Vintage Airplane - Jun 2003

8/20/2019 Vintage Airplane - Jun 2003

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VOL. 31,

NO.6

JUNE2003

2 VAA NEWS/H.G.Frautschy

4 AEROMAIL

5

MYSTERY

PLANE

6 JOHNMILLERRECALLS

A

UNIQUE FORCED LANDING IN

1934/John

Miller

8

8

RIBS,ANYONE?

HowMANY

ARE

NEEDEDlTed Teach

10

SUN 'N FUN

CELEBRATING FLIGHT

16

THE

HOFFMEYER T-CRAFT

JUST

ANOTHER FORM OF THERAPY

BuddDavisson

20 AIRCRAFTTIEDOWNS

H.G.Frautschy

&

JoeDickey

22 THE VINTAGE INSTRUCTOR

TAILDRAGGERS - HAVE YOU FLOWN AFORD LATELY?

DougSteward

24 PASS IT TO BUCK

26 NEW MEMBERS

27

CALENDAR

29 CLASSIFIED

ADS



STR IGHT Be

LEVEL

I have been signing thank-you

letters to be sent to members

who

have participated in the Friends of

the Red Barn program for this year.

Once again

,

many of our loyal

members have chosen to help out,

and we

re

pleased to see some new

members have also come on board.

This financial

commitment

by

these members is

much

appreci

ated

by the

Vintage Aircraft

Association, and will enable us

to

better serve the total membership

during

our annual convention.

I

would also like to say a personal

thanks to

these

members.

I

hope

to see you all at Oshkosh this year.

Having the Friends

of

the

Red

Barn fund has also given me the

chance to

discuss

with members

different subjects regarding the

structure and operation

of the

Vin

tage Aircraft Association.

I m

often

asked about the na

ture

of

the relationship

between

the Vintage Aircraft

Association

and

the Experimental

Aircraft

As-

sociation . Well, in a nutshell,

here s how I view this subject.

The Vintage Aircraft Association

VAA) is a Wisconsin

corporation,

with its own bylaws and treasury.

Y ESPIE

BUTCH

J

OYCE

PRESIDENT VINTAGE

ASSOCIATION

EAAand V

the beginning

of

the

division in

1972,

we at the VAA (back then

the Antiq

u

e/Classic

Division)

agreed that to be a member of the

division a member would also be a

member of EAA. This still applies

today

as

we

ll.

It s good

for both

parties:

Every time

VAA gains

a

new member

, so does

EAA.

That

new member has

access

to

the

broader

range

of

information and

services

that EAA can offer.

Strength in numbers also

helps

VAA, partic

u

larly with regard to

government issues.

Strength

in

numbers also

helps

VAA

particularly with

regard to

government

issues

By

having

a close

working

part

nership between VAA and EAA, we

bring EAA close to 10,000 VAA

members, and VAA

gives EAA a

broader interest

base wi t h mem

bers interested in vintage airplanes.

grounds

gives

each

member,

both

VAAer

and the

overall

EAA

mem

bership, the opportunity

to see

firsthand how much the

VAA

does

to make yo u r stay for the

week

more en joyable. Plus, our presence

at

the convention serves to edu

cate

the

public

about

our aircraft

and the men and women who fly

them

. We

can only

hope

that

in

the

future

the

VAA

and EAA

rela

tionship

will remain as close as

i t

has been during the past 32 years.

Your Officers,

the

Board of Di

rectors;

H.G. Frautschy, our

Executive Director and Editor;

Theresa Books, our VAA Adminis

trative

Assistant;

EAA

Pres ident

Tom

Poberezny;

and

all of the

EAA

staff continue to work hard

to

provide

you,

the VAA

member,

our best efforts

to

make being a

VAA member

a

valued relation

ship. As a member, I ask each of

you to

ask a friend

to

join

with

us

as a

member

so

that

he or she too



V

N

EWS

ELECTIONS

In the center spread of this issue

you'll find candidate biographies

and a ballot for this year's VAA elec

tions, which will be ratified

at the

annual business meeting

held

dur

ing EAA AirVenture Oshkosh.

Notice is hereby given that

an

an

nual

business meeting of the

members of the

EAA

Vintage Aircraft

Association will be held on Monday,

August 4, 2003,

at

9:30 a.m. CDT in

the tent next to the

VAA

Red Barn

Headquarters during the 51st annual

convention of the Experimental Air-

craft Association

Inc.,

Wittman

Regional Airport, Oshkosh, Wiscon

sin. Notice is hereby further given

that the annual election of officers

and directors of the EAA Vintage

Aircraft Association will be con

ducted by ballot

distributed to the

members along with this

June

issue

of

Vintage Airplane.

Said ballot must

be returned properly marked to the

Ballot Tally Committee, Vintage Air-

craft Association, P.O. Box 3086,

Oshkosh, WI

54903-3086,

and re

ceived

no

later

than

July 24, 2003.

The

Nominating

Committee

sub

mits the following list of candidates:

for vice president, George Daubner;

for treasurer, Charles W. Harris; for

directors

(eight

total), David Ben

nett, Bob Brauer, John S. Jack

Copeland,

Philip

Coulson,

Roger

Gomoll, Dale A. Gustafson, Eugene

sure to check back often. Also,

use

the

EAA Flight Planner to flight plan your

trip.

You

can access it through the

VAA

website at www.vintageaircra t.01g.

FRIENDS OF THE RED B RN

We are pleased to

announce

that

many of you have responded to

the

VAA s

annual appeal for

help with

funding VAA activities

during EAA

AirVenture. In

the

July issue, we'll be

publishing

a list of

volunteers

who

have participated

in the VAA

Friends

of the

Red

Barn. Remember, any funds

sent and received prior to July I, 2003,

will

be

applied to the 2003 campaign,

and those received after that date will

be placed in the fund for 2004,

with

any benefits

then

available

during

EAA AirVenture Oshkosh 2004.

See page four for more details

on

the

VAA

Friends of

the

Red Barn.

C LL FOR

V

H LL OF F ME

NOMIN TIONS

f you wish to nominate an indi

vidual who you believe has

made

a

significant contribution to the ad

vancement of aviation between 1950

and the present day, please go to

www.vintageaircra t.org/programs/ho J

orm html

and download the nomina

tion form. Add supporting material

and send it to:

Charles W. Harris

VAA

Hall of Fame

P.O. Box 470350

tion

into

the

VAA Hall of Fame dur

ing 2004, petitions must be received

by September 30, 2003.

f you're unable to access the In

ternet, call VAA Administrative

Assistant Theresa Books and ask her

to

fax or

mail

you a

copy of

the

form. She can

be

reached at 920

426-6110.

NOTICE

OF NNU L

BUSINESS MEETING

In accordance with

the

fourth

restated bylaws of

the Experimen

tal Aircraft Association Inc. (Article

Seven, Section I), Notice

of

all

meetings

shall

be mailed

by

first

class mail to each member, or

pub

lished

in any publication of the

corporation which

is

mailed to

all

members, or to all families partici

pating

in a

Family

Membership

Program, and such notice shall be

sufficient if

the mailing

is made

at

least twenty (20) days

before

the

scheduled meeting.

Notice is

hereby

given that the

Annual Business Meeting of the

members will be

held at

the The

ater in the Woods on Sunday,

August 3, 2003, at 1:00 p.m. (CDT)

at the 51

st

annual convention of

the

Experimental Aircraft Associa

t ion Inc.,

Wittman

Regional

Airport, Oshkosh, Wisconsin.

Notice

is hereby

further

given

that the election will be held as

http://www.vintageaircra%28t.01g/

http://www.vintageaircra%28t.org/programs/ho(J

http://www.vintageaircra%28t.01g/

http://www.vintageaircra%28t.org/programs/ho(J



V VOLUNTEER INFORMATION

FOR E IRVENTURE 2 3

EAA

AirVenture

Oshkosh

2003

will be held at Wittman Regional

Air-

port in Oshkosh, Wisconsin, from

Tuesday, July 29,

through

Monday,

August 4. Volunteers will again be

needed to

staff

the many

different

committees

in

the Vintage area.

f you

are

going

to attend

EAA

AirVenture 2003

and

would

like to

participate

in

activities

as

a volun

teer, drop a note to the chairperson

of the area in which you would like

to volunteer.

t

would be helpful to

the

chairperson

in his or her plan

ning

for the

event

if

you

could also

include your

previous experience

or

training and the

dates of your

arrival

and

departure.

The

following committees

will

use volunteer help:

PAST GRAND CHAMPIONS

Steve Krog

262-966-7627

sskrog@aol com

SECURITY

and

FLIGHT LINE

Geoff Robison

260-493-4724

chief7025@aol com

TYPECLUBHQ

Roger Gomoll

507

-288-2810

[email protected]

VAAPARKING

George Daubner

262-673-5885

vaaflyboy@aol com

The

Nominating Committee has

submitted

the

following

candi

dates:

Class

II

John Baugh

Jack

Harrington

Verne Jobst

Bob Reece

Alan Shackleton

Frank P Sperandeo

III

Class

III

Paul D. Seehafer

Barry Valentine

Alan Shackleton,

Secretary, EAA Board of Directors

GRE T WEBSITES

Dave

Bahnson is an avid pri

vate collector of World

War

I

wooden airplane propellers,

and

he

recent

ly started a website,

.woodenpropeller.com.

dedi

cated to

that

pursuit.

The site contains

information

about identifying propellers, as well

as some facts about design and con

struction.

He's

continually adding

photos

to

the

site to help others

identify their propellers.

Have

you

ever

wondered

just

what

was

going on inside a ro

tary engine while it

was

running?

So

did

Matt Keveney. A mechani

cal

engineer, he's been fascinated

with the

workings of

various

powerplants. To help him visual

ize

the process,

he

created

web-based animations of both in

ternal

combust ion

and steam

engines . Spend a few moments at

www.keveney.com and enjoy

the

work Matt put into each of

his

an

imated illustrations.

PETER BOWERS

We're sorry to report that Peter Bowers, EAA 977 and VAA 7563, passed

away on April 27, 2003. It's hard

to

categorize Pete's contributions; because

his work was so wide ranging,

you

hardly knew where

he'd pop up next.

mailto:[email protected]




http://slidepdf.com/reader/full/www.woodenpropeller.com


http://slidepdf.com/reader/full/www.keveney.com






http://slidepdf.com/reader/full/www.keveney.com



~ 8 .

R

OM

IL

Young Eagles

I received a very

interesting and

pleasing

Christmas gift from my

granddaughter, and

I

thought

you

might be interested. Her fourth grade

class had the usual project to

write

about

their summer experiences. To

my surprise she wrote about her Young

Eagles flight with me. I

didn't

realize

the flight made such a memorable im

pression. I have enclosed a copy of her

report. As you can see,

the computer

ski lls of my 9-year-old granddaughter

are much better than mine.

Bob Hollenbaugh

Middletown, Ohio

Up

Up and way

By Natalie Young

For my wonderfu l Grandpa

The summer

of2000 was a

summer

[

will

never forget.

We did a

lot

of exciting

things

,

such

as going to Canada and

seeing

Niagara

Falls, but one of he most

memorable

things

we did that year was going to Ohio

and

visit-

ing my grandparents. My grandpa is a pilot

and owns a small yellow Aeronca Chief,

which he rebuilt himself

My

grandpa had in-

vited

my

sister

C

helsea

and

me

to

take

a

ride

in his plane.

We went

to the

airport

on

a sunny clear

day. [ couldn t wait

for

him

to

take me up in

his

plane. The

small plane

could only

fit

one

passenger

and the pilot,

so

Chelsea and [ had

to

take

rums.

[ went first.

l

et

me steer the plane [ liked it

so

much, that

when the plane land

ed,

[ asked if [

cou

ld go

aga in the next day. He said we

could,

if he

weather

was okay.

The next day we did go again,

even

though

it was a little

cloudy,

and that time we

even

flew over

their

hou

se

We

had another great

flight,

and

[ got a Young

Eagles

certificat

e.

[ think that

was th

e

best

summer I've had

so far.

John Miller s Poppy Drop

I

love

those old stories of pilots

dropping stuff ou

t of

airplanes

for

whatever reason

or

occasion. Appar

ently

back in

the olden

days it

was

not a

violation

of any government

regulations to do so. I

have

come

across

many

stories like John Miller

and his "Poppy Drop

of

1928"

in

the

April issue. I have come across several

similar tales, most of them involving

Curtiss Robins.

In the if

e and Times

of

Clarence

Kavale,

an autobiography, Kavale tells

of

his experiences as a

barnstormer

(1932-1936)

in an OX-S Curtiss

Robin. He ranged from

the

Dakotas

to Texas. One of his tales involved be

ing approached by a Pather of the

Bride" who asked Kavale if he would

drop rice

on

the bridal couple as they

exited

the

church. Kavale could

not

turn down the money that was paid

in

advance, figuring that if

he

blew

the job, he would just fly on. He prac

ticed

the

day before

the event

in

order

to be sure

of the

territory. To

make a long

story

short, everything

went

well

until the

couple emerged

from the church. Kavale's ticket seller,

who

was riding in the back seat, emp

tied

the

bag

of rice into the

slipstream, only to see the wind carry

held a celebration wherein they

opened the facilities to the public and

held the usual festivities appropriate

to the occasion. Someone came up

with

a fund raising idea that would

help offset the expenses of the annual

fireworks display. The story involves

guinea hens.

The celebration committee

sold

tickets

that

contained various

num

bers. Certain

numbers

were

attached

to

the

legs of

about

a

dozen guinea

hens. The tickets cost 1 each. The

idea was

that

Clugsten would fly his

OX-S Robin low

over

the crowd at

Avondale and a helper

in

the back

seat would toss

the

guinea hens

out

the

airplane

for the onlookers to

try

to catch

and

retrieve their winnings.

As in the case of Clarence Kavale, all

went well until the cargo was released

from the airplane. The guinea

hens

were released

from

the airplane di

rectly over the crowd

who were

supposed to catch

the

prizewinners

with the

numbers. The guinea

hens

surprised the

committee with

their

amazing

ability to fly, and the last

anyone saw of them, they were wing

ing their way out of Fulton County

On a more somber note, I was told

a story similar to that of John Miller's,

only this one did not involve

any

derring-do.

t had

to

do

with releas

ing rose petals over the cemetery as

the bugler played taps at a Memorial

Day

ceremony

held in Monmouth,

Illinois,

shortly

after World War II.

The Monmouth Cemetery was on the

approach to Runwa y 36 at Mon

mouth airport

at

the time .

The

ceremony took place near the ap



BY

H.G .

F R A U T S C H Y

M A R C H S M Y S T E

R Y

A N S W E R

The March

Mystery Plane, supplied

to us

by Alfred

Fox of Gray,

Loui

siana,

brought back a few memories for quite a

few of you.

Here's

our first letter, with a

bit of the history of Miles Aircraft and

the

Sparrowhawk:

The Mystery Plane featured in the

March edition of Vintage Airplane

is

a

British aircraft, one of the

Miles

designs.

Miles

was a major producer of sporting

light aircraft in Britain during the 1930s

and for

some

time

after

the war.

THIS MONTH S MYSTERY

PLANE

C O MES F ROM

ANNA

PENNINGTON. THE

PHOTO WAS T A KE N I N 1940 AT

AN

AIR SHOW, BUT ANNA DIDN T H

AV

E A

NY

OTHER

INFORMATION. A N N A HAILS

FROM

W

IL

MING T ON

NORTH CAROLINA.

In

1933 Fred Miles (known as EG. )

and his

wife,

Blossom, the

design

genius

behind the partnership, together with

EG.'s

brother,

George,

conceived a

sleek

low-wing monoplane design of all

wooden

construction

in direct

competition to the contemporary bi

planes of

the

time, offering greatly

enhanced performance and

low

cost.

Unusually, this

first

product, the

M2

Hawk, powered by

a

9S-hp

upright four

in-line A.D.C. Cirrus engine, was built

not by the Miles team itself, but by a

small firm, Phillips and Powis Aircraft

Ltd.,

based at Woodley Aerodrome, near

Reading,

a town just a few miles west of

what

is

now London's Heathrow

Air

port. The Miles design team eventually

joined

the

company, which

was

re

named Miles Aircraft Ltd. in 1943.

During the war Miles manufactured a

range of training aircraft and set up an

additional manufacturing facility near

Belfast,

Northern Ireland.

Most of Miles' subsequent designs

were

named after raptors-Hawk Major

(powered

by

the four-cylinder de Havil

land Gipsy Major engine), Falcon,

Merlin, Peregrine, Hobby, Nighthawk,

and more.

An

exception

was

a one-off

long-range aircraft to the basic Miles

layout with a two-seat enclosed cockpit

and powered by a Menasco Buccaneer,

commissioned

by

Charles Lindbergh

for

touring in Europe with his wife. Miles

named this

design

Mohawk in honor of

his client, and this actual aircraft has re

cently been restored

for

exhibition at

London's

Royal Air Force

Museum.

Identification of the Miles aircraft

featured

is

surprisingly difficult without

a specific registration identity because



I

t was a

bright, sunny, mild

and calm day, January 26,

1934,

when

I

took

off from

Newark Airport s gravelly sur

face with a huge advertising banner

to

cover a specified course

around

the

New

York

City area. The 330-hp

Wright engine had been overhauled

only a few days before, and I had

full confidence that it would

stand

up

under the hard tOwing job in the

fairly cool air. The aircraft was a Pit

cairn

PCA-2

autogiro, the forebear of

today s helicopters, and ideally suit

able for

the

safe towing of banners.

t

was my own aircraft. I had

no

in

surance. t was simply not available

in those days for that type of flying,

and

even if t had

been

I could not

have afforded it in the Depression,

which

was

still

in

full effect.

The method of takeoff

to tow

a

banner with an autogiro at that time

was

to lay it out

on

the ground with

the last letter upwind

and

the first

letter downwind ,

then

continue

downwind with a 400-foot towing

cord, which was then attached

to

and unroll it.

To

this

day I don't

That

banner

in-

stantly dragged me

to zero airspeed

dead stopped

in

the

air.

know what

t

advertised. That was

normal,

for

during

a

busy day of

towing several banners in succession

I had all I could

do to re-fuel

be

tween tows and study the road maps

showing the routes I was to follow.

hattan

Island.

I was carefully monitoring

the

en

gine cylinder

head

and oil

temperatures and considering a

slight reduction in power to try to

get

them

down a little when

the

en

gine

suddenly and

positively

stopped-dead

still. So did

the

air

speed. That banner instantly

dragged

me

to zero airspeed, dead

stopped in

the

air. I knew

that

I had

no

hope for further power so I pulled

the

release lever

to

drop

the banner

to

drape itself over

the

housetops of

North Arlington. Whatever hap

pened to it I know

not

to this day. I

suppose the kids tore it apart.

When

an

autogiro

engine stops

and

the autogiro stops dead

in

the

air everything

is

silent and my auto

giro entered a stable vertical descent

at about 1,800 fpm. I heard my loud

voice say, Holy smoke, and

in

stantly I nosed down to gain a little

airspeed for control, at the same

time looking quickly for some

open

place to land among

all

those

houses. There was no such space



sands of hours of much of it

by pilots who had no understanding

of its aerodynamics or proper flying

technique. They crashed almost all

of

them but

walked away

tDI1IB > n I I In dimblng down from

the

cockpit

to the

ground I was sur

rounded

by

a mob of kids.

The

l ~ 1 t P l 1 i l 1 i l l l me

nalntC

had gotten

the senations on top of

each

other

instead of meshing properly. When

the engine got hot during the

long

climb the bolt expanded, which let

autogiro was

then

in greater danger

from them . I was afraid it would be

destroyed by the kids climbing on it.

Then one kid yelled at me to au

tograph his school notebook and all

the discs slip just enough to stop the

engine. We were able to push

th

e

autogiro to a little road trail through

the cemetery and with a little breeze

I took off in about 100 feet.

without injury.

One notorious

crash

was performed by Amelia

Earhart who crashed into a

chain-link fence then

barely cleared over the

heads of a crowd of people

and crashed with full

power into a

group

of

parked cars, fortunately

vacant. The autogiro and a

number

of

cars were de

molished but fortunately

no

fire occurred

and

she

and her mechanic passen

ger walked away. Now the

only two surviving

PCA 2s

are in possession of the

Henry Ford Museum and

Steven Pitcairn, son of

the

original

manufacturer.

The one I owned serial number

13, was

the

first purchased by a pri

vate individual and first to be flown,



How many re needed

TE

TEACH

J

ack Tiffany of Leading Edge

Aircraft had been looking for

an autogiro for years. At last

he found his prize, a 1932

Pitcairn PA-18, in Mojave,

California. While Jack

has

been

restoring antique

airplanes

for

years, this

one

was going to be the

real test.

It

was a basket case,

with

most

parts

there,

but

in very

poor

condition.

It was a prize in that

while antique autogiros

are rare, this was to be

One

of the sign ificant restora

tion challenges was

the

rotor blades

themselves. The

construction

is

similar to

many

aircraft

wings.

There is a spar (simply a steel tube),

ribs of 1/4-inch

plywood,

a

thin

plywood covered leading edge,

and

a formed sheet metal trailing edge

strip. Conventional fabric and dope

cover the structure.

inches, more than 300 ribs would be

needed. The precision needed was

great, as the

chord

is only 18-3/4

inches and rib depth about 2 inches.

A local woodworker and aviation

enthusiast

, Bill Weikert, agreed to

accept

the

challenge of building

these ribs. For earlier woodworking

projects, Bill had acquired an Ons

rud Inverted

Pin Router. This type

of machine was used in the aircraft

industry

for years, mostly in the

contouring

of sheet metal skin and

components.

The inverted pin router has the

motor driven

bit

mounted under

the table

and

the bit raised up

into

the

work with a foot pedal. Opera

tionally, a template of the desired

part is attached above and onto the

material to be contoured. This then

is

placed

on the

tabletop.

A

guide

pin of the same size as the

router

bit is

directly above

the

bit. The

guide

pin

is lowered against the

template, the

bit raised into the

material, and the pin

guided

around the template. Thus, the ma

terial is contoured

to

exactly the

same shape

as

the template.

The

templates

were made from

1/4-inch

aluminum

plate, and com

puter generated. Bill

then

made a

fixture that would attach the ply

wood to a plate that then

attached

to the master template. With five

different chord lengths

, using a

common

fixture to

hold

any

of

the

five

was a productivity issue.

At

the

completion of

the

project

it was found that the

cost of the rib shaping was far



Routing ribs o the Onsrud Inverted Pin Router

ttaching the rib material to fixture

The finished rib ready to remove from fixture

Attaching the rib template to fixture



2 3

H G FRAUTSCHY

n

aerial reconnaissance view of a portion of the vintage aircraft parking area



This striking custom

version of the early

Bonanza color

scheme was dis

played during the

early days of Sun n

un by James Dixon

of Bowman, Georgia.

The winner of

an

Outstanding

Classic Aircraft

trophy

at

Sun n

un

2003

Bob

Haas has plenty

to

smile about

with his neat-as

a-pin Aeronca

7AC Champ.

Bob Haas

The Sun n un Grand Champion Antique for 2003 Is Mlkael Carlson s Bleriot XI, powered by a 60-hp Thulln

buil t Gnome Omega rotary engine. It was one of 23 Blerlots

built

under license by Thulin In Sweden.



Paul Erickson s restoration

of the

last

Sky King Cessna

310,

N6817T, pulled in a Contemporary Out

standing In Type award at Sun n Fun.

AE President Tom Poberezny hosts the opening of the Countdown to

Kitty

Hawk touring pavilion, presented by

Ford Motor Company. The centerpiece of the pavilion is the accurate reproduction of the

1903

Wright yer built

by Ken Hyde s Wright Experience in Warrington, Virginia. The Ryer s presence in the large

tent

was mesmerizing.

It s

hard to resist the call of a nice old biplane.

Dan Smith didn t have to travel far with his

Brewster Aeet

7-he lives right

To get a firsthand feeling for

what

it felt

like

to pilot the

Flyer

E and Microsoft teamed up to create the Wright simulators,

which were very popular all day long.

in Lakeland.



/ )

:2

«

:

o

«

z

z

UJ

---- --

\1Registered to Barrels of Fun in Lebanon, Missouri, this

Vol

par

Beech

18

was judged the Best Twin

in

the Contemporary category.



The Rearwin 180F Skyranger (built by Commonwealth) is a rare sight these

days, but

still

a

pretty

airplane from

the time

just

prior

to

World War II.

Doug Clukey of Dexter, Maine, brought this example to the event.

A family airplane it is, and we

saw a number of

them at

Sun n

Fun with more than one tent

pitched next to them. The

Cessna 170 is

still

one of

the

most

desirable

light

planes

that

seat four people, or

two

with a

lot of camping gear. Russ Farris

and Shayla Reese are flying this

nice-looking example.

Vaughn Grasso of Oak Hill, Florida, brought a rare Helton Lark, the

last factory-produced version of the Culver Cadet. It s powered by

a Continental C-90.

Can you tell who s an Auburn University

fan?

John

C

Adams (class of 77, indus

trial management) of Huntsville, Alabama,

tools around in his Auburn Tiger Ercoupe.

His Coupe still has the original throttle V

quadrant with mixture control.



}i

The

other spectacular bookend

to

Mikael's early aviation air

craft is his reproduction of a

Thulin Tummelisa, a Swedish

fighter aircraft originally built

in

1919

,

and

in service as late

as

1934

Mikael built

the

Tummelisa from scratch, and was able

to

power

the

diminutive airframe

with

a 90-hp Thulin engine, another

powerplant bu ilt by the company under license, this time from LeRhone.



BY

BUDD

D VISSON

s a breed,

Taylorcrafts

are

definitely coming

into their own. Even

though they may have

Like so many others during the

1960s,

Ron

was

a member of

the

ROTC while in college

at

Michigan

State. He

had opted

to try for flight

of Vietnam. However, Ron had a great

seat for the role he was about to play

in the drama around him.

When I graduated from

flight



fended

targets

. We were always

dodging

SAMs,

MiGs

and

triple-A. I

flew a total of 146 missions

."

As

soon as he got

out

of the serv

ice he started flying light airplanes

again

although he

stayed

in

the

Air

National Guard for 28 years.

fifteen years old, so I

used the

GI

bill

to

get

my

CFI, so I could

teach him.

We

started

looking around for lit

tle airplanes, including

Champs and Cubs, but

in 1984

we

bought our

first T-craft, a

1941,

and Paul learned to

fly

in it.

We

had

a

farm

and

the

pasture was

our runway, which

was perfect for the

T

Craft

. That was my

first taildragger and I

really came to love it . I still think

the

Taylorcraft is

the

most under-ap

preciated of the classics.

I t

gives

good cross-country performance

and is faster than almost all

of

the

6S-hp airplanes. I think it's a

great

all-purpose flying machine.

airplane

in Paul's

name.

Somehow,

that

just seemed fair.

Taylorcrafts are

apparently

some

thing of

a family

tradition

because

when Ron started looking for a proj

ect airplane,

he

had to go

no

further

than

a cousin's garage.

My cousin had the remains of a

T

Craft

and

I say

'remains'

because

i t

had been burned. At some pOint in its

life, it was sitting

in an

open hangar

and

kids set fire to it

just for

the

fun of it.

By

the

time

the

fire

department

showed

up , the only parts

that

were still burn

ing

were the tires.

t

was a terrible

mess "

Ron trucked what

was left of

the

air

plane home and

spread it out on the

shop

floor to survey

what

he had.

The wings

were

toast. The spars were

charred

and

the

alu

minum ribs were

crystallized

.

The

heat

hadn

' t

been

too

bad , so all the fittings were use

able, but the

tank

was also no good.

t

was obvious

he

was going to

have to

build

new wings but he

didn't

even have

anything

to use

as

an

accurate pattern, so he

started from scratch.

I

bought

some wings off a wreck

that needed spars and

a

bunch of

the

ribs

rebuilt. These were truss

type

ribs, not stamped

aluminum,

and

I knew I could make those fairly



panel has a

solid

original

feel , but has

a few custom

touches to suit

Ron 's taste.

A lot of the

spar

bolts in a T-

Craft go

through big phenolic

bushings

that

are pressed into

the

spar to help spread

the

load. I could

n't find any new bushings, and

those I

had

were

burned.

So,

once

again

, we had to

make

the parts. I

used most of the steel fittings off the

wings, but the

n't wreak havoc wi

th

everything

around it.

All of the aluminum

on

the air

plane

was

crystallized,

warped,

or

melted. I suppose I could

have

pur

chased some of the sheet metal parts

and saved myself a lot

of

time, but I

needed therapy, so I built it all, ex

cept

the

nose bowl. I rolled most

of

Back in

the

days

before

shielded plugs

were

widely

available

, cans such as

these were used with unshielded

plug

s

to minimize radio

interference

These

plug

shields

are

pretty rare

, and gat

h-

ering up a complete set

of

eight can

be

quite

a

challenge

rial and had

an

aircraft shop do

the

stitching and I did the installation.

Originality is fine,

but

for an air

plane to be usable tOday, the restorer

has to deviate

once in

a while, and

this is usually in

the

area

of

radios

and electrical systems. However, in

Hoffmeyer's airplane,

the

deviations

are hardly noticeable.

The orig inal Taylorcraft

battery

box is mounted ahead of the seats. It

is

just the right size to mount a 12

volt motorcycle battery. I use this to

drive the nav lights

and using an

adapter, it also powers my handheld



on

Hoffmeyer s sons, David and Paul, cruise along

in

their dad s resur-

rected Taylorcraft.

cooked in the fire, so Ron

had

to do

some high-end scrounging to fill

the panel he had just made.

I

collected instruments for some

thing like six years trying to get the

right mix. The oil temp

is

an origi

nal with the Taylorcraft logo and the

oil pressure gauge, mag switch, and

airspeed are correct for

the

year

of

airplane. I used a newer tachometer

that

has

an hour meter in

it

and

went to

a three-pointer altimeter,

which

needs to be really short in

length to clear the fuel tank. In gen

eral, I think the panel has the right

look to it.

We finished

the

first Taylorcraft

in dope, but this time we went with

Ceconite and SuperFlite 's System 6

with urethane on top of that.

liThe paint

scheme isn't original,

nal wheels and brakes. I

was

just glad

the wheels weren't fused to the axles.

As Ron

began working ahead of

the firewall, he found

challenges

that

were even bigger than those be

hind it.

liThe

cowling

was hard, but

the

aluminum heat shroud was the sin

gle hardest piece of

the

project . It's

formed in two pieces that were prob

ably originally

stamped

at the

factory. I couldn't stamp them, so I

made a mold and formed the two

halves into it. They came out look

ing good and the heater works great.

The shroud alone took two months.

Although I'm an A

P

you really

can't do an airplane

like

this without

friends , and I had a

couple

of the

best. I built

up

both the engine and

the wings at a friend's house. John

gine. Four hours of the trip was

in

light snow, so we were sure glad

to

see the Florida sunshine.

John Frieling, another A.I.

friend,

had done

a lot of Taylor

crafts,

and

I

went to him

to

help

me

with the covering and the

paint. He was a huge he lp, and

you

learn

so

much

faster when

you're working with someone

who has

done

it before. It's diffi

cult

to explain how

much

I

learned

from

both

John Yost

and

John

Frieling.

I

would

never

be

able to thank

them

enough.

When it came time to put a prop

on

the airplane I went with my heart,

not

my head. I knew a metal prop

would give me more rpm and more

performance, but it just wouldn't

feel

right.

So,

I got a beautiful Sensenich

wood prop. It's so beautiful

that

my

wife made me a prop cover for

it

to

protect it when at fly-ins.

liThe airplane

spent

five and a

half years

in my

garage. Some days

I'd make a lot of progress. Some

days none. But I kept hacking at

it

and it was the best therapy I could

have found.

Ron did the first flight on the air

plane and reports

that

it was nearly

perfect with the wing rigging being

almost right

on . After getting back

from Sun 'n fun, he did tweak one

wing, but that was it. The li ttle air

plane accumulated

25

hours of flight

time going to and from

Lake

land.

liThe little airplane

cruises

an

honest 95 -

100

mph, which

isn't

bad for

65 hp and less

than four

gallons an hour.



ll sizesin inches

unless

otherwise

noted Fabricate

from

drawing dimensions -

drawings not to scale

Tiedowns have always elicited a

bunch of opinions,

and

one of my

favorites is a compact

set of

tiedowns

that

Joe Dickey

built

up

to

secure his Aeronca Champ. Joe

uses them to

supplement

"perma

nent

tied

owns at airports other

than his

home

field, and

as

a sole

means of constraint when

he

is

at

a fly-in. He has had

good

success

with them, having never had

them pulled

out

of the ground or

breaking. The same can't

be said

for the dog anchor types of

tied

owns,

which

have

opened

up

and

broken while Joe

was

tied

down at a fly-in . (Remember the

big blow at E Oshkosh '82?)

The set pictured in

the

doodles

on

these

pages have

been used suc

cessfully in both rocky and loamy

soil,

and

have proven

to

be

very

damage

resistant. Small rocks are

pushed aside, and impacting larger

rocks or boulders results

in

a re

sounding

ring

when the rod

is

struck by the hammer. When that



AIRPLANES WITH WELDED

AGOO HAMMER

ON

TIEooWN

RINGS

IEDOWN BASE PLATES

MAKE FROM

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BASE PLATE ASSEMBLY

TAKE

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WITH

ONE

AROUNDSTRUTAND BACK.

PLAST

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HEADAND ONESTEEL

USERINGONLY TO KEEP

HEAD. DOESN'TWEIGHMUCH.

ROPE

FROM SLIPPING DOWN.

DRIVES

T1EDOWN

PINS, PLASTIC

TENT STAKES,ANDTHOSEWHO

IGNORE "PLEASE

DO

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THE VINTAGE INST UCTOR

aildraggers

'W ould you

want

to fly a

Ford

DOUG STEWART

NAFI

MASTER INSTRUCTOR

greatest taildraggers of all time had

just become mine. Do

they

call this

three to two, the passengers on

the

Ford

airplane deplaned as we



Once

the remaining

nine

pas-

sengers were

boarded,

Sean fired

up

the

right

engine and

called for

taxi.

We

taxied

to runway

09 and

awaited takeoff clearance. Getting

that,

we

pulled out

onto

the run

way

and

applied takeoff power.

It

seemed that as soon as

the

throt

tles were all the way forward, Sean

was pushing forward

on

the wheel

(it is a wheel-a huge wooden

steering wheel, also found

on

Ford

Model

Ts )

and the tail was up in

the

air. With a

short

takeoff roll of

less than 700 feet, we were

up

in

the

air.

This old bird just wanted to

fly I'm talking about the airplane,

not

me.

We

climbed out towards

Lake

Winnebago,

and Sean leveled off

at 1,000 feet AGL. Accelerating to

90

mph

indicated, he set

the

power

and trimmed

it

up. Turning to

wards me, he said, You've got it.

I had

not

expected to be flying this

rare beast, let alone with a cabin

full of paying passengers.

I f

it

drops a wing, don't try to raise it

with

the

aileron use your feet "

Sure enough, we

hadn't

flown very

far

when the

right wing started

to

drop. As instructed, I let the wheel

be,

and

applied pressure to

the

left

rudder pedal. The rudder pedals in

this

huge

taildragger are humon

gous

when compared to the

small

bars in my PA-12. And I quickly re-

alized why. This was going to take

a little

more

than

some

ankle de-

flection. In fact it took the strength

of my entire

leg

to push hard

enough on the

rudder pedal

to

call

them

what you will,

flying

these aircraft will redefine what

flying

is

all

about

for

most

pilots.

We

are

going

to

have

to use our

feet when flying

these airplanes.

Not only in

the

air,

but more

im-

portantly, on

the

ground.

Conventional

geared

tailwheel

taildragger

.

call them what

you

will

flying these

aircraft will

redefine

what

flying is all about

for most

pilots.

t

is said

that

when

flying

a

tailwheel airplane, you're not

done

flying

until the engine is

shut down and the tiedown ropes

are attached. The most important

lessons

to

be learned

when

oper-

ating

a taildragger are

those

our feet, applying opposite rudder

to

direction

of

swing, to keep the

aircraft tracking straight. Once

that

tail

starts

swinging, it

gets

harder and harder

to stop. I f

the

pilot

does

not

react quickly

enough,

the rudder will become

ineffective, and they will need to

use some brake as well. And if not

quick enough with the brake, the

pilot will get to experience a

ground loop. If the groundspeed is

on

the

fast side when this happens

one can

expect

to damage the

air-

frame, and perhaps the landing

gear

as

well.

The other place we get to use our

feet in

most

tailwheel aircraft

is in

coordinating our turns. The ailerons

of most taildraggers are rather large.

Whenever they are deflected, the

drag

they

create results

in

adverse

yaw

that is much

greater than

that

experienced in most

tri-gear

air-

craft. Therefore, whenever you roll

into or out of a turn in a conven

tional

geared airplane, you will

experience one heck of a slip unless

you coordinate

the turn

with suffi-

cient rudder.

The reasons that people elect to

fly taildraggers are

numerous,

but

all are valid. For some it affords the

ability to fly low

and

slow, allow-

ing

one to smell the roses so

to

speak. (Although, here in the dairy

region

of

New

England

it isn't al-

ways roses

one

smells.) For others

it is

the

only type of aircraft that

can

be used

to access rough sur-

faced

and/or

remote runways. Still,

for others it brings

their

mentality



PASS T TO

BUCK

BY

E.E.

BUCK HILBERT, EAA

21 VAA

5

P O Box 424, UN ION, IL 60180

Stowaways Freeloaders

and

Other Culprits

O

e

day,

more

than

a few

years ago, Dorothy

and

I

were

puttin'

along

in our

old 6SLA

Chief

when she

tapped

my

shoulder and pOinted

to the wing root.

There, peering out

at

us was a

cute, little brown and white mouse.

How

long the

rascal

had been

there I don't know, but there it

was, seemingly

enjoying

the ride.

t

would

disappear for a

while,

show up again and seemed quite

active. We delivered i t to the

AAA

fly-in at Ottumwa. That was a long

time ago.

The mystery

was,

where

did

he

come

from,

and how'd he

get in?

Fully aware that mice

can

be a

problem, I tossed a

supply

of old

fashioned mothballs back into the

rear of the fuselage,

and

a few more

under the seat sling.

I don't believe that mouse had

read the publication I had, which said

mothballs were a deterrent to mice.

The odor and the residue lin

gered for

a

long,

long

time

afterwards. We never uncovered

circling

each

of

the

tires. He

had

actually

built

a

circular barrier

,

about six

inches

or more

high

around each wheel.

When asked, he dropped a few

expletives

about

mice,

and how

he'd had a problem with them get

ting

into the upholstery; this

was

his

method

to

prevent

a

reoccur

rence. Did

it

work? I don't know,

but I've never seen anyone do any

thing like it since.

We've

also heard

that

dryer

sheets, the kind that are supposed

to

make

your clot

h es

soft,

repel

the

four-legged critters. Anyone

have experience

with that?

Another

airplane, this

time

a

Stinson

L-SE

we brought home to

Illinois from Denver. After we

got

i t

home, we decided to do an an

nual. Again, the remnants

of

a

hitchhiking mouse, maybe a whole

family of

them. We must

have

pulled two

bushel

baskets

of

nest

and debris

out

of

the left wing.

Now

this

is a

wood

wing, and

the

stains and the odors were there to

the

day we sold

the

airplane.

them,

and have

them

ready to bolt

on when we did the restoration. I

talked to the owner,

and

we struck

a deal. A week or so later we picked

them up, along with some rusty but

restorable tail feathers and

some

other

little items.

We

opened them up and there

they

were

Mouse nests

and

rem

nants, mud-daubed

wasp

nests ,

spiders, and

who

knows how many

other little buggers

who

had built

themselves

a

real

comfortable

condo site.

We even found some

nutshells that ground squirrels had

put there.

Now

how

did

these

guys get

up

a sheer wall maybe five or six feet

above the floor? I sure don't know,

but the evidence was sure there.

t

was a below freezing day

when

we

brought

them

into

the

heated

hangar and it sure wasn't long be

fore we

knew

we had

to do

something. The odor

was terrific

We lucked out, though; there

must

have been an adequate

food

supply

'cause they

didn

' t gnaw

on

the spars .

The woodwork

was in



residue in Mooneys, Piper Chero

kees,

Howard

DGAs

Stearmans

.

You name

it. t

s

a problem. How

do we keep them out? How

do

we

get rid of them i they're in? You

can't

just

poison

them;

then

they

die in

the nests

or in

the uphol

stery and create a very

unpleasant

stink.

You

can shake the

wing,

blow compressed air at them,

maybe

even chase

them out, but

they're back again, because this is

their home.

My

theory

is

prevention.

I

took

a tip from a farm neighbor. When

he plants

his

corn

crop,

he'll

put

out a sacrificial token. Every thirty

feet or so he'll toss out an ear of

corn. This is easy pickings for ma

rauders like the crows

and ground

sqUirrels, and

they

' ll go for

the

easy ears

and

not

bother

the

plant

ings. I thought this was really

clever,

and

decided maybe

it

' d

work for hangar prevention, too.

So I went to the local hardware

store years ago and purchased one

of

those

live traps. It's a

two-door

job where

they

can get in,

but can't

get out. I bait it with cat food or

birdseed, sit back

and

wait. About

every

four of five days I

take

the

trap, and if there are some, I dump

the mice into a bucket of water,

re-

bait the

trap,

and

do

it again.

I

guess

I'm

lucky, as I

haven't

had

an intrusion of these critters

in

any of my

airplanes for several

years now.

Sometimes I run out of mice, too.

Just last week, and I must admit I

hadn't looked at

the

trap for several

weeks,

maybe

months, and there

were the remains of seven mice and

one

very live one in the trap. What

prompted this check

was

the Cessna

120 I mentioned earlier.

Another preventive measure .

Don't leave anything in the air

plane

that

might

be

used for

nesting material. They love paper

towels, rags, (They don't seem to

bother sectionals, maybe

it's

the

government red tape!),

and

what

ever

you

do, don't leave anything

edib

le

in

any compartment. That

is

an open

invitation

to

a

critter

smorgasbord.

o

far, I've been lucky. I would

like to hear from any of you, victims

or not,

as

to how and what you have

experienced,

and

what action you

are taking or contemplating. And

with that, it's over to you,

;BtJ.ck

most car cup holders

SEE

MORE!

Check

out all the VAA

available merchandise



NEW MEMBERS

Wayne Ouellette Utopia, ON, Canada

John Froelich Petersfield, Hampshire,

UK

Richard A. Pulley Anchorage, AK

Scott Haggenmacher Jonesboro,

AR

Jeffrey D. Cannon Ventura, CA

Larry Feuerhelm Agua Dulce,

CA

Dave Garland Davis, CA

J. William Gotcher Hayward, CA

Elmer William Knobloch Lincoln,

CA

Marty Noonan Long Beach, CA

Lance

Schaus South Gate,

CA

Gary Suozzi Oak Park, CA

James

M.

Thomas Watsonville,

CA

Tom Broadbent Pagosa Springs,

CO

Robert D. Tofsrud

Clifton, CO

Ian A. Wayman Peyton, CO

Stephen M.

Kelly

Stoneington, CT

George Byrd Dunedin,

FL

David McFarland Juno Beach, FL

Jorge Neumann Sarasota, FL

Mark

Peck Altamount Spring, FL

Carmen D. Pena

Naples,

FL

Eric Pinon

Ft

Pierce,

FL

Thomas

M.

Shelton Boynton

Beach,

FL

Fred Rascoe Lawrenceville, GA

Robert W. Turner

Brooks,

GA

Michael Tindall Webster City, IA

James Auman Sycamore, IL

Fred

L

Day

East

Baldwin,

ME

Ben Ennenga Grand Haven, MI

Richard Janke Commerce Township,

MI

Philip Mintari Davisburg,

MI

Jeremy Winsor Houghton, MI

Gary M. Granfors Tower, MN

John

L

Wells Minneapolis, MN

Kenneth Doyle Springfield, MO

Stephen

C.

Thayer High Point, NC

Dana Cornelius Madrid, NE

Tom

Wieduwilt Omaha,

NE

John R. Stahl Weare, NH

David Blanche Neptune, NJ

William

G.

Moore Lebanon, NJ

Bart Voyce

Ledgewood, NJ

Alexander Cohen Long Beach,

NY

George Donaldson Amsterdam, NY

Randy

J.

Barney Tipp City, OH

David S. Kroner

Rock

Creek, OH

Donald

E. Ross

Oklahoma City, OK

John T. Bagg

Salem,

OR

Kerry

L

Hofsess Ashland, OR

Raymond J. Davidowski, Sr. Natrona Heights., PA

Raymond

P.

Davidowski,

Jr.

.Natrona Heights.,

PA

Berk B.

Walker Morrisville, PA

Carl Eversole

Beaufort, SC

Mikell Van der Laan Goodlettsville, TN

Brian F Burney Houston,

TX



FLY-IN CALENDAR

The following list ofcoming

events

is furnished to our readers

as

a matter of informa-

tion

only

and

does

not

constitute

approval, sponsorship, involvemen

t

control

or

dir

ect

ion

ofany event fly-in,

seminars, fly

market, etc.) listed. To submit an event, please log on

to www.eaa

.org

/eve

nts/events .

asp. Only if Internet access is unavailable should you

send the information via mail to

:,

Att: Vintage

Airplane, PO. Box

3086,

Oshkosh

WI

54903-3086.

Information

should be r

eceived four

months

prior to

the event

date.

JUNE

I3-IS-Gainesville, TX-41st An

nual Fly -In, Texas Ch.

of

the Antique

Airplane Assn, Gainesville Municipal

Airport GLE), 5/person, 10/family.

Camping

or

ho t

e

ls.

Info: 940-482

6175 or

[email protected]

JUNE

I4-IS-Rutland,

VT-13th

Annual

Taildraggers Rendezvous Fly-In Break

fast, Rutland State Airport. Info:

802-235-2808 vt{[email protected]

JUNE

I4-IS-Toledo,

OH-EAA

Ch. 582

Fly-In, Metcalf Field (TDZ). Pull-A

Plane contest, Young Eagles, food,

aircraft

and auto displays. 9am-5pm.

Info: John 419-666-0503 or

www.eaa582.org

JUNE

I4-IS

-Somerset

,

PA-Somerset

Aero Club's 61st Annual

Fly

-In Break

fast

on

Father's Day Weekend,

Somerset

County

Airport (2G9). PIC

eat Free at Sunday Breakfast. Vintage,

US Military planes on display

and

fly

ing. Antique, classic,

and

new autos.

Info: 814-754-50250r

geor

gegt@j

uno .com

JUNE

IS -Ghent,

NY-EAA Ch. 146

Su

mmer

Fly-In Pancake Breakfast,

Klinekill Airport N Y1), Route 21 B.

8:30-

noon.

(Gas available

at

Columbia

Co

unty

Airport, IB1.) 518-758-6355,

web:

www.eaa146.org

JUNE I8-2I

-Lock Haven,

PA-Sen

ti

mental Journey

'03, William

T

Piper

Memorial -Airport. Info: 570-893-4200

or www.sentimentaljoumeyfly-in.com

JUNE

28--Prosser, WA-EAA Ch. 391 Fly

In Breakfast. Info: 509-735-1664

JUNE

28--Quincy, CA - 6

th

Annual An

tique Wings Wheels, Pre 1950

aircraft automobiles, 8am-3pm,

Ga

nsner

Field (201

).

Info: 530-283

4312 or

[email protected]

JULY

I2-Toughken

amo

n, PA-EAA Ch.

240 Fly-In/Drive-In Panca

ke

Breakfast

Lunch, New Garden Airport (N57).

8a.m.-2p.m. Young Eagles Flights. Info:

215-761-3191 or

EAA240.org

JULY I2-Gain

esv

ille, GA-EAA

Ch . 611

35

th

Annual Cracker Fly-In GVL), 7:30

Pancake Breakfast. Judging in 9 cate

gor ies, awards, rid

es,

food drinks. All

day fun for

the

family. Info: 770-531

0291

or

www.eaa611.com

JULY I 7

-20-Dayton,

OH-Vectren

Day

ton Air Show, Dayton Int 'l airport. Info:

937-898-5901 or www.daytol1airshow.com

JULY

I9-Zanesville, OH-EAA

Ch. 425

Pancake Breakfast Fly-In/Drive-In, Parr

Airport,

8am-2pm.

Lunch also avail

able.

Inf

o: 740-454-0003

UGUST

O

shkosh, WI-Bellanca

Champion Club Banquet, 6 pm at Hilton

Ga

rdens. Tickets available in late April,

27 including dinne

r.

Info: 518-731-6800

or

www.bellanca-cl7ampionc/ub.com

UGUST 8-

I

O-Allian

ce, OH-5th An

nual

Ohio

Aeronca

Avia

tors Fly-In,

A

lli

ance Barber A

ir

po

rt 2D

l ) Info: Brian

216-932-3475 [email protected]

or www.oaafly-in.com

EAA FLY IN SCHEDULE 2003

• Golden West EAA Regional Fly In

June

20-22, Marysville, CA

(MYV)

www.go

/d

enwest{lyin .org

• EAA

Rocky Mountain

Regional

Fly In

June

28-29,

Longmont, CO 2V2)

www.rmrfi·org

•

Northwest

EAA

Fly

In

July 9-13,

Arlington, WA

AWO)

www

.nweaa.org

• EAA AirVenture

Oshkosh

July

29-August

4, Oshkosh , WI OSH)

www.airventure.org

•

EAA

Mid

Eastern

Fly In

August 22-24, Marion

,

OH

(MNN)

440 352 1781

•

EAA East

Coast

Fly In

September

6-7, Toughkenamon,

PA

N57)

• Virginia State EAA Fly In

September

20-21,

Petersburg,

VA

(

PTB)

www.vaeaa.org

• E Southeast Regional Fly In

October

3

-5

,

Evergree

n, AL

GZH)

www.serfi·org

• opperstate EAA Fly In

Octob

er

9-12,

Phoenix,

AZ

A39)

www.copperstate .org

EAA s Countdown

to

Kitty

Hawk

Touring

Pavilion

presented

y

Ford

Motor

Company

Key

Venues in 2003

•June 13-16 -

Ford

Motor

Co

mpany's lOOth

Anniversary Ce lebration, Dearborn, MI

•July 4-20 - Inventing Flight Ce lebration,

Dayt

on,O

H

•July 29-Aug . 4 - EM AirVenture Oshkosh,

Oshkosh, WI

• August 23-September 2 - Museum

of

Flight, Seattle, WA

. December

13-1

7 - First Flight Centennial

Ce leb ration, Kitty

Hawk,

NC

UGUST

22 -23

-Coffeyvill

e,

KS-Funk

Aircraft Owners Association 26th An

nu

al Fly-In

and

Reunion. Info:

302-674-5350

UGUST 22

-24--Sussex,

NJ-Sussex

Airshow. Experimentals,

ultralights

,

classic

s,

warbirds,

top

performers,

celebrate the history

of

flight.

Info: 973-875-0783

or

www.sl.lssexairshowinc.com

UGUST 29-3

I

-Saranac

Lake,

NY-Cen

tennial of Flight Celebration

Air

Show.

www.saranaclake.com/airport.sl7tml

http://www.eaa.org/events/events.asp








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-

• •

•

i r c ra f t

CooUng

www

.

polyfib

er

.c

om

www.

ai

rc

rafts

p

ruce.com

Workshop

chedule

June

21 22

.2003 Frederick . MD

SHEET METAL

BASICS

COMPOSITE

CONSTRUCT

FABRIC

COVERING

ELECTRICAL SYSTEMS

AVIONICS

GAS WELDING

June 27

-

29

. 2003

Gr

iffin (Atlanta).

GA

RVASSEMBLY

TIG WELDING

Aug 23

. 2003

Arlington

.

WA

TEST

FLYING YOUR

PROJECT

Aug 23 24. 2003 Arlington .

WA

SHEET

METAL BASICS

COMPOSITE CONSTRUCT

FABRIC COVERING

ELECTRICAL SYSTEMS

FLY IN

CALENDAR

CONTINUED

SEPTEMBER

13

-1

4--Rock

Falls,

IL -

North Central EAA

Old Fashioned

Fly-In, Whiteside

County

Airport

(SQI). Forums, workshops, fly-mar

ket,

camping

air rally, awards, food

&

exhibitors,

Sunday pancake

break

fast. Info: 630-543-6743

or

www.nceaa.org

SEPTEMBER 13

-1

4--Bayport

,

N Y

40th Annual

Fly-In

of

the

Antique

Airplane

Club

of Greater New York,

Brookhaven Calabro Airport. Display

of vintage and homebuilt

aircraft,

awards, flea market,

hangar

party.

Info: 631-589-0374

SEPTEMBER 19-20-Bartlesville

OK-47th

Annual

Tulsa Regional Fly-

In. Info:

Charlie

Harris

918-665-0755, Fax 918-665-0039,

www.tulsaf/yin.com

SEPTEMBER 21-Simsbury CT-An

nual

Fly-In, Simsbury Airport

(4BO),

8 am-5

pm

. Info: [email protected]

SE

PT

E

MBER 26

-28-Pottstown

PA

Bellanca-

Champion Club

East Coast

Fly-In

at Pottstown

Municipal Air

port

(N47). Info: 518-731-6800

or

www.bellanca-championcJub.com

SEPT

EMBER

27

-2

8-Midland TX -

Fina-CAF AIRSHO 2003, Midland

Int'l Airport. Info: 915-563-1000,

www.airsho.org

SEPTEMBER

27

-Hanover IN-An

nual

Wood, Fabric, Tailwheels

Fly-In,

Lee Bottom

Flying Field.

Re-

laxed

atmosphere

legendary Cajun

Avgas (15 Bean Chili). May arrive

the night

before to share fireside fly

ing

stories

and enjoy

Dawn Patrol.

Rain

date 9/28/03.

Info: 812-866

3211

or

If/[email protected]

SEPTEMBER 8 Ghent

NY-EAA

Ch.

146 Fall Fly-In Pancake Breakfast,

Klinekill Ai

rport

(NY 1), Ro ute 21B.

8:30-noon.

(Gas available

at Colum

bia

County

Airport, IB1.)

M Y S T E R Y P L N E

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C O N T I N U E D FROM P GE 5

tration letters under the port wing and

possibly

a

vestigial

N number under the

tailplane. Could this

be

NC191M (ex G

ADWW)

before

the

original

open

cockpit

was

enclosed and faired with a

raised decking back to the fin? Im

ported into the United States to

Hyattsville, Maryland, in 1936, she

came to grief at Palm Beach, Florida, in

1959.

Mike

Vaisey

Little

Gransden

Airfield

Nr.

Cambridge, England

From

one of our most experienced

members,

we

have this recollection:

The March

Mystery

Plane is the

Miles

M-5 Sparrowhawk. Built

in

Great Britain

by Phillips

and

Powis Aircraft, it

partici

pated in

the

King

's

Cup

race

in

the

30s.

It

was a smaller version of the well

known Miles

Hawk

and was powered

by a

de

Havilland Gipsy Major of 130

hp. Registered as NC-191M, it

was

the

former G-ADWW under British

registry.

I first saw

this

aircraft

at

the old

Queen's Chapel Airport

in

Washington,

D.C.,

in

the late

30s,

where

it

was

un

dergoing restoration. In the summer of

1946 it was sold by Perry Boswell to

Carl Conrad of Romney, West Virginia,

who hangared it at Baker

's

Air Park in

Burlington, West Virginia.

It was

later

stored at the nearby

Keyser, West Vir

ginia, airport. In the early 50s it was

resold to Boswell

and

wound up in

southern

Florida

.

It was

later reported

to

have crashed while being flown by

an

other pilot who suffered fatal injuries,

and the aircraft

was

destroyed.

VINTAGE

TRADER

Something to

bu

y

sell or

tr

e?

Classified

Word Ads:

5.50

per 10

words, 180 words maximum, wi

th

bold

face

lead-in on first line.

Classified Display Ads: One column

wide (2.167 inches) by I, 2, or 3 inches

high at

20

per inch. Black

an

d wh ite

only, and no frequency discounts.

Advertising Closing Dates: 10th of sec

ond month prior to desired issue date (i.e.,

January

10 is

the

closing

date

for

the

March issue). VAA reserves the right to

re

ject any advertising in conflict

with

its

policies. Rates cover one insertion per is

sue. Classified ads are not accepted via

phone

. Payment must accompany order.

Word ads may be sent via fax (920-426

4828) or e-mail

([email protected])

using

credit card payment (all cards accepted).

Include name on card, complete address,

type of card, card number, and expiration

date . Make checks payable to

EAA.

Ad

dress advertising correspondence to EAA

Publications Classified

Ad

Manager, P.O.

Box 3086, Oshkosh, WI 54903-3086.

BABBITT

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- rod bearings,

main

bearings, bushings, master

rods, valves,

pis

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Toll Free 1-800-233-6934, e-mail

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VINTAGE ENGINE MACHINE WORKS, N. 604

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ST.,

SPOKANE,

WA

99202.

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Different Airplanes Available

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those who

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For sale, reluctantly: Warner 145 & 165 engines. 1

each, new OH

and

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please

.

Two Curtiss Reed props to go with above

engines.

1966 Helton Lark 95, Serial #8. Very rare PO-8

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VINTAGE

AIRCRAFT

ASSOCIATION

OFFICERS

President Vice-President

Espie 'Butch' Joyce

George Daubner

704 N. Regional Rd. 2448

Lough Lane

Greensboro, NC 27425 Hartford, WI 53027

336-668-3650

262-673-5885

[email protected]

[email protected]

Secretary

Treasurer

Steve

Nesse

Charles W. Harris

2009 Highland Ave.

7215

East 46 th 51

Albert Lea, MN 56007

Tulsa, OK

74147

507-373-1674 918·622-8400

[email protected]

[email protected]

DIRECTORS

Steve

Be

nder

85

Brush Hill Road

Sherborn, MA

01770

508-653-7557

sst

[email protected]

David Bennett

P.O.

Box 1188

Roseville,

CA

95678

916-645

·

6926

[email protected]

John Berendt

7645

Echo

Point Rd.

Cannon Falls, MN 55009

507-263-2414

[email protected]

Robert C. "Bob" Brauer

9345

S Hoyne

Chlcago,

IL

60620

773·779-2105

[email protected]

Dave Clark

635

Vestal

Lane

Plainfield, IN 46168

317·839·4500

[email protected]

John

S.

Copeland

lA Deacon Street

Northborough, MA 01532

5OB

393-4775

[email protected]

Pltil Coulson

28415 Springbrook Dr.

Lawton,

MJ

49065

269-624-6490

rcouisonSl6@c:s.com

Roger Gomoll

889 1 Airport Rd,

Box

C2

Blaine, MN 55449

763-786-3342

pledgedrive@msncom

Dale A. Gustafson

7724

Shady

Hills Dr.

Indianapolis, IN 46278

317 ·293-4430

[email protected]

Jeannie

Hill

P.O.

Box 328

Harvard,

IL

60033-0328

815

·943-7205

dinghao@owc,net

Steve Krog

1002 Heather Ln.

Hartford, WI

53027

262-966-7627

[email protected]

Robert D. "Bob" Lumley

1265 South 124th

St.

Brookfield, WI

53005

262-782-2633

[email protected]

Gene Morris

5936 Steve

Court

Roanoke

, TX

76262

817-491-9110

[email protected]

Dean Richardson

1429 Kings Lynn Rd

Stoughton, WI

53589

608

-

877

-

8485

[email protected]

Geoff Ro

biso

n

1521

E. MacGregor Dr.

New

Haven,

IN

46774

260-493-4724

[email protected]

S.H.

Wes"

Sch

mid

2359 Lefeber Avenue

Wauwatosa, WI 53213

414-771-1545

[email protected]

Membership Services D i r e c t o ~ y _

ENJOY THE MANY BENEFITS OF EAA AND

THE EAA VINTAGE AIRCRAFT ASSOCIATION

AA

Aviation

C

enter

,

PO

Box

3086,

Oshkosh

WI

54903-3086

Phone (920) 426-4800 Fax (920) 426-4873

Web Site: http

://www.eaa.org and http://www.airventur

e.

org

E-Mail:

vintage

@

eaa.org

EAA and Division Membership Services

800-843-3612 FAX 920-426-6761

(8:00 AM-7:oo

PM

Monday-Friday

CSn

• New/renew memberships:

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(NAFI)

• Address changes

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MYSTERY

PL N E CONTINUED

FROM PAGE 29











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was back home by midday. This

was

a good demonstration of

its cross-country capability.

The

Sparrowhawk was a fine aircraft, and it s too bad that it

no longer exist

s.

Clement

H.

Arms

trong

Rawlings, Maryland

Alfred

Fox

Jr. had found the photo in some of his father s

materials, and

Alfred Sr.

didn t

recall

what it was. Alfred

Sr.

has

been actively flying since before

th

e war, and is a

ve

teran

World War II pilot, who continues to fly a Kitfox.

Other correct

answers were received from

the following

members:

Jan

Christie, Holmen, Wisconsin;

Russ

Brown,

Lyndhurst

,

Ohio;

Re

nald Fortier, Ottawa , Ontario; Mike

Searle

, Tucson, Arizona; Bill

Pancake,

Keyser,

West

Virginia (who used to taxi

the airplane at the

Keyser airport when

he

was a

IS-year-old );

Rick

Wery,

Juneau, Alaska;

Arnol Sellars,

Tulsa, Ok lahom a;

Steve

McGuire,

Ponca City, Okla

homa; Jim Strothers, Rancho Palos

Verdes

, California; Robert Byrd,

San Fr

anCiSCO Californ

i

a;

Bill

Mette,

Campell,

California;

Roy

Cagle

,

Prescott,

Arizona; Wayne Muxlow,

Minneapolis

, Minnesota;

Vicki

Buttles, Placerville,

California;

Wayne

Van

Valkenburgh,

Jasper, Geor

gia; Thomas Lymburn;

Princeton,

Minnesota; John Erickson, State

College,

Pennsylvania;

Theodore Wales,

Westwood,

Massachusetts;

Frederick Blewitt, Youngstown, Ohio; Ted Stanfill, Al

exandria

, Vir

ginia; Don

DeGasperi,

Albuquerque, New Mexico;

Frank Garove,

Bal timore, Maryland;

David Money,

Wellington, New Zealand.

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Don and

Donna

Warner

Gilbert

AZ

•

Don

purchased irst

Luscombe,

an 8A,

in 1975

•

Don

met Donna in

1981

and introduced

her to flying

;

they were

married in 1982

•

In

1987

the

Warners

purchased Donna's

Luscombe

an

8E/F

the

plane

in

which she

learned to fly

•

1994

:

Purcha

sed current

Luscombe an 8E/150 hp

and

restored

it

AUA

has been our insurance

company

for many years. Their

friendly agents have a thorough

knowledge

of classic aircraft

and AUA rates are the best. Outstanding service

and

personal

attention makes AUA tops on our list.

Don and Donna Warner

Vintage Airplane - Jun 2003

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Transcript of Vintage Airplane - Jun 2003