre
ceding evening,
should
the
engines now flame
out
due to lack
of
fuel as the fuel supply valves
went through their crazy cycle, we
were at least now well acquainted
with the necessity for
relight
within 5 seconds,
the ten
second
countdown procedure and the
penalties involved should we
not
adhere to the five minute drain re-
quirement.
We were at 28,000 feet
and
the
lights of New Orleans at last ap
peared far ahead, then crept ever so
slowly
toward
us. We
were
spring
loaded for
the
engine relight proce
dure
and watched tailpipe
temperatures and the fuel valve indi
cators very closely, while trying to
dig out New Orleans airport and ap
proach charts. Neither of us had ever
landed there.
Twice
the
airplane pulled
hard
to
the left, but before we could get un
derway with the relight
countdown
procedure
the engine relit itself as
fuel
supply
was luckily restored by
the opening and closing valves. We
I
was
dumbfounded
and alarmed to observe
these fuel valve
position
indicators, despite no
cockpit inputs, clicking
n
a random
pattern
across
the
four
engines
from
O F ~ to
CROSSH TCH
to liON
The valves and lights of the fuel
sys-
tem continued their crazy cycle
and
as
we descended she pulled softly
to
the
right and the tailpipe tempera
tures
indicated
No.4 engine was
flaming out,
but
as we began the en
gine relight countdown she came
back in as fuel as re-supplied.
As we got lower we could see that
all of
the
airport runway lights were
now
on
and
the
tower cleared us
to
land unrestricted on any runway.
The evening winds were light
as
we
lined up for a steep power
off ap
proach
to the longest runway and
delayed flap and gear extension un
we
were
at least
safe on
the
ground, and let
the
engines quit.
Except for the
airplane s
very
warm cabin we were all right,
and
their
job
done,
we dismiss ed
the
emergency trucks and thanked
them.
As
we taxied to the
ramp
area,
and then
past
the
tower,
the
men
silhouetted there peered
down
on us.
Which
radio voice
that we
had
been communicating
with, went
with which
of the fig-
ures silhouetted up there, I did
not
know, but I opened
the cockpit
side window
as
we rolled past
and
waved while radioing our thanks
for their help during the last many
hectic minutes.
Our sweltering passengers were
off-loaded as we finished our cock
pit
chores. A few
minutes
later,
as
we left
the
cockpit and stepped
into the
main cabin,
I was most
disturbed to find a
soaking wet
forward cabin floor
with streams
of
water
dripping from the air
plane s ceiling.
Then,
as we
descended the
stairway
to the air
port
ramp,
large
puddl
es
could
be
seen beneath the airplane just aft of
the nose
landing
gear, glistening in
the glare of the
ramp
floodlights,
where water was
dripping
heavily
from the plane s belly.
The airplane s forward drinking
water supply tank was located in the
main
cabin ceiling
and
unfortu
nately positioned directly over the
main
electronic bay which was far
below in the forward belly. The tank
had
sprung a leak
and
shorted
out
the fuel system operating circuitry
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and
because I
had
been there at the
time of the fuel feed problems, I was
asked
to
accompany them as an ob
server. For a couple
of
hours,
the
fuel system, its shutoffs
and
its cross
feeds were
carefully
and
systema
tically wrung out, and under all pos
sible
conditions the
system
now
functioned perfectly. s the test pro
gressed we
worked
our way
northward to Brownsville, Texas, at
that
time the nearest airport to Mex
ico City with
an
instrument landing
system. The fuel tests completed, it
was
planned to then do
some badly
needed ILS training
with
several
Aeronaves pilots
who
were aboard.
The first approach, however, was to
be
an
auto-coupled approach during
which the autopilot automatically
tracks
the
ILS
glideslope
and
local
izer beams.
s
we
had
just
done
with
the
fuel
system, th e autopilot also was to be
thoroughly tested prior to release of
Following our fuel system evalua
tions I left
the
cockpit. In a
few
more
minutes, as
the
training crew in the
cockpit prepared for
the
planned au
topilot controlled
ILS
descent
to the
runway,
the airplane
was turned
outbound on the
ILS system at 1,500
feet.
When it
was time to engage
the
autopilot the autopilot
switch
was
positioned to
"Engage,"
but
I
learned afterward that the switch
would not stay in the engaged posi
tion. After a few checks were made it
was tried again, but to no avail be
cause
preventative
circuitry
continued doing its job. A third try
was
then made and this time it
seemed to say,
OK
boys, i
that's
what you want " and
applied full
left aileron and locked it there.
In response,
the
airplane quickly
rolled into a very steep bank causing
a side slip
at
a very
high
rate toward
the fast-rising
ground.
In the cock
pit,
the
combined
strength of the
above
the
trees.
s things simmered
down, ex
planations made, and
brows
mopped in relief, a representative
of
the autopilot company
moved
to
the
radio
rack, loosened the re
taining
screws and removed the
"
new and improved
" unit. He then
walked aft
to
where I was Sitting
and
placed
it on the main cabin
floor. t this point I suggested, and
he agreed, perhaps
we
should
heave it
out
the
back door.
Nobody now felt like doing any
more training
so
the airplane
was
headed
back to Mexico City. We
landed
and
taxied up
to the
airline's
hangar where a stairway was rolled
to the
forward entry door
and
at this
juncture, I picked up my
battered
flight bag,
strode
the
length
of
the
cabin, out the
main
cabin
door,
down the
stairway, across
the
hangar ramp, then trudged a mile
and
a half across the airport, its run-
I was most disturbed to find a
so king wet
forward
cabin
floor
with streams of
water dripping
from
the airplane's ceiling.
the
airplane back to
the
line , be
cause up until
the night preceding
there
had been a long-standing re
striction against its use
at altitudes
below 10,000 feet,
the
reason being
that the
autopilot
was strongly sus
pect in an earlier accident in Britain.
t
the factory extensive changes
to
the
autopilot
circuitry had been
two pilots at
the
controls was un
able to overpower the displaced and
locked ailerons in order to level the
wings,
and
actuation of
the
autopi
lot disengage buttons
on
the
control
wheels
and the
engage/disengage
switch
on
the
autopilot
pedestal
control
module had
no
effect. Aft,
in the main cabin
I was unable
to
ways, and its taxi strips in the hot
sun to
the
airline terminal building.
I never looked back once. I had had
enough of this crazy airplane in the
past
few
weeks
and with
my
own
money bought a ticket for a flight
that
night
back
home to
New York,
aboard a good
old
Eastern Airlines
Yankee-built Douglas DC-7.
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8/12/2019 Vintage Airplane - Aug 2000
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u ~
Mystery
by H.G. Frautschy
most
complete answer:
The aircraft
is
a Monsted-Vincent
MV-1 Star
Flight.
t was
built in
New
Orl
eans
and its
first
flight occurred Oc
tober
1,1948.
May s Mystery
Plane came to us
courtesy of Clancy
Hess,
longtime
EAAer. Clancy
took the
photo
in
New Orleans,
and
later flew the air
pl
ane. Harold
Swanson sent us
the
This one is pretty obscure , so
we 'll give a
couple of hint
s. t was
taken in front
of
the hangar at
Michigan
State Aviation
School
during the
la
te
1920s.
Our
thanks
to
Member
Brian Baker of
Farm
ington, NM for sending us th e
photo. Send your answers
to:
EAA
,
Vintage Airplane, P.O. Box
3086
,
Oshkosh, WI 54903-3086. Your an
s
wers need
to
be in
no later
than
September 25, 2000,
for
inclusion
in the N
ovember
issue of Vintage
Airplane.
You can also
send your
response
v ia e-mail.
Send
y
our
answer to
v
in tage@
eaa.org.
Be
sure to include
both
y
our
name
and
address in th e body
of
your
note
,
and put
(Month ) Mystery
Plane in
the
subject line.
Co incide
nt
ally Pat Pac
ka
rd
of
Om ro WI
al
so
inqu ired abo
ut
th
e i
ent
ity of
the
airplane
just
as th
e May
iss
ue w
as
going
to
pr
ess
Pat
pa
ssed
al
ong
thi
s pho
to of
the
MV-1.
Far
l
ey
Vincent and
Robert
Monsted
were
WW-
JI
Air
Force
p
il
ots who served
with distinc
ti
on. V
in
cent
was ran an
FBO in Lou
isiana.
The Des ign
er was
Art Turner, former
engineer w
it
h Lockheed and Donald
mailto:[email protected]:[email protected]:[email protected]:[email protected] -
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PASS IT TO BUCK
by E.E.
Buck
Hilbert
EAA
#21 VAA
#5
P .
Box
424 Union IL 60180
New Technology
Friend? or Enemy?
Thumbing
through
Airline
Pilot
magazine I came across a statement
by
one
Chris Lehman, editor in chief
of CAT the journal for Civil Aviation
Training. Chris was specu lating that
New technology was creating people
who fly airplanes, rather
than
pilots.
He stated
that modern
avionics
and
cockpit technology are pure joy,
if
we
have
the
right mindset, are prop-
erly
trained and don't become
absolutely dependent upon them . I
agree with him.
The new technology
is
wonderful
and
almost too easy to use. My com-
plaint
is that
it
is
eroding airmanship.
It is too easy to become completely
submerged, so enamored with it,
that
the basics are lost. What if? never
seems
to enter into
i t anymore. The
thought of the system malfunction-
ing or partial failure o f an electronic
component
is
unthinkable.
The thought that if there is an
emergency, one
needs
only
to
push
the button that provides the infor-
mation on the ten nearest airports
or VORs is
very
comforting, but
never heard of,
are thrown
at him.
He's in the sweat box (simulator) for a
coup
le
hours proving to
the
examiner
that he can
handle
any situation.
Then, after
the
box, there
is the
cri-
tique and the
oral.
The oral
covers
most any
of
the
aircraft systems: hy-
draulics, electrical, limitations, and
operating
techniqu
es, regulations, hi-
jacking, emergency evacuation, FARs
and whatever else the
examiner
dreams up. I guarantee that the whole
procedure will leave a person
com
-
pletely
drained
when it's over. He'll
also
know
his weak spots
and
will
do
something abou t it.
Before the advent of
the
simulator,
the
entire
check was
done in
a real
airplane and it's still done that way in
some cases. We lost engines
on
take-
off; we used raw
data
for
approaches
with engines out. Hydraulic prob-
lems,
electrical problems,
control
malfunctions, every possible problem
was practiced,
and as
realistically
as
it
could be done.
Unfortunately,
as time went
on,
we lost people
and
airplanes. We
difficult to make a decision. Then
along comes
the
glass panel,
the
new
technology. It makes the
decisions
for us. It plots the course.
t
handles
the
little irregularities. t leads us
around
by
the nose and
we
become
so
dependent upon
it that
What
if?
is lost in the process.
What
if? has to be brought back.
That
old
attitude
of
being spring
loaded to
handle any
situation has to
be
there.
Use
that
new technolog
y
but
keep
part
of
you attentive to
What if? I was never a Boy Scout,
but
I like their motto,
Be
prepared.
Whether you're
in an Ercoupe,
your
Aeronca, or a Twin Beech, you
should
be
prepared
if
that
new or
even old technology lets you down.
Know
your
radio
out procedures.
Know where you are. Make practice
runs
in your
mind
to handle What
if? situations. Do
yo
u have maps
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1st Annual Vintage
Chapter Thirty Three Fly In
By
Steve Emley
the
ideas,
planning and
or
ganization came together on
aturday, March 6 for
Chap
ter Thirty-Three of
the
Vintage
Aircraft Association. Our First An
nual Vintage Fly-In was held at liThe
World famous Flabob
International
Airport"
RIR) in
Riverside, Califor
nia
and
was proclaimed a "Roaring
Success" by
all who attended
I t
seems that whenever
you get
a
bunch of airplane people together
for food, friends
and
fun, everyone
always has a
great time. Not
only
did this adage prove true again, but
we
walked
around for
days after
ward
with
staring
eyes, fixed gazes
and crooked
smiles
stuck
to our
faces. We had a blast
The
dedicated chapter
members
arrived for
an
early breakfast
at
Sil
ver Wings Cafe and were ready for
the
typical Southern California low
clouds
and
fog to burn off
and
give
way
to
the
morning
sun. The
wait
wasn't
long and we were rewarded
by
the airport being offiCially de
clared
VFR
just as the first of our
guests began
to
arrive.
Soon
th
e
burgers and dogs were
on
the grill
The Polyfiber fabric
covering workshop
in Travis Gammill s
hangar was a big
success.
The flight line
at
Flabob with a mix
of Antique,
Classic
and lightplane
replicas.
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English Wheel, aluminum riveting
and
manufactured parts assembly
and were astounded with the relative
ease
of modern fabric covering
techniques. Many thanks to Air
craft Spruce
and
Specialty
for
the
metal and Polyfiber, for the cover
ing
supplies. t just "goes
to
show
ya that with a little help from
your friends,
you
can
accomplish
almost anything
By
early afternoon we had
an
"of
ficial guess
as to
the attendance and
came up
with
about 40 aircraft and
some 150-200
people who showed
up for what we hope will be only
the
first of a long succession of Vintage
Aircraft Association Flabob Fly-Ins.
What
we didn't
have in quantity,
we
certainly made up for in quality
We
had
aircraft
such
as
Barry
Branin's 1931 Waco QCF-2, Martin
and
Wendy Benson's
Stearman,
Ralph Baxter's Waco UPF-7, Ron
Karwacky's beautiful
Cessna
195,
Larry
VanDam's
Bonanza
(the en
gine clean
enough
to eat off of)
and
Jack Kenton's Travelair 4000. There
were many more that due
to
space
cannot be listed, but many thanks
to
all who attended. We hope you had
as
much fun
as we
did .
All of us at Vintage Chapter
Thirty-Three wish
to
offer a sincere
and very heart-felt Thank You to
all
who contributed their time and
effort to make this Fly-In
the
success
that
i t
was. We especially
want
to
thank Gerry Curtis, Fly-In Team
Leader for this year's
event.
Gerry
put in
the
time, effort, organization
Kenny Fitzgerald (left) goes
over riveting
with
metal
workshop volunteer Jim
Pyle.
Larry Van Dam s spotless Bonanza was one
of
the
many aircraft displayed.
Jim
O Brien
flew
in
this Taylorcraft
BC12-D
which fea-
tures
the
extra plexi-
glass panel in
the
lower
half of the
doors.
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American
Waco Club
Fly In
t Creve Coeur
y
Norm
Petersen
T
he
tiny
airport located
on the northwest side of
St. Louis, MO,
that
car
ries
the name Creve
Coeur
Airport was
once
again the gathering
place
for the
annual
fly
-in of the American Waco
Club, a group of multi-talented peo
ple
who enjoy
the
sound
of
round
engines and airplanes with two sets
of wings on them.
The
dates were
June 1S-18,
2000, and some
26
Waco aircraft were on hand for the
celebration.
Into this group,
we
must add the
aura of Creve Coeur Airport itseJf-a
literal treasure of
antique
airplanes
of
every kind and
in all stages
of
restoration. A tour of the hangars
at Creve Coeur is almost like a time
warp, starting with a really fine air
plane museum and
continuing on
to some of
the
most interesting
hangars this
author
has ever been
privileged to inspect.
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From the capable hands
of
John Cournoyer comes his latest piece of work-a rein
carnation of the Texaco Number
17
Waco
UBF-2
. The workmanship and finish on
this airplane
is
outstanding.
A smiling Chuck Doyle, Jr. stands by
his
Travel Air 4000,
powered by a gleaming Lycoming 300 hp engine
that
features highly polished rocker boxes
with the
name,
Wright
on each one. As Chuck explains,
he
always
wanted a Wright-powered Travel Air
Travel Air 4000,
flown
by Chuck Doyle, Jr.
and
an
R-985 powered Mulli
coupe flown by Bud
Dake. Impressive
With the
rain contin-
uing to dribble towards
evening, the
Friday
night banquet was
moved inside the
hangar
where we were treated to
a
chicken dinner
by
hosts l and Connie Stix
with
some excellent as
sistance by some busy
volunteers.
The
ex-
change of vital Waco
information between the
club members
during an
evening
meal such
as
this
is
most amazing.
Winner of the 2000 Bob Poor Memorial
Award
for
pride of ownership of a
Waco, was Robin Williams of Michigan,
who
flies a beautiful
Classic
Waco YMF
5 done up in a blue and white paint
scheme.
Gatherings such as
this
make
the
entire
trip worthwhile. Following
the meal,
this author
served
up a
number
of songs on the accordion
plus a few sneaky jokes in between
as
I
have been known to do
on
occasion.
A
planned
group
flyout
to
a pri
vate grass strip on Saturday
morning
had to
be cancelled because of more
rain, so most of the folks spent time
going through hangar
after hangar
filled with
delightful
airplanes of
every
vintage
. By
afternoon, the
rains had given up and the Waco
rides were back in full swing. One of
the
treats of
the
fly-in was a ride
in
John Schwander s
newly finished
1932 Waco
UEC
cabin
with a
220
Continenta l up
front
that features
a front
collector ring exhaust.
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Totally restored in the livery
of
"The Viking Flying Boat
Co
."
as
delivered in 1932, this Waco
UEC is the
handiwork
of
John
Swander
of
DeSota,
KS.
The 1
O-year
restoration shows at every turn, even
to the front
exhaust collector ring on
the
Continental
R-670
engine
of
220 hp.
John's
ten-year project was impec
cably restored and to fly
in
such an
airplane-where every piece
on the
airplane feels tight-was indeed a
treat.
The Saturday afternoon annual
business meeting was held
under
the
able direction of President Phil
Coulson, who has that
innate
abil
ity to keep
things moving
along
in
a brisk fashion.
When
all was said
and done,
it
was back to flying
Waco airplanes. A group of five
UPF 7 Wacos made a beautiful for
mation flight over the assembled
crowd with one of the UPF's pulling
skyward
in the
traditional missing
person tribute
to
the late Mrs. Jack
(Pauline) Winthrop, a vibrant mem
ber of
the
American Waco Club for
many,
many
years. If there was a
dry eye in the
entire
crowd
at
this
moment, I didn't see it.
The Saturday
evening
banquet
was
held
in the
hangar
with
the
culinary
delights
handled
once again by Al and Connie
Stix. Believe
me when
I say,
nobody ,
but
nobody, went
hungry.
Entertainment
was
provided by a young song
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Originally, a little four-cylinder,
85-hp Cirrus Mark 3 powered
the
Great Lakes. While a two-place air
plane, the Great Lakes 2-T-1
wasn't
very big. Just 20 feet, 4 inches long
with a
wingspread
of
just over
26
feet, the
Great
Lakes was
quick to
gather a reputation
as
a fun, nimble
airplane to fly
But the first ones weren't that way
at all After initial test flights, a small
problem crept up and bit designer
Charlie Meyers.
Charlie
had been
the guiding force on the drawing
more airplanes had already been
built, with two more
on the
shop
floor, their construction well along.
If Charlie
made
the
engine mount
longer to
counteract
the tail heavi
ness,
the aerodynamics of the
short-coupled
design would suffer.
What to do?
Shifting the
airplane's
center of
gravity (CG) aft without
changing
the wings'
location
would be the
ideal
solution,
one that designers
had
used before,
and
often since.
Charlie
Meyers
took advantage
of
equipped
with
the
90-hp American
Cirrus engine, by some accounts
the
order
books
had over
700
orders
listed.
But
you
all
know what
was com
ing. Some of you lived it,
the
rest of
us read
about
it,
but
we all still deal
with its aftermath
71
years later. The
Great Depression meant money for
buying and flying fun airplanes all
but dried up. Even with drastic price
cuts (from $4,990 to $2,985 by 1931)
the
company struggled to stay in
business. Each model of
the
airplane
At
Left) The
aft
cockpit
of
the Great
Lakes
features period instruments, including a bubble-faced Kollsman compass surrounded
by a crash pad. One interesting aspect of
the
biplane s cockpit is
the
location of
the
airspeed indicator-it s
the
instrument mount-
ed just above and to
the
right
of
the fire extinguisher, down near
the
floor. At Right) Cameron Saure, Reynolds, North Dakota.
table for Waco when it produced the
Waco 10 and the spectacular Taper
this elegant solution. Each of the up
per wing's
outer
wing panels was
seemed to add to the possibility that
the
design would continue
to
make
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new model, dubbed
the
2-T-IE,
to
third
place (at an average
speed of 107.33
mph) in
the
Derby,
and later to 16th
position in
the
Na
tional
Air Tour of
1930. The glowing
reports from the pi
lots who flew
the
airplane
for
sport
and
for
air
show
work helped the
company some,
but
the financial hard
ships of
the
day
made
quite a
dent
in
the sales for the
biplane, and Great
Lakes
only built
a
dozen of the 2-T-IE Sports.
For decades afterward, the Great
Lakes biplane was one of the
most
sought
after
mounts for air show
work. Its moderate size
and
rela
tively
slow speed made it easy to
keep in front of
the
air show crowd,
and its agility kept spectators inter
ested in the aerobatics
as
pilots such
as
Tex Rankin slow rolled their way
into aviation history.
Homebuilt versions of
the
air
plane
have
been fielded, as was a
well- received more modern produc
tion airplane with 135- and 180-hp
Lycoming flat-opposed engines. The
Great Lakes is one of aviation s most
enduring designs, and
we ll be seeing homebuilt
modern factory-built and
restored versions for
many
years to come.
For many
years Tex
Rankin ran an active fixed
base operation, and he was
the
first
owner of Great Lakes 2-T-l, SIN 20
Built in 1929, it didn t
get
sold
through Rankin s
dealership
until
1930. Almost immediately, the new
owner, W.H. Holliday, replaced
the
original engine with a llO-hp super
charged Cirrus. At an average speed
of 98.84 mph, Holliday placed 10th
in the
aforementioned All-America
Flying Derby.
Holliday flew the
airplane until
1934, when
an
engine failure
re
sulted
in
a wreck. Repaired, it
bounced around though various
owners until it came back
to
Holli
day in
1957. y
then a
normally
aspirated 125-hp 0-4-87
Menasco
Super Pirate powered the airplane,
and Holliday flew the Great Lakes
until 1969.
y then,
the
years of repairs
had
finally added up to an airplane that
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Cameron did his
part
to make
surewegetto seeatleastone more
example ofthe 2-T-1 on
the
flight
line.Duringthesummer,Camworks
thefarm
that
hasbeeninhisfamily
since1879.Beets seemtodowell,
as
do
soybeans, but when
the cold
startstochillthegroundandthere's
no
wayanything is
going
to grow,
Camheadsinsidetoworkon apro
ject.He'shad aLuscombe,Stinson
108-3, and his brother
recently
boughtaCessna195project.
About eight years ago Cam
bought the
GreatLakessupposedly
readyfor reassembly,afterbeingre
coveredwithGradeAcotton.Butit
justdidn't look"right"
as
far
as
the
covering
was
concerned.
Acloser
examination
revealed
the work
manship of
the
covering job and
the
underlying structure werenot
airworthy. So Cam started acom
pleterebuild.
Afterremovingthe poorcovering
joband inspecting the structure
closely, therewasplentyof workto
do.Thetop wingribswerein good
condition,butCamfeltbetterabout
the
airplane after
he
replac
ed the
wingsparsand completely rebuilt
the bottom
wings.Noneof
the
fit
tingsneededtobereplaced.
Otherpieceswere in much better
condition.
Thetailsurfaces,which
areactuallyfroma2-T-1A, andwere
in
greatshape.
So
was
the landing
gear,although the Clevelandbrake
installation,
done
in the1950s,had
tobereworked.There wasoneglitch
in
that
process.In
the
airplane'spa
perwork,Cameronnoticed that after
the CAA inspectors.
He just
about
augered into the
lake, and
they
weren't eventhere
when he pulledup
to
the dock-they
had
already gone
home .So
it
never
got
approved for
floats."
Atwin-floatcon
figurationwasalso
tried
without
suc
cesson
the
Great The Menasco Super Pirate engine develops
25
hp
with-
Lakes
as
well, butit
out a supercharger and gives
th
Great Lakes sprightly
performance. The engine
is
installed in a bedtype mount
didn't
gainCAA ap
and is controlled by push pull rods.
provaleither.Still,
because
the earlyairplaneswereal
ready
in production, the fittings
were installed
on the
assumption
that there
would
be no problems
gettingtheapproval.Oops.
Cameron
welded
anew center
section fuel tank because he was
uncomfortable with the original
terneplate (steelcoatedwith anal
loy of
lead
and
asmallamount
of
tin)
tank
,
which had multiple
sol
deredrepairs.
CameroncreditshislocallA, Rich
Altendorf of
Northwood
Aero,
Northwood,NorthDakotaforbeing
ahandy fellow, agood friend,and a
perfectionistwhenit cameto"doing
t
right." Also
on the
list of local
folks
who lent their
expertise
was
Mark Tisler
at
Tri-State Aero in
Whapeton,NorthDakota.
He
helped
alotwiththecowling.
Camknewa
bit on the
useof
an
EnglishWheel,andMarkabitmore,
Cam
made
a
new
setof
top
deck
panels, too, because the originals
had
beendrilledso
many
timesfor
variousinstallationsofracingwind
shields and afront cockpit cover.
Tempted
to
add
afew
custom
de
tails, Cam knew he had a
very
originalairplane,
with only
the en
gine installation slightly different
from thefactorydeliveredconfigura
tion.He chosetokeep itlookingjust
as
itdidinthe1930s,completewith
the
beautiful lettering and Great
Lakes logo
on
the sides.SpeedySign
in Grand Forksdid
the
logo,based
on photographs and
drawings.The
lettersandlogoarevinyl, cutout by
acomputer-controlledcutter.
When
it came time to
cover
the
airframe, Cameron chose
the
Air
Techprocess.Hesays
that
Air-Tech
saysyoudon't haveto sand,
but
he
didi t anyway,wetsandingbetween
eachcoat. I didn'thavefingerprints
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TYPE
CLUB
NOTES
by
H G Frautschy
Compiled from various type club
publications newsletters
From the Cub Club Newsletter
FIXED CONTINENTAL OIL SUMPS.
This
information, written
by Cy
Galley, appeared in Vol.
10
No.1
of
B-C Contact, the newsletter of the
Bellanca/Champion Type Club .
There have been a lot of these kid
ney
tanks discarded
bec
ause of
being severely dented:
If you are flying
an
aircraft with
the A or C Series Continental engine
that
us es th e kidn ey
shaped oil
sump, you probably know
that
they
are expensive to replace.
They
get
dented when the carburetor is forced
back
in
an accident. Fortunately, th e
opening
is large
and
a
good body
man can work out
th
e dents. Here
is
another option for dent re
moval
without a bunch of hammer dings
that
will happen i yo u
are
not a
good body man. Mount
th
e tank to
sure. Maybe as low as 5 to 10 psi.
You can always increase the pressure
if heating to a dull red doesn't do the
trick.
Be patient.
THE CUB DOCTOR
BY
Clyde Smith, jr.
R.D . 2 Box 545
Lock
Haven, PA 17745
570-748-7975 (home)
570-748-3927 (shop)
To help prevent rusting
out
of the
window channel on
the
D win
dows,
here's
a
quick and
easy
step
REAR
WINDOW
FRAME
that
shou ld be included in the
restoration process
of all
fabric
Pipers. Especially for
the
tail wheel
models, accomplish the following:
On all fuselage
frames
with
the
curved rear window D channels
made from steel, place the fuselage
in
its
normal 3-point ground
atti
tude. Use saw horses or whatever is
required to support the frame in that
ang le .
Take a 36-inch or 24-inch bubble
level and, while holding it in a level
position
(with bubble centered),
touch the
very
bottom
of each D
-
8/12/2019 Vintage Airplane - Aug 2000
25/36
window channel and make
a
mark
with a pencil, felt marker, etc., indi
cating the lowest part of that channel
See illustration on previous page).
Drill small
(3/16 )
drain hole
down through
inside of
window
channel on:
J-3
PA-18
J 5
PA-20
PA-11
PA-22
PA-12
PA-22/20
PA-14
L-4
PA-16 L-18,
L-21
FILLING SCOTT
M STER
BR KE CYLINDERS
Charlie Cash, 555
Perkins
Rd.,
Extd. #402, Memphis
TX 38117
4424, 901-685-9050, has installed
the North River brake cylinder.
Booster kit on his Cub. He says the
brakes
work
fine after
he learned
how to
fill
them.
First,
he
raised
the tail so
that
the brake cylinders
are parallel to line of thrust -
th u
s
no air would be trapped
in
the up
per forward part of each cylinder.
Charlie
fills the
cylinders
from
the bottom
(wheels) but does some
thing
extra. He
brought an ex
tra
plug for each master cylinder -
then
drilled a
hole in
the top
of
each
plug, soldered a piece
of
tubing
in
the hole, and then added a piece of
clear
tubing over the
soldered-in
tube.
with others about brakes on
my
Cub
and Culver Cadet. The original blad
der assembly brake assembly works
fine provided you get all the air out
of
the sma
ll closed system. I
have
worked with the problem for over 20
years with my
J-3.
I am finishing up a Culver Cadet
restoration
project
which
has
the
same Goodrich system. The Culver
project
was a
total disassembled
basket case when I got t 10 years
ago.
When
it came
time
to fill and
bleed the brake system, I
had
prob
lems
getting
a
firm
brake
pedal
when the
system was full of fluid.
I found
that
you
should remove
the
wheel from
the
axle
and
expose
the brake
assembly,
put a
5-inch
worm clamp
from the
local hard
ware store around the brake blocks,
and
then screw
down the
clamp,
pulling
the
blocks
down
tight
against the empty bladder.
Fill the entire system
and
then
release
the work
screw,
which
will
allow the bladder to
expand
to nor
mal size. This will suck fluid
into
the
bladder, filling
the entire
lower
portion of the closed system. Then
top
off
the
fluid reservoir
with
hy
draulic fluid. Replace the filler plug
and
check
to
see if you have a firm
brake pedal.
You
may need to bleed
the
system once
or
twice. Always
fill from the bottom when topping
block valve under the front seat of
my
J3 mounted
on
the
floor
board. The
valve
is
mounted
be
tween the
Scott brake and the
brake assembly. I rigged up a
neat
spring loaded release handle with a
notch
for
setting
the brakes in
"Lock" position. Cub Club Newslet-
ter Editor s note: Be sure
to
o a
7
on this mod.
t
sure is nice for hand
propping
when
you're all alone
and
far from
a stump or fence post.
ENGINE TROUBLE SHOOTING
TIPS FOR ENGINE MISSES
This information, written
by
Cy
Galley,
appeared in
Vol. 10,
No.1
of B-C Contact,
the
newsletter of
the
Bellanca/Champion Type Club.
Many times a rough engine oc
curs because a cylinder
is
not firing.
But
which
cylinder
is
not
firing? I
have
seen
very intelligent,
grown
men burn their fingers when they
guessed
wrong. Solution: Make a
mark on each exhaust stack when
cool with a China Marker" or wax
pencil. Then run the engine. The
firing cylinder marks will melt. The
non-firing
won't.
Now all you have
to
do
is find out why
Does it
happen
only on one mag?
Then it is probably the lower spark
plug.
Switch the top and bottom
plugs,
and
if it follows, you know it
-
8/12/2019 Vintage Airplane - Aug 2000
26/36
The Waco
was
secured
each night
at
this mooring, located just off-
shore from the cottage. You
can
see
the wing spoiler boards on
the lower wings. The mooring, in
about three feet
of
water, was
made up
of
many cement blocks
lL rn; l I1n n together. The chain
waS
inked with a rope bridle wh
allowed the plane to weather-
vane and always be pointed into
the wind .
H
olland Dutch Redfield sent these interest
ing shots of his Waco ZKS 7
mounted on
a
set of Edo 38-3430 floats. While we've seen
an occasional color shot of warbirds, we rarely see
color photographs from the late 1930s
and
1940s.
Kodak's Kodachrome film was introduced in 1936,
and
began
to
see more widespread use just before
World War II. If you have some images of civilian
airplanes you'd like to share, please
feel free
to con
tact us at EAA headquarters. Vintage Airplane, PO
Box 3086,
Oshkosh
WI 54903-3086, E-Mai l at
[email protected] call 920/426-4825 . We'll make
mailto:[email protected]:[email protected]:[email protected]:[email protected] -
8/12/2019 Vintage Airplane - Aug 2000
27/36
- News continued from page 3
models of the R are all
here
, from
the Texaco No.
13
to the Chevrolair
6 powered
R613K. R.S.
Hirsch's tech
nical drawings of each of the models
are included in the book,
as
are hun
dreds of photos. Mystery Ship
is
available
from Historic
Aviation,
800/225-5575.
Arctic Bush Pilot
rctic
Bush
Pilot by
James
Andy"
Anderson
and
Jim Rearden follows
the amazing career of bush pilot An-
derson
as
he
transitions from Navy
combat pilot to a veteran of a differ
ent sort, doing battle with the
elements of Alaska's northern wilder
ness
. Backed by
Wien
Airlines,
Anderson was
one
the
pioneers
of
post World
War II air
service to
Alaska's vast Koyukuk River region,
where
h e served
miners
,
natives
,
sportsmen, geologists, adventurers
and "bush rats."
Illustrated with 50 photos,
Arctic
Bush Pilot is available from Epicenter
Press, Box
82368, Kenmore, WA
98028, 800/950-6663.
Lightplanes
at War
Lightplanes at War is
Ken Wake
field's follow-on book to his The
Fighting
Grasshoppers of a few years
ago. While it covers the same theater
of operations,
the
book
is
quite dif
ferent.
As
written
by
Ken
in
the
introduction of the book:
"In the nine yea
rs
since The
Fight-
ing Grasshoppers
was
published
I
have received numerous letters from
former
US
Army Aviation personnel
ally
sprinkled with photos of the
flight operations,
the
book 's seem
ingly never-ending
series
of
anecdotes makes it
hard to
put
down, even when you know you
re-
ally should turn off the lights and go
to sleep
Lightplanes
t
War
is published by
Tempus Publishing, Inc., 2 Cumber
land
St.
, Charleston, SC 29401
and
is
available
by
calling EAA
Member
ship Services at 1-800-843-3612.
Models
and
Methods
Interna
t
ional
Noted model aviation author,
model aircraft designer
and
colum
nist
Bill Hannan
has added
another
volume
to
his
entertaining and
in
formative series of books covering
model aircraft and early aviation his
tory. Models
& Methods Internationa l
has all
sorts
of
neat illustrations
,
model
airplane
drawings
from
around the
world
and
a very infor
mative piece on the early days of
pioneer aviation. "1911-1912 Scads
of
Suitable
Scale Subjects,
Mono
planes versus Biplanes
and
a Test of
Engines"
is
a compelling history of
the pivotal years prior to World War
I, when
a
quantum
leap in engine
manufacturing made great advances
in
aviation possible.
Intended to
whet the
appetite
of
the modeling
enthusiast, anyone interested in that
era will find it quite engaging.
Also
included in the article
are three
views of
the
Cody Cathedral, Avro
Gil
a model plan
of
the
same de
sign
is
also included) and side views
of the
Baby
Wright racer, a Nieuport
monoplane, Deperdussin, Bieriot
So-
ciable
and
Bristol Coa
nda.
There's
plenty
of other tidbits
, including
model
drawings
for
Leon Teft's
Contester, a homebuilt aircraft
from the 1960s, the 1913
OTTO
Ren-
nrindecker, and the 1909 Antoinette.
Models & Methods International is
available for $11.95 plus
shipping
and
handling
from
Hannan's
Run
way, Box 210, Magalia,
CA
95954,
530/873-6421,
FAX
530/873-6329 or
on
the web at www.hrunway.com
. . . . .
eec
The Staggerwing Museum Founda t ion. Inc. & The
Twin Beech
18 Society
is
proudly sponsors the:
http:///reader/full/www.hrunway.comhttp:///reader/full/www.hrunway.comhttp:///reader/full/www.hrunway.comhttp:///reader/full/www.hrunway.com -
8/12/2019 Vintage Airplane - Aug 2000
28/36
Vintage Merchandise
for EAA
AirVenture
BLUE EMBOSSED
DENIM JACKET
BRUSHED corrON
Madeof100%cotton. Vintagelogo
TWILL KHAKI/NA VY PRO
embroideredonfrontwithspecial
. . . . STYLE CAP V00227
embossedlogoonback.
$12.95
V00241 M-XL
65
.99
V002442X 65.99
WASHED
BULL DEN
IM
CAP
V00222 $12.95
MEN'S METAL
BAND
WATCH
V00215 28
.
95
WASHED PIGMENTED
DENIM CAP
and other great V
V00221 $12.95
WHITE W/BLUE
Me
rchandise at the
TWO-TONE
MUG
V
ed Barn
V00234
$
4.95
COTTON TWILL
KHAKI
To Order call: 800/843 3612
GOLF-STYLE
CAP
V00223 $12.95
(oustideu.s. & Can a920/426-4800)
DisCDunted
PilDt
Suppl ies
L E A D I N G P R O D U C T S , L O W E R
P R I C E S
, B E T T E R S E R V I C E
-
8/12/2019 Vintage Airplane - Aug 2000
29/36
Fly
In
alendar
The
Jollowing list
oj
coming events
is
Jurnished
to
our reade
rs
as a matter
oj
infor
mation only and does not constitute approval, sponsorship, involvement,
contro
l or
direction
oj
any event (fly-in, seminars, fly
market,
e
tc.)
listed. Please
send th
e in
Jormation to EAA, Att: Vintage Airplane, Po.
Box
3086,
Oshko
sh, WI 54903-3086.
InJormation should
be
received
Jour
months
prior to the
event date.
EAA R
egio
nal Fly-
Ins
shown in
bold.
AUGUST
12 -
CADILLA
C
MI
- EAA
Chapter
678
Fly-In Breakfast, 0730 -
11
00, Wexford County
Airport (CAD). Info:
Jim
Shadoan , 231/7
79
-
81
13.
AUGUST
13-18
-SANTA MARIA, CA
America
n
Navion Soc iety National Convention.
In
fo:
970
/24
5-7459
AUGUST
19 -
KALAMAZOO, MI - Newman's
Field (
4NO)
.
Fly- In
Lunch donation or Dish
to
pass.
Info:
616/
375-0208
or
375
-
069 /.
AUGUST 19-COOPERSTOWN, N
Y- (K23)
Old Air
pl
ane
Fly-In
and
breakfast. 7:30 a
.m
.-
Noon.
I
nfo:
607/547-2526.
AUGUST I9-SPEARFISH,
SD- Clyde
I
ce Field.
1
7t
h
Annual
EAA Chapter 806 Fly-ln. In
fo:
Bob Golay,
605/642-2311 (evenings) or c2
I
AUGUST
20
-
BROOKFIELD, WI - Capitol Airport.
1
7th
Annual Vintage Aircraft display and I
ce
Cream Social. Noon -
5
p.m. Midwest Antique Air
plane
Club
monthly meeting, and model aircraft
will
also be on
display.
Fun
for the entire family.
Info: Capitol Airp
ort,
414/78 1-8132 or George
M
eade
,
Fl
y
-in Chairman, 414
/
962-2428.
vendors and WW-ll re-enactors.
usa
Band
Sat
.
nig
ht,
Award for best
war
years outfit.
Co-spon
sored
by EAA
Chapter
1083.
Limited number
of
tickets, buy
in advance,
10
each.
Contact:
Tara
Airbase
,
227 Riversid
e
Rd.
Mocksville,
NC 27028
SEPTEMBER 1-3-PROSSER, WA-1 7
th
Annual EAA
Chapter
391
Labor Day Fly-
In.
Info: 509/ 735
1664.
SEPTEMBER 2 - MARION, IN
-
(MZZ) 10th
annual
Fly
/In
Cruise
/In
Pancake Breakfast. Antique, Clas
sic,
Hom
ebuilt and Warbird Aircraft. Antique,
Classic Custom Vehicles Motorcycles. Info:
Ra
y Johnson,
7
65
/664-2588 or E-Ma
il ray ohn
on
th
e
web
at
IVWW
eaa304.org
/
marion.
h
1m
SEPTEMBER 3 - MO NDOVI, WI - Fly-In, Log
Cabin Airport,
Dougla
s
J. Ward,
S149 Segerstrom
Rd., Mondovi,
WI 54755-7855
715/287-4205.
SEPTEMBER 3-WAYNESVILLE, OH-Red Stewart
A
irp
ort
(401) 8th
Annual
EAA
Chapter 284
Tail
dragger
Fly-In
and breakfast (7a.m.-lla.m.}.lnfo:
Steve Hanshew, 937
/7
80-6343.
SEPTEMBER 4-IO-GALESBURG,
lL 29th Nationa
l
Stearman
Fly-
In.
I
nfo: John
L
ohmar, 314
/
283-7278
or /
SEPTEMBER
9-10 -
MARlON, OH
- EAA Mid-East
em Regional Fly-In (MERFI). Info: Telefax,
419/447-1773
SEPTEMBER 10-BU
RLI
N
GTO N,
W1-(C52
}.
Pan
cake breakfast
,
Hambur
ger lunch. 7a.m.-3:30
p.m.
SEPTEMBER 15-1
7-WA
TERTOWN,
WI-
(RNV) 16th
Annllal Byron Smith Memorial Stinson Reunion.
Info:
Suezette Selig,
630/904-6964.
SEPTEMBER J6-17-ROCK FALLS, IL-Whiteside
County Airport
(SQI).
North Central
EAA
Old
fashioned Fly-ln .
Sun.
morning pancake break
fast. Info: 630/543
-
6743 or eaa IOI@ao l com
SEPTEMBER 17-LANSING, IL-EAA Chapter
260
Fly-
In/
Drive-In
pancake
breakfast. Info: 708/474
3748 or 708
/
798-3
80/.
SEPTEMBER 22-23-BARTLESVILLE,
OK-
Frank
Phillips Field. 43rd Annual Tulsa Regional Fly-ln.
Info
:
Charlie Harri
s, 918/622
-
8400.
SEPTEMBER 23-24-ZANESVILLE, OHiO-J
ohn
's
Landing. VAA Chapter 22
9th
Anullal Fall
Fly-ln.
Breakfast
both days
,
Ho
g roast on Saturday night.
Info: Virginia
at 740
/453-6889
or
740/455-9900.
SEPTEMBER 22-23-ASHEBORO,
NC-EAA Chapter
1176 Aerofest 2000 at Smith Airfield. Old fash
ioned grass field fly-in and pig pickin .
Unicom
122
.
9
IlIfo: Jeff
Smith
, 336/
879-2830.
SEPTEMBER
30
-HANO
VER,
I
N-Lee Boltom Airport
(64
1
. Wood
,
Fabri
c and Tailwheels Fly-ln.
Rain
date
10
/1, starts
at 10 a.m. Info:
Ri
ch
David
son,
812/866-5654
,
OCTOBER 5-8-GAINSVILLE,
TX-
(GLE)
25th an
nuallnternational
Cessna
120
//40
Fly-
l
n. Info: L
or M Richey 940/670-1883 or mri
c
OCTOBER 6-7 - SONORA,
CA
- Columbia airport.
Western
Waco
Reuni
on.
Info: Jon
Aldrich,
209
/
962
6121.
OCTOBER 6-8-DAYTON,
OH- Lliscombe Reunion at
Moraine Air Park(I
73}.
Call Mike Williams
937/8
59-8967.
OCTOBER
6-8 - TO
UGHKENAM O
N,
PA
-
EAA
East
Coast
Fly-III. IlIfo: 302/894-1094
or
WWIV
eastcoastflyill.org
OCTOBER 6-8
-
EVERGREEN, AL
- EAA SOlltheast
Regional
Fly-III
(SERFI}.III/o: 334/578-1707 or
IVwwserfiorg
OCTOBER
12-15
-MESA, AZ-Coppers/ate Regional
EAA
F1y-111.
Williams Gateway Airport. IIIfo:
5201400-888
7
or
wWlv.
co
pperstate.org
OCTOBER 21-DA
YTON, OH-
Antique/Classic Chili
Fly-IN at Moraine Airpark (I
73).
Call Darrell
mailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/eastcoastflyill.orghttp:///reader/full/wWlv.copperstate.orghttp:///reader/full/wWlv.copperstate.orghttp:///reader/full/wWlv.copperstate.orgmailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/eastcoastflyill.orghttp:///reader/full/wWlv.copperstate.org -
8/12/2019 Vintage Airplane - Aug 2000
30/36
NEW
MEMBERS
Richard Linsberger .......................
..
..............
..................... ........
Muthmannsd
orf, Austria
Trent
Wheeler. ........... Calgary,
AB,
Ca
nada
Dick
Wilson
..............Victoria, B
C, Cana
da
Da
vidJ.
Slevin .....Mississauga ,
ON
, Ca
nada
Li
onel
C.
Ladouce
ur
...... .......... .....................
...................................Rawdon,
Po,
Canada
Franco is Tangu
ay ....Montreal,
Po,
Ca
nada
Charles
A.
Broadhurst ........................ ..........
.......................
Grimsby
Lines, Great Britain
Ronald Hep
burn ..
....
..
.................. .... ...... ....
..
.
............................... Guildford, Great Britain
Kenneth
John Hunt
...... Kent, Great Britain
Zuanon Olindo
....
..
.... ..............
..
.... ...... .........
........ ......
..
Fratte Di St. Giustina,
Co
lle,
Italy
David
Kenneth
Nichol.................................
....
Dolphin
Coast, Republic
of
South Africa
Jack R. Drappier ..................... Scott sdale , AZ
Richard
C. Martin
....................
Phoe
nix,
AZ
Orner
J.
Desplaines
..
.... .... .... ...
Riv
erside, CA
Ray
burn
O.
Ha n
zlik.. ............. .Idyllwild, CA
Robert
E. Jordon
....... .. .........
Sun
Va
ll
ey, CA
. .............................Palm Beach Gardens,
FL
Terry Craig......
..
................... Forest Park,
GA
David Rosenberg .................
..
..
Marie
tt
a,
GA
John F.
Bierman IIl ................... Grinnell,
IA
Jerry
Pittman
...............................Buffalo,
IA
Mic
ha
el
J.
Berg.... ..................
..
.Kankakee,
IL
Ronald W. McLawhon, MD............ .............
...... .................... ...................
Orland
Park,
IL
Michele
Naber
..........
..
.................
Ro
se
ll
e,
IL
Jo
hn
Sullivan ..........................
.
.Chicago,
IL
Ke
ith
R. Vinyard ........ ...... ........
Wa t
e
rl
oo, IL
Chris
Demopoulo
s .....
..
.... ..............Dyer,
IN
Eric
D. Hitchcock ..
.... .......... Fort
Wa
yne, IN
John
S.
Paul...
..
...................
Indianapoli
s,
IN
Ri
c
hard Anderson
........
.. .. ..
....... Wic
hita
, KS
William
R. Jordan
.................... Bachelor, LA
Paul R. Ballard ..................Nor
thbridge,
MA
Robert A. Campbell ...... ........ ........................
......................................
No
rth
Reading,
MA
Patrick Rosano ........ .... .............Ipswic
h,
MA
Leonard
Rennie ................ .
Glenn
Dal
e,
MD
Ken Shaffer ....... ...... ...... ....... Edgewater, MD
Larry
G.
Schronce .............
.I ron
Station, NC
Mary Studley .....................North Platt
e, NE
Walt
er
L
Fawcett ............... Woifeboro, NH
Glenn A.
Smith
....
..
.........
Winnisquam,
NH
David R. Ge
rmain
e ..........West Orange,
NJ
Richard W. FitzGerald ........ ........ ....
.. .. .. ..
....
..
.. ....................................Sharon Springs,
NY
Brian Hac
kl
e
ma n
..
........ .... .....Rochester,
NY
Robert
D.
Tilden .............
Montour
Falls,
NY
Jos
ep
h
Downey
................Pickerington,
OH
Bob
Gbur ..
.....................
Eas
t Liverpool, OH
Charles
L Hartman
.... ........ .Greenville, OH
Robert W.
Markland
.................................... .
.......................................
Hub
er
Height
s,
OH
Dou
g
L
Sims ........................... Fairlawn, OH
Paul).
K
ana
ly ...............
Oklahoma
City, OK
Brian Kissinger
..
...............
.su
mmervill
e, SC
James
Dougherty
, Jr. .............Ar lingt
on,
TX
Richard Olson ........
..
...............
Houst
on,
TX
Dan E.
Vo
th
............................Cleburn
e,
TX
Shad Anderson ..
................ .....Holladay,
UT
Jerry R. Petro ...................Williamsburg, VA
-
8/12/2019 Vintage Airplane - Aug 2000
31/36
VINTAGE
TRADER
Something to buy
sell
r
trade?
An inexpensive
ad
in the Vintage Trader may be
just
the
answer
to obtaining that elusive
part
.
.50 per
word
8.00 minimum charg
e.
Sendyour
ad
and payment 1 : Vintage Trader,
EAA
Avia
tioll
Center
P. O.
Box 3086
Osh
kos
h, WI
54903-3086, or fax your ad and your credit card
number to 9201426-4828.
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.)
MISCELL NEOUS
BABBITT BEARING SERVICE - rod bearings, main
bearings, camshaft bearings, master rods, valves.
Call us Toll Free
1/
800/233 6934
,
e mai
l
[email protected] Web site www.ramengine.com
VINTAGE ENGINE MACH
INE
WORKS
, N.
604
FREYA ST.
, SPOKANE, WA 99202.
AIRCRAFT LINEN - Imported. Fabric tapes. For a
18" by 18" sample, send $10.00. Contact for price
list. WW I Aviation O
ri
ginals, Ltd. , 18 Joumey's End,
Mendon, VT 05701 USA. Tel: 802/ 786-0705 , Fax:
8021786-2129 . E-ma
il:
Wear Your Favorite Airplane!
www.airplanetshirts.com
1/
800/645-7739
You'll look good
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AIRCRAFT
BUILDERS
WORKSHOP
Shawnee, Oklahoma
August
26th-27th
Fabric Covering
Gas Welding
Basic Sheet Metal
Electrical Systems, Wiring and Av ionics
EAA MEMBERS
199- 279
NONMEMBERS
219- 299
AIRCRAFT BUILDERS
CONFERENCE
Oshkosh, Wisconsin September 9th
Intro To Aircraft Building
Fabric Covering
Sheet Metal Basics
Engine Installation
Electrical Systems
Composite Construction
EAA MEMBERS
89
NONMEMBERS
99
AIRCRAFT OWNER
MAINTENANCE
Oshkosh, Wisconsin September 10th
A one day hands-on, course detailing the 28 maintenance items a
pilot/owner can perform on their airplane without the presence for
an A P mechanic. Save moneyl Know your plane!
mailto:[email protected]:[email protected]:[email protected]:///reader/full/www.ramengine.commailto:[email protected]:///reader/full/www.airplanetshirts.commailto:[email protected]:///reader/full/www.ramengine.commailto:[email protected]:///reader/full/www.airplanetshirts.com -
8/12/2019 Vintage Airplane - Aug 2000
32/36
W ~ T G
G V I l
~ U I l
I\XR.PLAff
TN f f L ~ ~ n l l
Of
course,
i you plan to f l ~ it,
the easiestway
is
stiD Poly-Ylber.
~ Poly-Fiber?
Because for
3
years builders
have followed our easy s