VOL. 33, NO. 8 2005

CONTENTS COVERS 1 Straight and Level FRONT COVER: On August 5, 1904, Orville Wright flew the Flyer II a total of 356 feet over the grassy hummocks of 2 VAA News Huffman Prairie , outside of Dayton, Ohio. It was the 19th flight of the summer. Throughout all of 1904, the Wrights struggled with obtaining consistent, controllable flights. Af­ 3 Friends of the VAA Red Barn 2005 ter numerous crashes and subsequent revisions to their Flyer, they would achieve their goal of a truly practical air­ 4 Aeromail plane in the late summer of 1905. with their Flyer III. See the first of a two-part article on the Wrights' activities dur­ 6 Reminiscing with Big Nick ing those two years, starting on page 10. This detail is a The Pylon Club- Part I part of a larger image from a Library of Congress negative (the original was a 5"x7" glass plate negative). Library of by Nick Rezich Congress, Prints & Photographs Division, (LC-W86-00617)

BACK COVER: M. Randall Mytar's watercolor painting "Fly 10 The First Practical Airplane Fishing" depicts a father sharing his love for fishing and Part I: The Wright's dogged pursuit of useful fli ght ftying with his young son . The artwork was presented with the 1st place Vintage Category award during the 2005 EAA by H.G. Frautschy Sport Avia tion Art Contest. A very limited number of prints are available. Contact Mr. Mytar in Sherman Oaks, Califor­ 16 Trans-Atlantic Moth nia, at 818-789-7719 for more information . Torquil Norman's D.H . '85 Leopard Moth by H.G . Frautschy STAFF 20 The Forgotten Performers Publisher Tom Poberezny Bellanca's record-making airplanes Editor-in-Chief Scott Spangler Executive Director/Editor H.G. Frautschy by Vic Pike Administrative Assistant jennifer Leh l 25 The Vintage Instructor Managing Editor Kathleen Witman News Editor Ric Reynolds Whether/weather to go, or not Ph otography jim Koepnick by Doug Stewart Bonnie Bartel Production Manager julie Russo 27 Mystery Plane Classified Ad Manager Isabelle Wiske by H.G. Frautschy Copy Editor Colleen Walsh 28 Pass it to Buck Director of Advertising Katrina Bradshaw Aero nca C-3 N-13000 Display AdvertiSing Representatives: ortheast: Allen Murray by Buck Hilbert Phone 609·26S·1 666, FAX 609·265· 166 1 e·mail : al/rlllllllrra)o@IlI illrlsprillg.fOlII Southeast: Chester Bau mga rtn er 30 Phone 727·573·0586, FAX 727·556·0177 e-mail; (balllll I I I @\lIilldsprillg.fOlII Calendar Central: Todd Reese Phone SOO·444·9932, FAX 816·74 1·6458 e-mail: (o< ld@Sp("· /1/lIg.!01II 32 Classified Ads Mountain & Pacific: Keith Kn owlt on & Associat es Phone 770-5 16-274 3, e- mail: kkllowltu lI @!ea(/.urg GEOFF ROBISON PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION Summertime in Oshkosh t's the Fourth of july weekend, busy little community airpark. It's sues, or even how much lemonade to and I am writing this column really quite wonderful! have on hand to keep our volunteers from Oshkosh as I sit at my picnic If you have an opening in your cal­ upright and in forward motion. Be­ Itable in Camp Scholler. I'm here endar, consider donating that time lieve me, this list is never ending. tending to a number of last-minute to the VAA Division and EAA. Think Everybody pulls together every EAA AirVenture logistical items that about coming early, and staying late, year to get this huge job done in what needed attention. to experience what this little piece of can only be labeled as a professional I realize that few of you folks heaven is like prior to the main event. and helpful manner. This effort put have ever seen the EAA grounds For the uninitiated, few have a real forth by the staff is remarkable, and here in Oshkosh other than dur­ feel for the massive effort that must it is important that we all recognize ing EAA AirVenture. It's a typical be put forth to prepare the grounds their efforts and offer them our sin­ summer day here in the upper Mid­ and arrange for all of the necessary cere gratitude. west, and as I look north from my logistical issues that are required in Yes, it may be impossible to put on camper, I can see the large field EAA preparation for the thousands of this world-premier event without all uses for car parking, and a little fur­ visitors the world's greatest aviation of the volunteer efforts, but it is im­ ther, across the road, is EAA's Pio­ event attracts each year. possible for me to imagine what this neer Airport. The grass in the field It is often heard around here that event would be like without the ever­ is tall and turning brown, and you without the volunteers at EAA Air­ important participation and qual­ can see the wind push it around, Venture, this event would not be pos­ ity efforts of your EAA staff. Many making the grass look like waves. In sible. As you know, I have oftentimes thanks to each of you for your dedi­ just a few short weeks, it won't be extolled the many virtues of our val­ cation and hard work. nearly as serene. ued volunteers. Although this is a By the time this column hits your It is always interesting to observe true statement about our volunteers, mailbox, EAA AirVenture 200S will the variety of reactions of first-time in this month's column I wanted to be but a recent memory. Here's hop­ pre-convention volunteers who are also extend the gratitude of the Vin­ ing it is a safe and successful event. among the hundreds who come tage organization to the often-forgot­ As I am putting the finishing touches here to prepare the grounds for this ten individuals who toll away every on this month's column, word world-premier event each year. work day of the year to make this lit­ reached my desk today of the loss of In the weeks just prior to EAA tle piece of heaven more heavenly for two icons of the air show circuit. The AirVenture the atmosphere here is the membership and our volunteers. sad and tragic loss of jimmy Frank­ nothing short of surreal. There are Who are these individuals? Why, lin and Bobby Younkin hit the EAA few airplanes flying around, little they're the many dedicated, hard­ as well as the vintage family with a to no traffic in the campground, working staff members of the Experi­ hard blow. This loss will be long felt and no buzzing of motor scooters. mental Aircraft Association and its by the extended Oshkosh friends and The only real noise you may hear divisions. Special thanks to those in­ family of these two fine, professional is the humming of the neighbor's dividuals who work every day to plan gentlemen. Our hearts go out to the air conditioner, or that wonderful and implement the untold number members of their individual families. symphony of noise made by the of incidental issues that are required Somehow, the show must go on. Swallow, the Travel Air or, occasion­ to be in place to have a successful Let's all pull in the same direction ally, the Ford Tri-Motor in the pat­ and safe event. for the good of aviation. Remember, tern around Pioneer Airport. My The effort is massive when you we are better together. join us and campsite is strategically situated di­ consider how many toilets will be have it all. rectly under the pattern at Pioneer needed, how many T-shirts we need Airport, so it's a lot like living on a to have on hand to sell, security is­ VINTAGE AIRPLANE Dinner and a Murder

EAA staffers Gregg and Trish Deimer at the 2004 mystery dinner.

Visit EAA's Pioneer Airport for a fabulous buffet dinner on a 1930s movie set. Rub shoulders with glamorous movie stars, but watch out for shady characters! Don't be surprised if a terrible murder takes place during dinner-after which it'll be up to you and the other pa­ Celebrate Aviation's Good 01' Days With EAA trons to find the culprit. Visitors enjoy the golden age of aviation at Good 0 1' Days 2004. Tickets, including dinner, are $25 for EAA members, $30 for others. There's nothing quite like the good 01' days, especially when it Reservations are recommended and comes to airplanes. On August 20-21, the good folks at EAA's Pioneer can be made online at https://secure. Airport present the Good 01' Days of Aviation, a heartwarming return eaa.orglmuseum/murdermystery.asp or to a simpler time of open cockpits, leather helmets, and goggles. by calling 920-426-6880. All are invited to experience what airports were like during the early days. Meet characters from the past, and rediscover the folklore, crafts, First Biplane Fantasy Camp and skills of old-time aviation. in September Weather permitting, visitors will see incredible vintage airplanes­ Everything you wanted to know EAA's and those from visiting pilots (as detailed in last month's "VAA about biplanes will be discussed at News")-fly throughout both days. Don't miss the afternoon "parade EAA's first Biplane Fantasy Flight of flight" and special flight demonstrations, like balloon bursting. Camp September 23-25. Included Other weekend features: are three biplane flights from Pio­ • At our large children's activity center kids can play the games that neer Airport, with extensive pre­ were popular during the golden age of aviation. flight and starting procedures • Original aircraft building skills are kept alive in the restoration briefing for groups, simulator flights workshops. Watch a 1930 Monocoupe get .restored, and talk to the in a )-3 Cub from the virtual Witt­ craftsmen. man and Pioneer fields, and various • Send and receive a telegram using Morse code. meal and evening speakers. • Meet and greet EAA's vintage aircraft pilots. Dressed in period cos­ The camp also includes two tume, they'll share their vast flying experiences. nights in the EAA Air Academy • Create a piece of airmail and see it delivered in one of EAA's vin­ Lodge, meals, and VIP tours of the tagemail planes. All materials and stamps are provided. EAA AirVenture Museum, conven­ Airplane rides are available in a variety of vintage aircraft including tion grounds, collection storage, the 1929 Ford Tri-Motor, the 1929 Travel Air E-4000, the 1927 Pitcairn Pioneer Airport, Weeks Hangar, Swallow biplanes, and a replica of Charles Lindbergh's famous Spirit of and EAA administrative and sup­ st. Louis. Prices start at $25. port facilities. That's not all: A variety of vintage automobiles will be on display, To learn more, visit www.airventure and everyone will have an opportunity to take a free ride in a prewar museum.org. vintage vehicle. A free shuttle service to Pioneer Airport is available to pilots flying Continental Gray Engine Enamel into Wittman Regional Airport and parking at Basler or Orion FBOs. From longtime member Marv 2 AUGUST 2005 Hoppenworth, the creator of the original youngster's pedal planes CALL FOR VAA HALL OF FAME NOMINATIONS you see at EAA AirVenture Oshkosh and at Pioneer Airport (thanks, Nominate your favorite aviator for the EAA Vintage Aircraft Association Marv!), we have this little tidbit of Hall of Fame. A huge honor could be bestowed upon that man or woman restoration information: working next to you on your airplane, sitting next to you in the Chapter meeting, or walking next to you at EAA AirVenture Oshkosh. Think "It seems none of the parts-sup­ about the people in your circle of aviation friends, that mechanic, that ply people that I could find have photographer, that pilot who has shared innumerable tips with you and Continental gray engine enamel. I with many others. They could be the next VAA Hall of Fame inductees-but hear comments like, 'It is like Pratt only if they are nominated. & Whitney gray with blue in it.' The person you nominate can be a citizen of any country and may be I'm in the process of working on living or deceased, and his or her involvement in vintage aviation must have an A-65 Continental that is going occurred between 1950 and the present day. His or her contribution could to be installed on a museum-bound be in the areas of flying; design; mechanical or aerodynamic developments; Cub, and I wanted to get the true administration; writing; some other vital, relevant field; or any combination color. I removed the dataplate (l'm of fields that support aviation. The person you nominate must be or have replacing it), and there was Conti­ been a member of the Vintage Aircraft Association, and preference is given to those whose actions have contributed to the VAA in some way, perhaps nental gray, which had been in the as a volunteer; a writer; a photographer; or a pilot sharing stories, preserving shade for 60 years. Then we took aviation history, and encouraging new pilots and enthusiasts. the case half to our local DuPont To nominate someone is easy. It just takes a little time and a little paint dealer and went through the reminiscing on your part. color charts and came up with a • Think of a person, think of his or her contributions. DuPont color match. The DuPont • Write those contributions in the various categories of the form. number is DA182A. This happens • Write a simple letter highlighting these attributes and contributions. Make to be the Centari acrylic enamel copies of newspaper or magazine articles that may substantiate your view. number; this can probably be got­ . Ifyou can, have another person complete a form or write a letter about this ten in Dulux enamel, too." person, confirming why the person is a good candidate for induction. • Mail the form to: VAA Hall of Fame H.G. Frautschy PO Box 3086 Oshkosh, WI 54903-3086 REME MBER, YOUR "CONTEMPORARY" MAY BE A CANDIDATE­ NOMINATE SOMEONE TODAY!

Call the VAA office for a form (920-426-6110); find it at www.vintageaircraft.org; or on your own sheet of paper, simply include the following information: • Date submitted. • Name of person nominated. • Address and phone of nominee. • Date of birth of nominee. Ifdeceased, date of death. • Name and relationship of nominee's closest living relative. • Address and phone of nominee's closest living relative. • E-mail address of nominee . • Time span (dates) of the nominee's contributions to aviation. (Must be between 1950 to present day.) • VAA and EAA number, if known. FAA Honors Buck Hilbert • Area(s) of contributions to aviation. Veteran pilot and VAA colum­ • Describe the event(s) or nature of activities the nominee has undertaken in nist Buck Hilbert was recently aviation to be worthy of induction into the VAA Hall of Fame. honored by the FAA with the FAA • Describe achievements the nominee has made in other related fields Master Pilot award for 50 years of in aviation. continuous flying. Scott Landsdorf, • Has the nominee already been honored for his/her involvement in aviation FAA Safety Program manager (left), and/or the contribution you are stating in this petition? Ifyes, please explain the nature of the honor and/or award the nominee has received. made the presentation during a re­ • Any additional supporting information. cent meeting of the DuPage Pilot's • Name of person submitting petition. Association. Our thanks to Ted • Submitter's address and phone number, plus e-mail address. Koston for sending us this photo • Include any supporting material with your petition. and the information. ~ VINTAGE AIRPLANE 3 FRIENDS OF THE VAA RED BARN 2005 OUR THANKS TO THOSE LISTED FOR YOUR GENEROUS SUPPORT OF THE VINTAGE AIRCRAFT ASSOCIATION'S ACTIVITIES AND PROGRAMS DURING EAA AIRVENTURE OSHKOSH.

This list includes donors as of July 7, 2005. Again , thank you for being a Friend of the VAA Red Barn!

DIAMOND LEVEL FRIENDS BRONZE LEVEL FRIENDS John M. Patterson, Lexington, KY Don Abbott, Sanibel, FL William R. Aikens, Bloomfield Hills, MI Gary L. Petersen, Walton, NE Ted Beckwith, Jr. , Tullahoma, TN Lloyd L. Austin, Dover, DE Ray Pool, Madera, CA VAA Chapter 10, Claremore, OK Lawrence A. Bartell, Waukesha, WI Tim and Liz Popp, Lawton, MI VAA Chapter 11, Glendale, WI Dave Belcher, Abington, MA Ron Price, Sonoma, CA Kenneth Cianchette, Pittsfield, ME Clifford Belleau, Anchorage, AK Bob & Norma Puryear, Trinity Center, CA Jacie & Scott Crowell, Bandon, OR Kent Blankenburg, Groveland, CA Theodore Reusch , La Verne, CA Bud Field, Hayward, CA Sandy Blankenburg, Groveland, CA Charles Schumacher, Boulder, CO Nikki Field, Hayward, CA Stacey & Michael Boggs, Keyser, WV Arthur F. Sereque, Jr., Woodridge, IL Rich Giannotti, Brookhaven, NY Denis G. Breining, Austin, TX Jeffrey L. Shafer, Fond du Lac, WI Charles W. Harris, Tulsa, OK Charles B. Brownlow, Weyauwega , WI Peter Sherwin, St. Louis, MO Lynn Jensen, Ashland, VA Steven L. Buss, Oshkosh, WI Colin A. Smith, Henderson, NV Norma Joyce, Greensboro, NC Perry M. Chappano, Columbus, OH Randolph H. Smith, Cody, WY Butch Joyce, Greensboro, NC Gene R. Chase, Oshkosh, WI David P. Smith, Pacific Palisades, CA Bob Lumley, Brookfield, WI Geoffrey E. Clark, Portsmouth, NH Joseph M. Smokovitz, Tecumseh, MI Guy A. Snyder, Bartonville, IL Skip Rawson, Rocky Hill, NJ Sydney B. Cohen, Wausau, WI Jim Snyder, Morgantown, WV Ronald Tarrson, Santa Fe, NM John & Marge Cooke, Galena, IL L. Dean Spencer, Beadford, IN John Turgyan, New Egypt, NJ John S. Copeland, Northborough, MA Seymour Subitzky, Reston, VA James Turrell, Flagstaff, AZ. Dan Dodds, St. Anthony, MN Cheryl & Chris Drake, Lindenhurst, IL Carson E. Thompson, Elmhurst, IL Theodoore Embry, Cleburne, TX Don Toeppen, Sun City West, AZ. PLATINUM LEVEL FRIENDS James E. Fischer, Lakeville, MN Robert O. Tyler, Great Falls, VA D. Ronald Boice, Chandler, AZ. David G. Flinn, Lansing, NY Harland Verrill , Flint, MI Buck Hilbert, Union, IL Robert L. Fornesi, Claremont, CA Tom Vukonich, Southfield, MI Ben Scott, Reno, NV Henry G. Frautschy, Oshkosh, WI Donald L. Weaver, EI Centro, CA Donald J. Warner, Gilbert, AZ. Mal & Inge Gross, Eastsound, WA LeRoy Weber, Jr. , Rio Vista, CA William W. Halverson, Henderson, NV D. Jeanne Williams, Sonoma, CA GOLD LEVEL FRIENDS Carl W. Higgins, Aloona, WI Red Hamilton & Marily Boese, Fort Bragg, CA Dean K. Alexander, Chillicothe, OH Mark Holliday, Lake Elmo, MN Beverly Beckwith, Tullahoma, TN Barry Holtz, Fairport,NY LOYAL SUPPORTER FRIENDS Jim Gorman, Mansfield, OH Randy Hytry, Wausau, WI Jesse W. Black, Hawick, MN Peter N. Jansen, Jr., Seattle, WA Helen A. Mahurin, Kansas City, MO Edward Brannon, Racine, WI Gordon L. Knapp, Tampa, FL Earl Nicholas, Barrington, IL SMSgt Gary M. Brossett, Clovis, NM Jimmy Leeward, Ocala, FL Steven W. Oxman, Riva, MD Rene Burdet, Belgrade, ME Stan Lindholm, Westlake, OH Stephen Pitcairn, Bryn Athyn, PA Allan W. Lund, Hayward, WI Samuel W. Clipp, Pennsburg, PA Skip Rawson, Rocky Hill, NJ Thomas Lymburn, Princeton, MN Charles Crume, Oak Ridge, TN S.H. · Wes" Schmid, Wauwatosa, WI Pfizer Foundation, Princeton, NJ Jim Newhouse, Virgil, IL William L. Madden, Las Cruces, NM Philip G. Perez, Fort Worth, TX SILVER LEVEL FRIENDS Jim Matus, Rescue, CA Keith Plendl, Hinton, IA Allen D. Boger, Jr., Argyle, TX Marie & Jack McCarthy, Crestwood, IL Colonel C.A. "Buz" Rich, Williamsburg, VA Raymond B. Bottom, Jr. , Hampton, VA W. Timothy McSwain, Randolph, NJ Stephen Sawyer, Brigham City, UT A. J. Hugo, West POint, NE Gene E. Morris, Westlake ," TX Mark W. Scott, Bethany, CT Edward R. Moore, Daytona Beach, FL Roscoe Morton, Frostproof, FL Edward Smith, Sandy Valley, NV John D. Stewart, Slatington, PA James S. Moss, Buckley, WA Gary W. Sullivan, Santa Fe, NM Jamie Wallace, Frankfort, IL Boynton (Bud) Nissen, Wright City, MO Jim Temple, Granger, IN C. Paul Wilcox, Welaka, FL George A. Northam, Elmhurst, IL Thomas E. Trainor, Troy, MI Russell Williams, Issaquah, WA Anna & John Osborn, Kerrville, TX Ty R. Zeiner, Marion, KS Harrison F. Wood, Upper Saddle River, NJ Billy & Saundra Pancake, Keyser, WV VAA Chapter 34, Falmouth, MA 4 AUGUST 2005 be making final taxi works with hand tools as well as tests at San Diego one power tools. weekend, and that if He primarily builds elegant cus­ everything went well, tom furniture from old-growth, it might fly. So some of tight-grained wood, which is highly us drove down to Lind­ figured. His work is like fine art bergh Field and you'd expect in a known gallery. parked down So, I felt privileged that he found the runway it interesting and enjoyable to make at the point some airplane pieces for me. And, where the en­ at a reasonable price! gineers had All I supplied was the aircraft­ calculated it grade Sitka spruce and enough of would leave the old tattered parts to get some the ground. dimensions. Here's Richard's photograph of the XC-99's first flight. I was thrilled I'd like to share his name and to see, at the address with others who might be The XC-99 far end of the runway, the Ryan "wood challenged" like myself: I only recently ran across the July Aeronautical Company, where Frank Strazza 2003 issue with the article "The Goli­ Lindbergh's plane was built. 329 Coastal Lane ath of the Airways" about the XC-99. "The tremendous, lumbering C-99 Waco, TX 76705 COincidentally, I was culling some made a few high-speed taxi tests, 254/71 5-6660 old slides I'd been saving which in­ then revved up and took off on its [email protected] cluded the XC-99's first flight. first flight. Just as it passed us , it Dal Donner On page 9 it is reported, "The lifted into the air." Clifton, Texas XC-99 was first flown on April 18, Richard Parvin 1952." Not true. Later, on page 20, Clearwater, Florida Dal's experience with Frank Straza "The Goliath's first flight was made highlights the fact that you can, un­ on November 24, 1947." 1947 Woodworker Extraordinaire der FAR 21.303, make a part for your is correct, but I'm not sure of the Restoring an antique airplane own aircraft, provided you have what month. On page 22, "It was built calls for many different kinds the FAA considers appropriate infor­ at the Consolidated factory in Fort of skills. And like most people, I mation (drawings, for example). The Worth ...." That's not true. found myself deficient in some rules also require that ifyou're having Actually, it made its first flight categories. Woodworking was the someone help you produce the part, from Lindbergh Field in San Diego biggest problem, both from an ex­ that the creation of that part is done in 1947. Here's my story: perience level and having tools to under your direct supervision. Check In 1947 I was a newly graduated make complex parts. with your A&P-IA mechanic and your aero engineer and former bomber My current project is a Fairchild local FSDO regarding the appropriate­ pilot working at Northrop Aircraft 24W, and it has a lot of wood which ness of the information you have on in Hawthorne, California. Although has suffered neglect and exposure to hand before attempting to make such the industry was going through ma­ the elements. a part.-HGF ...... jor post-war cutbacks, I was thrilled It would have been convenient to witness and photograph the first to go to the nearest Fairchild store Feel free to write us here at Vintage flights of three new prototypes that to buy some of these wood parts. Airplane; send us your kudos, com· year: the Northrop B-49 Jet Flying But the Fairchild store is as much plaints, corrections, or just plain old good stuff you want to share with every· Wing (flying from the Northrop of the past as the hand craftsman­ body. Send your note to: runway in Hawthorne), the Hughes ship employed to build this old air­ Vintage Airplane Hercules flying boat (from Long plane back in 1939. Aeromail PO Box 3086 Beach Harbor), and the huge XC-99 Fortunately I know a young man Oshkosh, WI 54903-3086 from the Convair plant in San Di­ who is a furniture maker. In fact, You can e·mail your letter at this address: ego. As I recorded the event: he's a third-generation wood crafts­ [email protected] "We had heard that Convair's man and has studied under Amer­ Be sure to put Aeromail in the subject line huge C-99 transport plane would ican and European artisans. He of your message. VINTAGE AIRPLANE 5 REMINISCING WITH BIG NICK

THE PYLON CL.UB-PART I Nick Rezich

have been a racing nut ever "Daddy, you know what you are- land out of the racing picture, this since I was knee high to a tail- so why try hiding the truth?" With left Miami as the only remaining skid, and I still am. Going to that statement I grounded her for a hope to air racing survival. Fortu­ the air races to me was like go­ week and am proceeding with the nately for the Midgets, Miami and ing to church-it was very spir­ Pylon Club story. Continental Motors went on with itual.I The "spirit" has never left me, Air racing faced certain doom the winter races. The Unlimiteds, but it did turn my life around at one following the 1949 fatal crash of however, were not as fortunate; pOint, which led to the opening of Bill Odom and the cancellation of they were locked out with no one the world-famous "Pylon Club." the Cleveland Air Races. willing to sponsor them because I have been asked by many In the three short years of post­ they were labeled as dangerous by of the younger generation to tell war air racing, millions of dollars a few blockheads whom sponsors about the Pylon Club. There is so were invested in racing machines, listened to. much to tell about the club that which resulted in 400-mph speeds I could not fathom the thought I just didn't know where to start. in the Unlimiteds and over 200 of air racing coming to a grinding When I did start this episode over mph in the Midgets. Mechanical halt after 39 years of struggling to a month ago and had written over and technical barriers were being become an international sport. I 60 pages I threw them all away be­ smashed that would benefit avia­ had a personal interest and an in­ cause they all read the same-"self­ tion when the black curtain was vestment at stake that I didn't want centered." I have searched my brain dropped at Cleveland. to see going up in smoke. My per­ for weeks trying to find words that No matter what the race pilots sonal interest was in the form of don't reflect an egomania image. and owners had to say in their de­ a new-design Midget racer I had The more I wrote, the worse it be­ fense, the news media, FAA, and air­ started, and the investment was a came. Finally, my daughter solved port management, along with the commitment I had made in Cleve­ my problem. general public, hollered "Kill! kill! land before the fatal crash of Odom. After the 50th start, she said, kill!" And kill it was. With Cleve­ I committed myself to a group of Reprinted from Vintage Airplane January 1975 6 AUGUST 2005 owners in Michigan for their sharp than talking about it. location. The exact location was P-51, which wasn't doing well at The "how" idea came to me while 3017 W. 63rd Street, which was 2-1/4 Cleveland, to purchase their racer I was flying the Chicago-Seattle­ miles east of Midway. This location at the close of the 1949 races. Chicago-Burbank run for the non­ put me between the A.L.P.A. Head­ I managed to get out from under scheds. Those lO-hour flights gave quarters and Dr. Fenwick's office, the-51 after the race cancellation, a guy a lot of time to dream, and the doctor who gave most all of the but I was determined to build and dream I did. I came upon the FAA physicals on the south side. race the Midget. These were the idea of opening a fabulous "sa_ For the sake of you historians, we events that set the stage of the Py­ loon" that I would call a night­ were located just two blocks east of lon Club. club. This club would have to be where Benny Howard built the first I needed a platform to launch something unusual in order to at­ Howard DGA-8. my campaign to save air racing. It tract the people I wanted to reach. Flying for Monarch Air Service, had to be a platform where I could I designed a very elaborate saloon the non-sched kept me out of town reach the public, news media, the that carried the theme of air rac­ quite a bit, which kept the project business world, FAA, and other in­ ing to its fullest extent-thus be­ on low burner. Time was slipping terested parties. How and where? came the "Pylon Club." by when fate struck a blow that put The "where" was easy-I felt Chi­ When I announced my plan to us in high blower. cago was the city because Chicago my brother Frank, who was my The non-sched I was working for had been a good racing city, hav­ partner in the Midget, he thought hired a new chief pilot from Miami, ing hosted the 1930 National Air I had flipped. His reaction to the where he was flying a Lockheed Race, the 1933 American Air Races, idea was, "What the hell do you "Lobster." We were operating three and the International Races, and it know about running a saloon?"­ DC-3s, three C-46s, and a Lockheed had the airports reqUired for such and, "What are you going to use for 10. This new guy never even rode an event. money?" I explained to him that in a C-46, but had lied that he was The "how" was yet to be thought any dummy can pour a beer and type rated in the DC-3 and C-46. of. I went to Miami for the Conti­ that I still had the money from the He started out by riding with the nental Motors' Race only to find sale of my Culver Cadet. With that pilots in the DC-3s on the pretense that Miami was following Cleve­ he shook his head, took a bite out he was checking them out until land's decision to drop the air rac­ of his cigar butt, and went back to he was able to stagger around well ing program. Miami had grown to welding on the Midget. enough not to kill himself. He then the point where the winter air races My original idea was to locate in moved to the C-46, where he met were no longer needed to attract downtown Chicago, but a saloon his Waterloo-which ended up put­ the tourist. They also dropped the keeper friend of mine talked me ting the company out of business. AAA Winter Midget Auto Races. out of that idea in a hurry, explain­ It happened at Midway one This really made me unhappy. ing that, between the coppers and night about 11 p.m. Being the end The loss of another major racing the gangsters, I wouldn't last six of the month, all the captains had event coupled with the loss of the months unless I put them on the run out of time, but there was one week having fun in the sun was too payroll and they would eventually more schedule to fly so the Head much to bear. I went home deter­ own the joint. Honcho decides he would fly the mined more than ever that I would I shifted my thoughts to the trip. Larry Crawford Sr. brought the do something for air raCing-other Midway Airport area, the eventual ship in from Miami and landed on VINTAGE AIRPLANE 7 a glazed ice runway at Midway with ance was cancelled on the carrier nal plans. This was dictated by the no problem. and Monarch went out of the big price of the rent, heat, and light. The airplane had no squawks, airplane non-sched business. And I The next awakening was the prices so the Honcho fills it with gas and was out of a job. for the decor and insurance. skulls and files for LGA. He cranked I licked some of the decor costs up and taxied to 31L without los­ by calling on a former Howard Air­ ing it on the ice, but about a quar­ WHEN THE craft employee, Mike Bernat, who ter way down the runway he did turned to interior decorating after lose it. For takeoff power in the -46 PAINTER Howard closed. We took my origi­ he was using DC-3 settings, and nallayout and shrunk it to fit the when he lost it, he pulled off at SHOWED UP smaller building. We added Mike about 80 mph. It came off, but not Bernat's ideas for the final outcome. for long- that over-grossed pig fell AND I I could save 500 words here if I had back in, and there was no room to a photo of the interior of the Club. stop it on the ice. The co-pilot, who EXPLAINED But believe it or not, out of hun­ knew how to fly the -46, moved in dreds of photos taken by maga­ and advanced the throttles to max TO HIM WHAT I zines, newspapers, customers, and power. From my house it sounded friends, I do not have a photo of like he double clutched it. Now the WANTED, the place. I'll tell you why later. Chief Honcho moves in again and You will have to use your imagi­ pulls it off, only this time he is off HE, TOO, TOLD nation as I try to give you a mental the runway and headed for John picture of the place. For the ceiling Casey's house, the airport man­ ME I WAS we used parachutes with the har­ ager. Before he gets to the house, ness removed. Mike hung them in John's BT-13 interrupts the flight. NUTS. clusters, with the top center fa s­ The nose, wings, and engines clear tened to the ceiling and the cano­ the BT-13, but not the tail. He pies hanging inverted. At the edges ripped off the stabilizer and flipper About three days later myoid where the chutes met the walls, we on one side of the-46, and now it FAA buddy, the late Walter Blan­ rolled the surplus and attached it is hanging on the screaming props ford, called from St. Louis and of­ in a scalloped form. The end result with no tail. The airplane turned fered me, Frank, and Monarch Air was a very decorative and highly south and settled into the only Services' original chief pilot, Frank insulated acoustical ceiling. open field with outside hay storage Arlaskas, a job with Parks Airlines, The main theme was carried for a perfect vertical decent land­ which later became Ozark. I stayed into the walls. We divided the ing. Everybody got out without on in St. Louis for a while, but the walls into four large sections, each injury and then the -46 very conve­ Pylon Club idea and air show flying of which would have a 3-D mural niently burned. didn't mix with Parks. So I came of the various racing events. Mike When the hearings were over back to Chicago to start work on Bernat designed, built, and in­ and we found out this clown's real the Club. stalled the four huge cornices that name and that he was not type The building I used turned out to would frame the murals. rated in the-46 or DC-3, the insur­ be one-quarter the size of my origi­ The murals were a major under­ e AUG U S T 2 0 0 5 ment on price and piece when I got the brilliant idea time. Now for my of just one more painting. After $5,000 mistake­ we all destroyed a bottle of booze, the painter asked I asked Jeff if he would paint a if I wanted the panoramic view of racers on the paintings on can­ racecourse at Cleveland on the vas or the wall sur­ window up front facing the street. faces. I opted for By now he was so wrapped up in the wall because the place and so full of enthusi­ it was cheaper, I asm and booze that he agreed. thought, which I This painting turned out to be a was to regret later. classic. Up until now we had the Next proj ect window covered so no one could was the identifier. see in while we were working. My original plans When Jeff started to paint that called for a bea­ window, I had to bar the door. Ev­ con on the roof erybody wanted in-finished or and a huge neon­ not. In the meantime we fixed up lighted pylon in the back bar with a big OX-5 Ham­ front. When I ap­ ilton prop, which I borrowed from proached the land­ my brother Mike. A pyramid of Carl lord and informed Hubbell's black bordered pre-war him I was going Thompson Trophy winners were to erect a beacon hung on the wall. Red and white tower on the roof, checkered pylons were placed all he flipped and over the place, along with trophies darn near ran me and a whole new slew of photos of taking and very costly in time and out of town. Next to get shot down racers, people, and events. Between money. I had 3-D color photos of was the neon-lighted pylon the Hubbell paintings and the OX-5 Cleveland, Miami, and California First, the building would have prop hung a beautiful painting of races that I wanted reduced in full to be beefed up to hold it; next a our Midget racer No. 43. This paint­ detail on the 20-by-8-foot sections special permit from the city was re­ ing was a gift from Paul Schaupp, of wall. At first I thought I could quired, extra insurance, and when builder of Mr. Zip No. 27 Midget get them blown up to billboard size I got the price from the sign com­ racer, from Inglewood, California. like they use for outdoor advertis­ pany to build it, I gave up and Before we opened formally, we ing, but when I told them I only opted for a 6-foot script-lettered Py­ had a premier showing for the avia­ wanted one each they thought I lon Club neon sign. I was fast learn­ tion and public press and other se­ was crazy or rich or both. When ing about the saloon business. Here lected guests who made the Pylon they quoted me $4,000 and no I am, three weeks away from my Club possible. We named the mu­ guarantee of quality, I scrubbed the proposed opening date and I am rals as follows: the south half of the blow-up idea. broke and borrowing-and with six west was the Art Chester Wall; this I got the bright idea of borrow­ week's work left to finish. was a painting of Art Chester taking ing a projector to project the im­ The sign painter by now has off at the San Diego Races minutes age on the wall, and then trace the polished off about three cases of before he was killed. whole thing in charcoal to obtain gin, but was doing one hell of a The north half was the Goodyear the detail, and then paint it. The good job. I took my chances with Wall, with a large shot of one of the idea was great, but it didn't work. the painter and kept pouring the Goodyear Pylons with Bill Bren­ My brother Mike solved our prob­ gin, and about another case later nand rounding the bend. North lem by recommending a painter he he finished the job. BELIEVE YOU half of the east wall was the Cleve­ knew. He cautioned me, however, ME, when we finished it was a land Wall with a shot of the 1947 that I would have to keep this guy CHAMPION OF CHAMPIONS-it finish, and the south half was the sober if I wanted the job to be com­ was a masterpiece. The only thing Betty Skelton Wall. This wall had pleted. When the painter showed missing was the whine of engines the shot of Bettys IiI Stinker at Mi­ up and I explained to him what and the roar of the crowd. We ami winning the akro title...... I wanted, he, too, told me I was all sat back to admire Jeff's work Next month: nuts. We finally reached an agree­ and drank a toast to the master­ Pylon Club Happenings. VINTAGE AIRPLANE 9 · THE ~

Part I: The Wright's dogged pursuit of useful flight H.G. FRAUTSCHY

wo weeks after arriving nearly identical in shape and form to snatch the controls from the op­ home from the windblown to the 1903 machine, with one im­ erator and to move to the full-up or sands of North Carolina's portant exception: They changed full-down position when the control TOuter Banks, the Wright the wing camber from 1 in 20 to 1 was moved in flight. The location of brothers were working on their next in 25, flattening out the wing's cross the engine was also revised to move flying machine. New Year's Day saw section, which slightly reduced its the center of gravity. During the sea­ Orville sending the engine casting drag, but also its lift. As the sum­ son, they also installed steel bars patterns to Harry Maltby for changes. mer months progressed, the heat weighing as much as 70 pounds un­ (A few days later he returned the and humidity affected the unvar­ der forward rudder, bringing the to­ patterns, saying he couldn't make nished wooden structure, and the tal weight of the machine to about the requested Changes.) Casting pat­ airfoil further flattened out to about 915 pounds. terns for the pistons and cylinders a 1 in 30 camber. They were count­ Due to the scarcity in Dayton of were sent out, with instructions to ing on the additional speed possible spruce long enough for their pur­ make three sets. Charlie Taylor got with the higher-horsepower engine poses, the brothers were forced to work on a pair of new engines. and the lower drag of the airfoil to to use pine for their spars, which At least one was needed for the new make up for the lower lift generated caused a fair amount of frustration Flyer, since the 1903 Flyer engine's by the flatter airfoil. when repairs had to be made. The crankcase was broken when the Flyer It didn't work. pine snapped easier than the spruce, was rolled over by the wind after the For 1905, they'd go back to the causing the number of repairs to fourth flight on December 17. The 1 in 20 camber. Other changes in­ be higher. An order was placed for second engine would be used for cluded a revision to the hinge point spruce, but it would be later in the tests. By the third week of January for the forward rudder (what we re­ summer before the wood would ar­ they were sawing wood for new up­ fer to as their elevator), since the rive at their shop. rights and ribs, and construction of 1903 machine's forward rudder was There was one pair of parts that the Flyer II was well underway. mistakenly hinged aft of the cen­ were legaCies from the 1903 Kitty The 1904 Wright Flyer II was ter of pressure and had a tendency Hawk Flyer-the propellers. Both 1 0 AUGUST 2005 By May of 1904, the Wrights had built a new version of the Flyer they had tested in Kitty Hawk at the end of the previous year. Desiring a closer location to their home in Dayton, they gained permission to fly in Torrance Huffman's prai­ rie pasture, just a few miles outside of Dayton. There, they built a hangar shed to house their airplane, shown in these photographs in its initial 1904 configuration. Orville leans on the strut while chatting with his older brother Wilbur, standing on the right. What appears to be a Richards anemometer is mounted to an outboard wing strut, just behind Wilbur's head. You can clearly see a larger gasoline tank and a radiator/expansion tank mounted on center-section struts near the horizon­ tal four-cylinder engine. The forward rudder (elevator) is clearly different in plan form from the 1903 Kitty Hawk Flyer. world's most experienced glider pi­ it unceremoniously ran off the end lots over hundreds of glides since of the track. they started flying from the Great A few days later, with the weather Hill near Kitty Hawk, North Caro­ still unsettled and rainy, Orville lina, when they started flying again managed a meager 25-foot hop. in 1904 they had a combined total Once again, their father, 76-year­ of only 98 seconds of powered flying old Bishop Milton Wright, made the time-Orville with a total time of 8-mile trip on the interurban trol­ 27 seconds, Wilbur with 71 precious ley from the west side of Dayton to ticks of the stopwatch in his diary/ Simms Station, across the road from airscrews had survived the tumble logbook. This inexperience and the Huffman Prairie. over the sand after the fourth flight combined effects of density altitude The summer of 1904 would be a on December 17 and were to be used and a very narrow performance en­ real test of the brothers' persistence. on the 1904 machine for the very velope added to their challenges. They were somewhat surprised and first trials. It is unclear exactly when After waiting for high winds to very disappointed in the initial tri­ they were removed from the 1904 subside on that Monday in May, als, and probably a bit embarrassed machine, but it seems likely it was they were dismayed to see the wind as well. Not since the train ride in advance of this notation made on die off almost completely. They home from North Carolina in Au­ August 10, 1904: placed the Flyer II on the new 100­ gust of 1901 had they been more "Broke rudder before final landing. foot launching rail they had built, perplexed and frustrated in their Broke screw" was the entry related to and one of the brothers (it's not aerial experiments. a 640-foot flight made by w.w. and clear in their diaries which of the June, July, and August would go noted in Wilbur's Diary E. (In their two) settled into the padded leather past before they would equal, based diaries, the brothers referred to each hip cradle and grasped the wooden on time aloft, their last flight of 59 other by their initials.) controls. The engine proved diffi­ seconds on December 17,1903. They On Monday, May 23, 1904, they cult to start and ran poorly, mis­ finally did it on Thursday, September invited the press (but no photogra­ firing irregularly. The signal given, IS, 1904, in a flight that lasted 59-1/2 phers), their father, and a few friends the engine lever was moved over seconds, according to the stopwatch for the first flight of the new ma­ to the far right and the restraining and Richard anemometer mounted chine. It was a tough day for the clip tripped. With hardly a breath on the Flyer. That day's flight was brothers. They fully expected they of wind blowing, the Flyer started made easier to accomplish thanks to would, at the very least, be able to down the track. But the combina­ one more innovation that was added duplicate the distance flown the pre­ tion of a much higher density alti­ to their list of accomplishments that vious December. It didn't work out tude than they had at Kitty Hawk fall: the construction and use of a the way they had planned. and the misfiring engine caused the catapult to launch their airplanes. While both had become the Flyer to show no propensity to fly; They didn't have the steady breezes VINTAGE AIRPLANE 11 In 1904, the Wrights would accumulate 45 minutes of flying time during 105 flights. Most of the flights were measured in seconds, such as this ef­ fort, flight number 30. Wilbur is shown in mid-flight on August 13, 1904. He would cover 784 feet in 22-3/4 seconds, skimming low over the tall grass in Huffman Prairie. Two interesting details (see insets) are present in this image. First, on the left, below the right wing of the Flyer II, a couple of people can be seen riding in a horse-drawn cart. One can only imagine what they were thinking as the biplane skimmed the grass. Second, on the far right, it appears Charlie Taylor is the man in shirt­ sleeves with his hands on his hips as the Flyer II clatters by. they had taken advantage of along the derrick down to the base and over tempted and accomplished, simply North Carolina's Outer Banks. Rec­ another pulley, where it changed di­ due to the vagaries of the wind direc­ ognizing that much lower average rection and ran alongside the rail to tion. Thanks to the rapid accelera­ wind speeds were available in cen­ the opposite end of the shorter track tion from the catapult, the controls tral Ohio during the summertime, (now 60 feet). There it made a 180-de­ were effective quickly, giving the pi­ the brothers built a longer set of gree turn at the launching end of the lot the ability to counteract the effect launching rails, each section mea­ rail, running back to the Flyer perched of the crosswind. suring 20 feet. At one point, 12 sec­ on top of its launching truck. There A few weeks after starting to use tions of rail were laid and staked to it was attached to the launching the new launching system, they flew the ground for a total of 240 feet, truck, which had small bicycle hub longer and farther than ever before. but it was soon discovered that lay­ wheels that rode on the metal-topped On a cloudy Tuesday morning, Sep­ ing that much track was not par­ wooden rail. A second rope attached tember 20, 1904, starting with a ticularly useful. It took too long to to a stake driven into the ground crosswind from the left, Wilbur man­ lay the rail, and often when the last restrained the Flyer. When a 1,200­ aged a flight of just over a minute section was lined up and bolted to pound weight was dropped 16-1/2 in time, covering 2,520 feet. He also its neighbor, the brothers and Tay­ feet, thanks to the 3:1 ratio the end managed to perform a pair of turns lor would discover that the wind of the rope attached to the launching during the flight, the first to the left had begun to shift. Shortening the truck would be pulled 50 feet down and the second to the right, landing rail helped get the job done sooner, the rail, accelerating the Flyer to flying as he came close to the fence near but consistent launches were only speed. Each weight the brothers used the road and the trolley line. Based possible when there was a strong tipped the scales at 200 pounds. On a on writings by Wilbur in early 1912, breeze. Too often attempts in mar­ number of occasions, 1,200 pounds in a disposition related to the Wright ginal conditions ended in nothing proved to be inadequate, and the vs. Herring/Curtiss lawsuit, it appears more than a short hop. By midsum­ weight being dropped was increased he may have been attempting the mer, the catapult was ready for a to 1,600 pounds. first circled flight, but turned back in September 7, 1904, trial. It is often assumed the Wrights al­ the opposite direction when he real­ A 20-foot tall derrick was placed ways launched their Flyers into the ized his turn's path would put him in behind the Flyer, and a 3:1 ratio rope wind, and while it was certainly their conflict with a tree he depicted in a and pulley block and tackle were in­ goal, their diaries make clear that diary map of the day's events. stalled. The rope ran from the top of crosswind takeoffs were often at­ On the next flight, Orville did 12 AUGUST 2005 even better than that, and an inter­ ested and erudite witness was there to see the flight. Sixty-four-year-old Amos Root, the editor of Gleanings in Bee Culture, had driven 175 miles to visit friends in Xenia, Ohio, and made a side trip to Huffman Prairie to meet the Wrights. He'd been reading about them in the few mentions made in the press up to that date and wanted to see for himself what was happen­ ing outside of Dayton. As luck would have it, he arrived on September 20. Root was no crackpot looking for a cause. A leading citizen of Medina, Ohio, he bought the first bicycle in northern Ohio in the 1870s, and he purchased a new Olds Runabout motorcar in 1903. Root was known as a fellow who was willing to em­ brace new technologies as soon as they were viable. He drove the Olds on a 400-mile tour of Ohio during the summer of 1904 and drove to Huffman Prairie in September. Root had established a successful busi­ ness centered on beekeeping and is known today as the father of the modern beehive. His business, A.I. Root Inc., a company now known as a worldwide supplier of candles and beeswax, is still in its original build­ ing in Medina. The cloudy skies gave way to rain while sitting up. You can eXperience hoW later in the day, with the breeze extended periods could be. Next time you're at home watching television, shifting from out of the north­ try lying on your stomach and watching an entire episode of your favor­ west to crossing the field from the ite sitcom for the entire half-hour- no breaks, no stretching, just you and northeast. As shown in a diagram your head tilted upward as if you needed to always see where you were drawn in Wilbur's diary, Orvill e, headed. You can bet the brothers looked forward to that power increase! with a right crosswind to compen­ The other reason was terrain. The Wrights didn't yet have the luxury sate for as he started, was launched of a prepared field that was long and free of obstructions. The terra off the rail. He pitched the Flyer up firma at Huffman Prairie was once a low swamp, and the field was pri­ to climb just a few feet, and then marily filled with hummocks of grass about 6 inches tall. A pair of flex­ proceeded to do something no one ible spruce skids could ride along the tops of uneven terrain , soaking up had ever done with a powered air­ the shocks and spreading the load along a pair of runners, but a pair of plane-he flew the Flyer IT for one wheels would have to be set on axles mounted in some sort of shock­ minute, thirty-five and two-fifths absorbing apparatus, all of which added, you guessed it, weight. And in seconds and flew in a complete case you needed to land in a smaller field, a set of wheels might need 360-degree turn, landing only one more device : brakes. A pair of wheels of fered little re sistance to because he neared the northeast stopping, but a set of skids brought you to a stop much quicker, wi th boundary of the field! little chance of nosing over. Root was amazed, and the mo­ Eventually, the Wrights had the aircraft performance and the fie ld con­ ment was not lost on him. In the ditions that would allow them to dispense with the ungainly launching rail January 1, 1905, edition of Bee Cul­ and catapult system, but until then, they plied the skies of America and ture, he wrote: Europe with a pair of graceful spruce skids. liThe operator takes his place ly­

VI N TAG E AI R PLAN E 13 dant at one time, when the rope came off that started it, said he was shak­ ing from head to foot as ifhe had a fit of ague. His shaking was uncalled for, however, for the intrepid manager suc­ ceeded in righting up his cra ft, and she made one ofher very best flights. " Ve ry best fli ght indeed ; the 52nd fli ght the brothers m ad e with the Flyer II was the longest, in terms o f time a nd d ista n ce, they had ever m ade. In 1904, they made a total of 105 The Wrights struggled during all of 1904 with controllability issues and fight­ fli ghts, most of them fairly short, ing the effects of what we have come to understand as density aHitude. Too often, with limited turns performed within a flight would end with the Flyer /I darting into the ground, such as this incident the confines of the fi eld. More than at the end of flight 31 on August 16, 1904. Orville was the pilot. The fellow stand­ once, one of the brothers would land ing to the right of the launching rail appears to be Charlie Taylor, the Wrights' before turning any great amount, mechanic. Flights ending like this prompted the brothers to create a catapuH sys­ for fear they would fl y outside the tem, which they started using on September 7, 1904. The addition of the catapuH boundaries of the roughly lOO-acre meant that flights could be started at a speed that would allow the Flyer to accel­ Huffm an Prairie. They were still erate, and the Wrights' flight times immediately began to increase. "feeling out" the amount of turn the The leaves have machine would tolerate, and more fallen , but the excite­ than once the turn ended in an un­ ment of being able to intended landing. Friday, December 9, saw the end fly the Flyer /I for over a minute at a time of the 1904 flying season, a season was irresistible for the of remarkable progress and madden­ brothers as they both ing problems. The airplan e still was learned how to control unstable in pitch, it still had the odd their recalcitrant flying tendency to slide off to the side in machine, and contin­ turns, and the power available was ued to refine their de­ barely enough to sustain the Flyer in sign. This photograph the air. They dismantled the Flyer II, of flight 85 was taken on November 16, 1904, during a flight in which Orville cov­ keeping the hardwa re, engines, and ered 1,760 feet in 40-112 seconds. propellers, but burning the remain­ Consistent flight continued to elude them, even while they were able to keep ing wood and fabric. The info rma­ tion they had gathered in their fi rst the Flyer /I in the air for more than five minutes, sometimes circling the field four or five times. When they concluded the 1904 flying season on December 9, full season of powered fli ght was put they had plenty of scientific work ahead of them. Confident they could solve the to use as they began construction of problems, the following spring was spent trying to sell their flying machine and the 1905 Flyer III. ~ later, building a new airplane. At the beginning of the summer of 1905, they stood Continued next month. ready to fly in the air at their will. The Flyer 11/ would test their resolve.

ing flat on his face . This position offers a locom otive without any wheels, we All of the images presented in this article are available as digital downloads less resistance to the wind. The engine will say, but with white wings instead, from the Library of Congress website. is started and got up to speed. The ma­ we will furth er say-a locomotive made Start your search at www.loc.gov/rr/ print/ catalog.htm/. chine is held until ready to start by a sort ofaluminum. Well now, imagine that Tap the blue "I'm ready to search " but· of trap to be sprung when all is ready; locomotive with wings that spread 20 ton, and when the next page comes up, click on the OW" hyperlink, or scroll to the then with a tremendous fl apping and fee t each way, coming right toward you very bottom of the page. The Wright Broth· snapping of the fo ur-cylin der engine, with the tremendo us fl ap ofits propel­ ers Collection is number 57. Once you're the huge machine springs aloft. When lers, and you have something like what I at the search page for the Wright Collec· tion , just enter a keyword such as "1904" it tumed that circle, and came near the saw. The younger brother bade me move and a list of images will be presented. starting poin t, I was right in front [of] to one side for fear it might come down Have fun . There are plenty of interesting images-more than 300 Wright images it; and I said then, and I believe still, suddenly; but I tell you friends, the sen­ scanned from their original glass plate it was one of the grandest sights, if not sation that one feels in such a crisis is negatives are part of the Library of Con­ the grandest sight, ofmy li fe . Im agine something hard to describe. The atten­ gress' collection. 1 4 AUGUST 2 005 Eugene "Geno" Breiner Newville, PA

_ Graduate of Roosevelt Aviation School, Long Islanel, NY _ In 1985, restored Fleet 2, NC8689 manufactured in 1929

_ 1987: Best Open Cockpit­ Potomac Antique Aero-Squadron (PAAS), Horn Point, MD

_ 1989: Best Antique Sentimental Journey to Cub Haven _ 1992: Grond Champion ­ PAAS

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The best is affordable. Give AUA a call ­ it's FREE! 800-727-3823 Fly with the pros... fly with AUA Ina. AVIATION UNLIMITED AGENCY www.ouoonline.com Torquil Norman's D.H.8S Leopard Moth

H.G. FRAUTSCHY

here's always room for im­ ping out at about 137 mph while car­ in a great deal of discussion. Should a provement in an airplane, rying three people. Pleased with the pilot be in the same cabin, where he and in 1933, Geoffrey de results, de Havilland came to like the could be distracted from the rigors of THavilland saw potential in airplane so much he ordered one for flying the airplane? Shouldn't he or his company's D.H.80 Puss Moth. It himself, using it for family touring she be positioned in a separate com­ was a great airplane, but with a tweak around the United Kingdom and on partment or cockpit so that his or her here and an improvement there ... the continent of Europe in the bliss­ full attention could be paid to flying The new version would use ful days before the clouds of war be­ the machine? the higher-horsepower inverted gan to gather. If the tandem-seated Puss Moth Gypsy Major engine of 130 hp, Interestingly, a curious debate over dealt that concept a strong blow, with seating for three people and crew placement in Jightplanes was the Leopard Moth, with its two a spruce and plywood box struc­ put to rest in part due to the experi­ in the back and pilot up front, ture for the fuselage. ence gained by pilots of the Leopard stomped on it, and the side-by­ When first flown by the compa­ Moth. When first conceived, its pre­ side D.H.87 Hornet Moth put it to ny's founder on May 27, 1933, the decessor, the Puss Moth, had both rest for good. The benefits of hav­ D.H.8S Leopard Moth was found to the passenger and pilot in the same ing the passenger inside the cabin, be 9 mph faster that its sibling, top­ cabin, an arrangement that resulted where not only his desires could be 16 AUGUST 2005 covered the airplane in 1990 and brought it to England, where Ben and Jan Cooper of the Newberry Aeroplane Co. restored it. Torquil Norman, aircraft collector extraor­ dinaire, bought the aeroplane from Roger before Roger's disappearance and presumed death in a Tiger Moth during an attempted crossing of the English Channel in the late 1990s. Quite thoroughly restored, with an engine overhaul performed by Mike Vaisey of Vintech, the Leopard Moth is now registered as G-ACOJ and is kept by Torquil at a small strip called Rendcomb Aerodrome, located southeast of Gloucester in the United Kingdom. Like Geoffrey de Havilland, Torquil fell in love with his Leopard Moth, flying as often as he could. And like many pilots of old, the lovely handling qualities of the D.H.85 provided the opportunity to fly the aero­ plane long distances. Record-breaking flights from England to Africa and Australia were made in the 1930s, and taking inspiration from those intrepid pilots, Torquil Norman had Henry Labouchere install a long-range tank under the back seat of the Leopard Moth, giving it a 96 U.S. gallon capacity, enough to keep the Gypsy Major running for about 11 hours! A couple of warm­ up flights to Italy and France gave him the confidence in the aircraft JIM KOEPNICK to fly the North Atlantic. A number of you may recall that dealt with, but his help could be of War II broke out, 44 of them were in 1966, Torquil and Henry Labouch­ great benefit, was further enhanced appropriated by the British military ere flew a lovely de Havilland Dragon by the passenger's accessi bility to for use in communications work. Fly to Oshkosh. One of the lessons flight instruction, which could be Not surprisingly, not all of those learned during that flight was that if given by leaning over and speak­ 44 D.H.85s re-entered civilian life one engine failed in the Dragon Fly, ing into the pupil's ear, rather than after the war; many were lost dur­ they would wind up in the ocean, shouting into the slipstream or giv­ ing service, but better than two as it didn't have sufficient perfor­ ing convoluted hand Signals. dozen were reregistered. One of the mance to maintain altitude on one The attractiveness of such an ar­ Leopard Moths to survive the war engine with the other shut down rangement contributed to the Leop­ was originally built for export to and its fixed-pitch prop presenting ard Moth's popularity, with 133 of the Continent. itself to the slipstream completely them being made in the middle When first built in 1933, D.H.85 unfeathered. 1930s and almost half of them (60) serial number 7035 was sold to a Torquil felt that a single-engine being sold to overseas or continen­ French owner, and it was registered crossing in the Leopard Moth didn't tal owners. Buyers from as far away as F-AMXP. It sat out the war years present a significantly greater risk as Argentina and Japan ordered in a barn in France and didn't fly than the flight in the twin-engined Leopard Moths, and when World again until after Roger Fiennes re­ Fly, so he gathered the equipment VINTAGE A I RPLANE 17 Like many of its de Havilland siblings, the Leopard Moth features foldable wings, which help maximize available storage facilities.

necessary for such a long trip and Iceland, landing after a 9-l/2-hour flew to Wick, in far northeastern journey. An attempt to fly over the Scotland. Donning an exposure suit Greenland ice cap was rebuffed by and departing with a full 96 gallons clouds, so a run down the east coast of fuel, he pushed off to Reykjavik, was made, landing in Narsarsuaq, at

Torquil Nonnan, aircraft collector extraordinaire.

18 AUG U S T 2005 the southernmost tip of Greenland. There he was greeted with beautiful weather, with temperatures in the 60s and sunshine. A long run to Goose Bay, Labra­ dor, in Canada gave Torquil a taste of just about every type of weather one can expect to encounter, from solid IFR conditions nearly down to the sea, to a near gale blowing along the Canadian coast when he (';j was getting ready to land. From ~ there he flew down to Sept-lies, on g the north shore of the St. Lawrence a: ____-...... -::u...._ '"~ Seaway in Quebec, where he says Electricity for the Moth is supplied by this strut-mounted generator, which is he enjoyed a marvelous lobster din- driven by a carved impeller. You can see the damage done to it by ice and pre- ner. Then it was on to the States, cipitation encountered on the trans-Atlantic trip. making his way to EAA AirVenture Oshkosh 1999 after a few stops to A Hamilton vertical visit friends along the way. card compass (right) All in all, he didn't feel the air­ supplements the stan­ craft ever ran up against insur­ dard British compass mountable issues during his long mounted at the bottom flight, but there were times when center of the instru­ the long legs of the Leopard Moth ment panel. were not contributing to the com­ fort of the pilot! Having made the trip in both the Rapide and the Leopard Moth, Torquil didn't feel it was likely he'd repeat his trans­ Atlantic hop, but he certainly has created a whole new set of stories to tell his chums at home......

VI N TAGE A I RPLANE 19 THE FORGOTTEN PERFORMERS Bellanca's record-making airplanes

VIC PIKE

Clarence Chamberlain on his way to Gennany.

sk anyone in a pi­ unknown airmail pilot, Lindbergh. set in 1931 by Bellanca test pilot lot's lounge what From the mid 1920s through the George Haldeman. airplane Charles early 1930s, Bellanca monoplanes 1931 also saw an around-the­ Lindbergh flew routinely set records for distance, world flight with Clyde Pangborn across the Atlan­ altitude, and endurance that made and Hugh Herndon in Miss Veedol, ticA and the reply will be, "Why, a their superlative performance an which culminated in a 4,558-mile, Ryan, of course." But relatively few expectation. Victories at the Na­ 41-hour and 13-minute leg across current pilots are aware that two tional Air Races in both 1925 and the Pacific Ocean from Sabishiro weeks after Lindbergh's famous 1926. An endurance record of 51 Beach, Japan, to Wenatchee, Wash­ flight, Clarence Chamberlain and hours and 11 minutes in 1927, and ington, which is a story in itself. Charles Levine flew a WB-2 Bel­ New York to Havana, Cuba, in 1928, This record stood until 1947, when lanca named Columbia, immediate both by the Columbia. it was eclipsed by a u.S. Air Force predecessor to the Bellanca Pace­ Then it was Maine to Spain by 8-29. Miss Veedol was renamed the makers and Skyrockets, from Roos­ the North Star in 1929. At the Na­ American Nurse and, in 1932, van­ evelt Field, New York, to Eisleben, tional Air Races in Cleveland that ished on a trans-Atlantic attempt. Germany. And few pilots know year, Bellancas took five firsts, three These are only a few of the ac­ that prior to his involvement with seconds, two thirds, and two fourths complishments of this Bellanca se­ Ryan, Lindbergh unsuccessfully ne­ in seven events. In May 1930 came ries, and although some of these air­ gotiated with Wright Aeronautical the non-refueled endurance record planes had modifications such as (who commissioned the WB-2) and of 84 hours and 33 minutes in a longer wings, the original design was later with Giuseppe Bellanca at his Pacemaker powered by a Packard a commercial, production aircraft. Columbia Aircraft Co. to purchase DR-980 radial diesel engine; this re­ Diminutive and shy, Sicilian­ the very plane used by Chamber­ cord was not broken until the 1986 born Giuseppe Bellanca had formal lain and Levine. Unfortunately flight of the Voyager. education in mathematics and en­ (or fortunately for Ryan), Charles In July 1930, another record: gineering and, in a partnership of Levine, the financial underwriter New York to Istanbul in the Cape three, constructed Italy's first air­ of Columbia Aircraft, manipulated Cod, nonstop. And still more: an plane in 1909. He immigrated to capriciously to obstruct a sale to the altitude record of 30,453 feet was America in 1911 and soon assem­ 20 AUGUST 2005 bled a parasol-wing monoplane conflicts with Wright Aeronautical powered by a three-cylinder, 30­ in Patterson, New Jersey, he moved hp Anzani engine. After flying this to New York and entered the con­ airplane, Clarence Chamberlain tentious partnership with Charles remarked, "I was thoroughly con­ Levine. When that unraveled, Bel­ vinced that Bellanca not only was a lanca re-established production in a genius, but a hero of a rare sort." rented warehouse on Staten Island. In 1912, Bellanca established Bellanca's outstanding airplanes the Bellanca Aeroplane Co., con­ enticed the state of Delaware, and structed a second monoplane, and particularly the du Pont family, into opened a flight school. One of his courting him to settle there. After a students was Fiorello LaGuardia, temporary operation in Wilming­ later New York's famous mayor. In ton, a factory and airfield were con­ 1916, Bellanca designed the CD structed at New Castle; stability was and CE biplanes for the Maryland finally achieved. Pressed Steel Co. To illustrate his The rugged construction and engineering acumen, the CE (1917) prodigious load-carrying capacity would cruise at 100 mph of these unique airplanes on 90 hp, while the con­ disbursed their activities temporary Curtiss IN-4D all over the world, where Jenny, also with 90 hp, • they served careers from followed at 65 mph. distinguished air trans­ The CF monoplane port to bush hack. An ul­ first flew on June 8, 1922, timate utilitarian charac­ and was spectacular for ter relegated the grand its era. With an enclosed birds to situations of ex­ cabin carrying four pas­ pendability that, unfor­ sengers and powered by tunately, caused attrition a 90-hp, 10-cylinder An­ to eliminate alarming zani radial (twin rows of numbers of them. --=-..-­ ., -<' five cylinders), the CF Out of the 60 that were cruised at 100 mph for built, only one airwor­ 600 miles and enjoyed thy example of a Pace­ an impressive 12-to-1 '-­____...... u maker CH-300 exists to­ glide ratio. With the CF, day, NC251M, Serial No. Bellanca created a signature airfoil all-wood WB-1, followed by the steel­ 154. And even this one is currently fuselage profile that continued into tube fuselage WB-2, using the im­ undergOing a complete and to­ post-war designs. proved 220-hpJ-5. The WB-1 was de­ tal rebuild with new fuselage and Airmail pilot William C. Hopson stroyed in a crash in 1926, and the wings and a target date for comple­ campaigned the CF in a series of record-breaking WB-2 Columbia was tion in the summer of 2005. competitions during the summer lost in a hangar fire in 1934. Throughout the story of this air­ of 1922. He took first place in every From the WB planes evolved the plane is the striking reality of how event. Hopson observed, "She was Pacemaker series; first the J-5 Wright many people have been involved. The by far the most remarkable plane I powered CH-200 of 1928, then the core history of an old airplane is in­ had ever flown." 300-hp R-975 J-6-9 CH-300 of 1929 triguing, but the anecdotal accounts Despite the CF's accomplishments, (also available with the P&W Wasp of the people create something in­ there was no market for a $5,000 Jr.) and the R-1340 Wasp CH-400 finitely more profound. Aviation is airplane when World War I surplus Skyrocket of 1930, on through the a community, an extended family, models were selling for a few hun­ senior Pacemakers and Skyrockets so loosely connected that members dred. Fortunately, the CF survived, of the later '30s. remain unacquainted. But the com­ has been restored, and is now in the Giuseppe Bellanca's passion was posite connects lives in ways that National Air and Space Museum. to design and build airplanes with are not previously suspected. Keep In 1925, Bellanca joined the the following parameters: "Maxi­ this in mind as you read. Wright Aeronautical Corp., which mum safety and the greatest possi­ NC251M emerged from the Bel­ put him in close proximity to the ble efficiency, as measured by speed, lanca factory at New Castle, Dela­ new 200-hp J-4 Whirlwind engines. load, and range." His earlier dreams ware, on September 17,1929, to be This prompted construction of the seemed perpetually frustrated; after delivered as the first airplane of In-

VINTAGE AIRPLANE 21 ter-IsIand Airways tures. Mel Monsen (now Hawaiian Air­ related that when lines) of Honolulu. he and his friends It served primarily played "bush pi­ with sightseeing lot," there was al­ flights, while In­ ways an argument ter-Island's passen­ about who would ger service evolved be Kenny Neese. around Sikorsky S-3S In these early amphibians. days, it was usual On April IS, 1933, for Alaska air ser­ NC251M was sold to vice companies to Mr. G. Fowble (pos­ struggle wi th fi­ sibly a broker) of nancial solvency. San Bernardino, Star was no excep­ California, and tion, and in June then resold on April PICTORIAL HISTORIES PUB. CO. 1939, in exchange 27 to MacMillan Pe­ NC251M in 1929. for some capital troleum Corp. of investment, the Los Angeles. Remember "MacMillan "Engine blew up. Ship moored at ownership of its entire fleet was Ring Free Motor Oil?" On March 20, Naknek." "Rate of climb reads SOO transferred to bankers Thrall and 1935, it was purchased by Unious feet down in level flight." "Wind­ Williams of Minneapolis, Min­ "Mac" McGee (McGee Airways) in shield gives pilot cold shower." nesota. In contemporary terms, Anchorage, Alaska, to begin 15 years "Turn and bank no good. Can't these treasures included four CH­ as a bush workhorse. On April 20, adjust altimeter." (Signed, Satan.) 300 Pacemakers, three CH-400 1935, McGee Airways was sold to "Repaired left wingtip, spliced rear Skyrockets, two Stinson SM-SAs, Star Air Service in Anchorage, which spar. Rebuilt left elevator." a Fairchild Pilgrim 100A, a Cessna became Star Airlines, which became Another entry notes, "Flew every C-34 Airmaster, and a Ford 5-AT-C Alaska Star Airlines, which became day from 1-20 to 2-14." With such Tri-Motor. The arrangement ap­ Alaska Airlines in May 1944. casualness, the suspicion is that un­ parently worked, because by Feb­ Steve Mills, chief pilot for Star, was derstatement must be intrinsically ruary 1940, everything was back flying a sister Pacemaker, NC259M, characteristic of these bush pilots; in Star's legal possession. when a fatal crash claimed his life there's no mention of the effort in­ In June 1946, Alaska Airlines in 1936. After usable parts were sal­ volved in keeping a 1929 airplane performed a field conversion from vaged, the remaYJs were burned at flying every day during the rigors of wheels to Edo 4665 floats. When the site of the accident. In 1995, the an Alaskan winter. completed, notification was sent to curator of the Alaska Aviation Heri­ The logs include entries by many the CAA with the simple comment tage Museum (and a walking ency­ noted Alaska bush pilots, a few of that it was "similar to Bellanca clopedia of Alaska aviation history), which were Kenny Neese, Johnny NC256M." Approval was granted. Ted Spencer, recovered the parts Moore, Don Goodman, Jack El­ From 1929, NC251M flew with and stored them at the museum in liot (who onee swooped down and a Wright R-975 J-6-9 of 300 hp, re­ Anchorage. Steve's grandson, Dave speared a wolf with his ski), and Bill placed or overhauled a number of Mills, assisted Ted in his efforts. Lund. Lund stayed with Alaska Air­ times, but a catastrophic failure in Essentially intact, the logs of lines as its number one pilot and August 1946 prompted Alaska to NC251M depict a rich history of pioneered jet flights into Russia convert to a P&W R-9S5-AN-3, Navy Alaska bush flying in the 1930s during the 1970s, finally retiring surplus and freshly overhauled. In and 1940s, and reading them is like in 19S0. May 1947, the plane was returned peering into the Holy Grail. Much Martha Monsen was the Star to service. of the story can only be extrapo­ agent in Naknek during the 1930s In December 1947, Alaska Air­ lated from the cryptic and frustrat­ and ran a virtual boarding house lines sold NC25 1 M to Eric Shutte ingly taciturn renderings of bush for the pilots during layovers. (pronounced Shoot-ee) and C.V. pilots who flew thousands of hours Several of Monsen's sons became Kay. Shutte came to Alaska in the over geography and in weather that pilots, and one, Mel Monsen, early 1930s as a pilot and mechanic would be considered treacherous to told me of sitting at the supper for Vern Gorst, founder of Pacific most modern pilots. table as a young lad, caught up Air Transport. Kay had been a part­ One's imagination expands from in the intrigue of endless conver­ ner with Shell Simmons in the Pan­ such tersely penciled comments as, sations about bush flying adven­ handle Air Transport Co. (Pateo) 22 AUGUST 2005 out of Juneau in As predictably oc­ the mid 1930s. curs in the life cycle Shutte and Kay of utility airplanes, did contract flying NC251M was show­ for the U.S. Coast ing tatter and wear Guard and opened by the late 1950s; the a hotel in King engine found a home Salmon called Na­ on the nose of an­ knek Skytel, with other ship, the wings NC25 1 M providing were pulled, and it charter flight ser­ ended up in the back vices. The business of Kenmore's storage suffered a setback yard. In June 1960, in 1950 when the Dick Poet of Aums­ hotel burned, and ville, Oregon, pur­ on a trip south, the chased the airframe Bellanca was dam­ and floats. aged in an accident Kenmore Air, 1950s. On the float is Bob Munro; Walt Winsman, mechanic; Poet was an aerial near Prince Rupert, and Bill Lund, Alaska Airlines pilot, on a day off. applicator pilot and, British Columbia. with his wife, Helen, Bob Munro of Kenmore Air Har­ more than seven decades and con­ owned Wilderness Airlines in Bella bor in Seattle salvaged the plane firmed his existence with Bill Whit­ Coola, British Columbia. Dick's me­ with the promise that insurance ney, Kenmore's senior pilot who chanic, Bob Bohanan, completely would cover the costs. The insur­ flies turbine Otter floatplanes. refurbished the Pacemaker, includ­ ance company refused, and Munro I visited Scott in his large han­ ing new fabric, paint, and an over­ took possession of the Bellanca as gar on the Renton Municipal Air­ hauled R-985 from Wesco Air Service payment. After repairs were com­ port in Washington state where on Boeing Field, which returned it pleted, NC25 1 M joined the Ken­ he conducts business as Jobmaster to pristine condition. more fleet. Currently, Kenmore is Co., his aircraft modification firm. With the rebuild complete on a world-class floatplane operation, Out front was a beautiful Cessna June 25, 1962, there was the issue holds the type certificate for Edo 195 on floats, and inside I found of taking the airplane off the Poets' floats, and has developed many him working on a de Havilla~d grass strip. Straw was spread down STC'd modifications for de Havil­ DHC-2 floatplane. Looking at the the runway to reduce friction, and land Beavers and Otters. man and his environment, I imme­ with Dick in the cockpit, power From 1955 to 1957, Munro leased diately realized that this was hal­ was fed to the R-985. Sufficient air­ NC25 1 M to Bob Hall of Kodiak lowed ground. speed was achieved, but the long Airways (actually, it was sold and I told him my visit was prompted floats prevented rotation and take­ repurchased for liability protec­ by an understanding that he had off was denied. Bohanan then con­ tion). Kodiak ran scheduled mail once installed floats on a Bellanca structed a two-wheel dolly from and passenger service to the five Pacemaker, and he replied, "Yes, an old truck axle, and this time, villages and nine canneries on Ko­ that was in 1957. We replaced a Dick lifted off while the dolly bur­ diak Island. The chief pilot was Gil set of Edo 4665s for some 6470s. ied itself in the brush at the end of Jarvela, and in a conversation with I can show you the paperwork." the field. After a short test flight, me, he related stories that riveted He stepped to his fi le and, without he landed on the Willamette River my attention: hauling resistant Ko­ glasses, pulled it out. at Salem. Subsequently, the Poets diak bear cubs in gunny sacks, load­ I inquired of Scott how old he applied for Canadian registration ing incredible amounts of freight was, and with a sly smile he said, (CF-OQK) and flew to Bella Coola, in NC25 1M, and patching holes "100 minus three." After a period British Columbia, where the Pace­ in the floats with bubble gum and of time during which Scott gra­ maker began charter service with spruce twigs. ciously shared with me some of his Wilderness Airlines. When the plane was returned incredible flying experiences, I left On June 25 , 1963, a woman, to Kenmore, Bob Munro commis­ this icon so that he could return to Mattie Jack, was attacked and badly sioned Clayton Scott to engineer working on the Beaver. [ felt that I mauled by a grizzly bear at Mud the installation of Edo 6470 floats had been in the Notre Dame Cathe­ Lake, east of Bella Coola. A call was to replace the smaller 4665s. I had dral. [We'll have more on Clayton made to Dick for a rescue flight, heard of Scott and his legendary ca­ Scott in next month's issue of Vin­ and he immediately took off with reer in aviation that has spanned tage Airplane.-Ed.] continued on page 32

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here I was, driving along take a look at the numerous tools well launch on my own flight. the turnpike, looking up we have for making the go/no-go While we are mentioning PIREPS, at a severe clear cerulean decision relative to the weather. let's not forget that (as in all things Tsky, and rather than find­ To help determine if the forecast in life) what goes around comes ing myself ecstatic at that beauti­ is going to hold true I usually first around. If we are seeking PIREPS in ful sight, words that cannot be re­ consult the METARS. Check re­ helping us to make the go/no-go peated in this column were form­ porting stations along your route. decision, we should also consider ing on my lips. Gosh darn (it was If you are able, get a history show­ filing them. It takes only a few mo­ really a lot stronger said than that), ing the reports over the past three ments to file a PIREP, and in doing the briefer said, "VFR not recom­ to four hours and see if the reports so you are assisting many other pi­ mended," and now instead of being are corroborating the forecasts. lots in their flight planning. up in that sky where I belong, I am (DUATS, WSI, and Meteorlogix are These are a few of the tools we down here, ground bound, driving all great sources for this informa­ can use while still on the ground to my destination. tion.) What trend do you see in to determine if the forecast is hold­ I know probably everyone of the reports? Is the weather get­ ing true. But what about when we us has been in this situation, per­ ting better or worse or holding the are already en route? How can we haps more times than we care or same? Is it doing what the TAF and know whether the weather will be choose to remember. As the say­ FA said it would? as forecast? ing goes, "There are old pilots and I'm also sure to compare the ter­ Obviously, if the forecast was for bold pilots, but no old, bold pi­ minal forecasts (TAF) with the Area severe clear and there are a lot of lots." Many of us are aware that Forecast (FA). The TAF covers only clouds forming, you do not need most aviation accidents, when as­ a S-mile radius of the aerodrome, to be a rocket scientist or a brain sociated with weather, tend to be whereas the FA covers an entire surgeon to know that the forecast fatal ones. Thus, if we are not in­ area. Keep in mind that cloud bases is not holding true. But there are strument rated and current, or fly­ in the TAF are AGL (above ground), many other clues that might not ing an airplane that is not instru­ whereas the cloud bases in the FA be quite as obvious and that should ment certified, we tend to choose are MSL (above sea level). warn us that the briefer might have alternative means of transpor­ Next I check the PIREPS (pilot been wrong. tation when the briefer tells us, reports). Do they substantiate the If we realize that we are having "VFR is not recommended." briefer's warnings? When checking to fly a heading other than what But does this always have to be PIREPS, be sure to take into account we had plotted to track our course, the case? Are there any ways to where the report was made (three­ or if we are experiencing different make those VFR trips possible and dimensionally), when it was made, ground speeds than what we had ex­ still remain safe? Are there any and what type of aircraft the report­ pected, we should understand that tools we can use to determine if the ing pilot was flying. If a 747 reports there is a good chance that the en­ forecast is holding true, or if it is light chop along my route, I might tire forecast might be off. After all, not? For I think we all, both male consider leaving the ropes on my these forecasts are predicated on the and female, would agree that the airplane and going to have a frosty expected movement of fronts and weather is like the opposite sex-to­ one, whereas if it's a J3 reporting pressure zones. When they don't tally fickle and unpredictable. Let's moderate turbulence I might very move as anticipated, the winds aloft VINTAGE AIRPLANE 25 will be different, thus yielding dif­ ature on the ground prior to takeoff place. Remember to run the PAVE ferent headings and groundspeeds and then check it as you climb. If it and CARE checklists that I wrote than we had planned. is less than ZOC per thousand, one about in previous articles to help There is something else that can of the major ingredients in the pro­ you make the proper decisions give us a heads-up about the pos­ duction of thunderstorms is pres­ relative to the weather. Using the sibility of the forecast going south, ent, that being an unstable lapse tools I have mentioned above will and that is the temperatures aloft. rate. (The other two are moist air help you in checking the enViron­ Most aircraft have outside air tem­ and a lifting action of some kind.) ment, help in understanding the perature gauges (OAT), and these Thus the OAT can be a useful tool consequences of the hazards as­ can be very useful tools-ones that in confirming, or refuting, the fore­ sociated with some aspects of the many pilots ignore. An OAT can be cast of thunderstorms. weather, and aid you in assessing used to corroborate whether the One could spend a lifetime study­ the realities of what the weather is temperatures aloft are as forecast. ing the weather and not get any really doing. (You do remember that the fore­ closer to predicting what it might And when the briefer gives you cast temperatures aloft are included do. And I can't do justice to the sub­ that dire warning of "VFR not rec­ with the winds aloft, don't you?) ject in this short article. However, ommended," keep in mind that it This can give us an understanding when it comes to weather I must is always much better to be on the of whether the fronts are moving at say that discretion is the better part ground wishing you were up in the the speed and direction forecast or of valor. There are certainly times air than up in the air wishing you if they might be moving slower or when the briefer will give the warn­ were on the ground. He might be faster than expected. ing that VFR is not recommended wrong, and I've offered some tools Keeping track of the tempera­ and the day turns out to be beauti­ to help determine that, but he very tures as you climb can also help you ful. But there are also times when well might be right. quickly determine if the lapse rate is your beautiful day turns ugly. Doug Stewart is the 2004 National stable. Remembering that the stable Regardless of whether the fore­ CFI of the Year, a Master CFI, and a lapse rate is ZOC per thousand feet, cast is for good weather or bad, be DPE. He operates DSFI Inc., based at the one can make a note of the temper­ sure to have an alternate plan in Columbia County Airport (lBl)......

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THIS MONTH'S MYSTERY PLANE COMES TO US FROM THE NEWLY ACQUIRED GARNER P. EMMERSON COLLECTION , DONATED TO EAA BY BOB HIGHLEY OF LAKELAND, FLORIDA. Send your answer to EAA, Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Your answer needs to be in no later than September 10 for inclusion in the November 2005 issue of Vintage Airplane. You can also send your response via e-mail. Send your answer to [email protected]. Be sure to include your n'ame, city, and state in the body of your note, and put "(Month) Mystery Plane" in the subject line.

MAY 'S MYSTERY ANSWER as residing in Los Angeles at that time. I learned this while roaming on www.aerofiles.com last evening. I already had seen the aircraft in the British magazine Aeroplane Monthly that has the same photo as yours, along with some contem­ porary aircraft, in an illustrated article in the September 2003 is­ sue with the title "Call That Safe?" The caption to the photo reads: "In 1933 Carl Hall and Frank Nixon tested this propeller cowl­ ing at Compton, California. It was claimed to 'speed up aeroplanes from 39 to 140 per cent,' and slow them 'as much as desired for land­ ing,' the inner'deflectors' serving May's Mystery Plane came to us X12211 seems to have its 95-hp as air brakes." from Harold Swanson. Cirrus upright four-cylinder engine I hope that you have more in­ Here's our only letter concerning as it was reported to have in 1934; formation about this interesting its identity: it was reported to have had a Ve­ early try at a ducted propeller. lie engine when built in 1931. The Jack Erickson Felio Ranger SP-2 owner, Harold G. Felio, is listed State College, Pennsylvania ......

VINTAGE AIRPLANE 27 E.E. "BUCK" HILBERT Aeronca C-3 N-13000 've been asked many times, static display show. tact and complete, but each needed "Why do you hang onto this The '50s saw the advent of the restoration. Also in the collec­ I old airplane?" shopping center. Global Airshows tion were pieces and parts of two Several reasons. Mostly, it has would truck its airplanes to the new Aeronca C-3s, a J-2 Piper, a Taylor­ a place in more recent history­ shopping center parking lots and craft L-2, and a Fairchild 22. Along namely the last real Cleveland Air display them in full air show rega­ with the airplanes came numerous Race held in 1948. And probably lia. Martha and Duke would dress engine parts, old tools, and propel­ another reason is it represents, at the part, entertain the crowds, and lers, along with the trailers used to least to me, the memory of the last dreamed of once again being active haul the airplanes. of the barnstormers. air show circuit acts. "What happened to the air­ To the best of my knowledge, the planes?" is the frequently asked last time this little C-3 flew was at question. Bill Ross was past presi­ the 1948 Cleveland Air Races. dent of the EAA Warbirds of Amer­ The airplane belonged to Duke The airplane ica; owned a P-38, Leroy Grum­ and Martha Hashner, the owners of man's personal F3F, and an F6F; Global Airshows and promoters of and had his hand in several enter­ the races that year. belonged to prises while involved in Warbirds. Duke flew this Aeronca C-3 in a Right at that time he discovered the clown act. The airplane was painted Grumman Goose was the best bet up with a clown face, was all red Duke and Martha in sport flying, and his attention and white, and I've been told he was diverted in that direction. did a remarkable job of entertain­ The Meyers and the Porterfield ing the crowd. Hashner ... were restored by Bill and sold. The Duke also flew other aerobatic project Fairchild 22 and J-2 went to aircraft in the show, while Martha a couple of our Vintage members was the wing-walker, parachute Unfortunately, Duke, suffering and were restored and are flying. jumper, and ticket seller. from a brain tumor, lost the ability The Waco F was sold but never did Unfortunately, this was the same to participate and, after a long bat­ get flying. The two C-3s came to me year record-holding entrepreneur tle, passed away. Martha kept the and eventually were restored. One Bill Odom crashed a racing P-S 1 airplanes, now stored at the farm, was sold and one, for those senti­ into a residential area, resulting in and spent her days tending numer­ mental reasons, is still in my han­ his death and other fatalities. Be­ ous pet dogs and cats, dreaming gar, disassembled and awaiting the cause of this accident, Duke and of her barnstorming glory days as final engine fix. The L-2 had been a Martha were the target of lawsuits queen of Global Airshows. Martha gas station ornament for years, and that drove Global Airshows and the passed away in the mid-'60s. when they took it down the guy two of them out of business and Global Airshows and its derelict wielding the cutting torch man­ into seclusion. aircraft were sold to Bill Ross and aged to start a fire that ended any Living on the Quietula Farm me a few months before Martha thought of restoration. at Cherry Valley, Ohio, the cou­ passed away. Bill Ross moved to Nevada after ple, now forced to retire from do­ The collection consisted of Mar­ he retired from business, and un­ ing their air show routines, turned tha's Meyers OTW, Duke's Waco F, fortunately, while returning from Global Airshows into a traveling and a Porterfield CP-65 . All were in­ one of his business trips, he flew

28 AUGUST 2005 into a cloud that had a rock in it. Another reason for "hanging on." It reminds me of Bill Ross and his contributions to the Warbirds of America being part of EAA. Oh yes, we did get the C-3 fly­ ing, but the engine ate itself up af­ ter about 4S minutes. Time for a different approach. I had a set of floats and rigging, and Brian Van Wagnen and I de­ cided the little C-3 would be a real hoot to see flying on floats. However, we wanted a reliable engine, and the one we had was mostly junk. Brian tore into it, but the crank was beyond repair. At great ex­ pense a new one was made, dual Come or t e weekend ignition heads were installed, and a new single-drive dual mag was in­ BUILD FOR A LIFETIME stalled after modifying the tail case. It runs, but the vibration was bad HANDS-ON enough to cause distrust. Another HOMEBUILDER WORKSHOP SCHEDULE disassembly and recheck as well as internal component balance were Aug. 26-28 Oshkosh, WI • Repairman (LSA) Inspection-Airplane in the works when tragedy struck. Brian had a hangar fire and lost Aug. 27-28 Arlington, WA • RV Assembly everything he had in the 70-by-90 Sept. 9-11 Griffin, GA •TIC Welding hangar and its 24-foot lean-to­ (Atlanta Area) his Widgeon project, the Fleet­ wing Seabird, two antique Aeronca Sept. 10-11 Corona, .CA • RV Assembly Chiefs, a Piper 180, all his toys, (LA Area) shop equipment, tools, and, of Sept. 10-11 Lakeland, FL course, the building. • RV Assembly (Sun 'N Fun Campus) The little C-3, stored in another building, was all that was left. The Sept. 10-11 Houston, TX • Composite Construction floats, rigging, and all the spare en­ (Westwood Aviation • Sheet Metal Basics • Fabric Covering gine parts were destroyed in the Institute) • Electrical Systems fire. A small loss in comparison to Sept. 16-18 Frederick, MD • Repairman (LSA) Inspection-Airplane what Brian suffered. With no hangar, and no shop, Sept. 23-25 Denver, CO • Repairman (LSA) Inspection-Airplane the decision was made to disassem­ (Westwood College) ble NC-13000, and bring it back Oct. 1-2 Columbus, OH • Composite Construction home, and there it sits. Every day I (Columbus State • Sheet Metal Basics • Fabric Covering walk past it and say to myself, "You Community College) • Electrical Systems • Cas Welding gotta get going!" But the press of daily living, and the episodes we've KLEIN been through in the past couple of EAA SportAir •• ' & ca. Sponsors: TOOLS. fa·~·Air c raft Coatings years, have stopped all the progress. www.kleintools.com _polyfiber.com www.alrcraftspruce.com Oh well, what's another couple of years? After all, it's been grounded since 1948! 1-800-WORKSHOP Until then it just sits, and I'm going fishing. With that, it's "Over WORKSHOPS 1-800-967-~746 to you." ___ ~, www.sportalr.com EA~ YOU CAN BUILD IT! LET EAA TEACH YOU HOW. VINTAGE AIRPLANE 29 AUGUST 20--Niles, M[-jerry Tyler Memorial Airport (3TR). VAA Ch. 35 Corn and Sausage Roa st. 11am-3pm. Rain date August 20. Donations $5 adults, $3 children 12-yrs and under. All you can eat. Info: Len, 269-684-6566. SEPTEMBER 3-Marion, [N-(MZZ) Fly/ln Cruise/ln. Info: www.FiylnCruiseln .com. SEPTEMBER 3-Prosser, WA-EAA Ch. 391 's 22nd Annual Labor Day Weekend Prosser Fly-[n. Info: 509-735-1664. r" ~ " __c -<.: . J'MNEwMAN SEPTEMBER S-U-Galesburg, [L-Galesburg Municipal Airport. "t 34'h Annual Stearman Fly-[n. Technical seminars. Aircraft The (ollowing list o(coming events is (IIrt1ished to Ollr readers as a matter o( it/(or­ judging and awards. Aerobatic, formation, short-field mation only and does not constitllte approval, sponsorship, involvement, cot/trolor takeoff, spot-landing and flour bombing contests. Dawn direction o(any event (fly-in, seminars, fly market, etc.) listed. To submit an event, send the information via mail to: Vintage Airplane, PO. Box 3086, OshkoslI, WI Patrol, lunch-time flyouts, pizza party, stage show, banquet 54903-3086. Or e-Illail tl1e information to: vintageaircra([email protected]. In(ormation and more. Info: 309-343-6409 or stearman@stearmanf/yin. shollld be received (ollr months prior to tile event date. com or www.stea rmanf/yin.com SEPTEMBER U -Mt. Morris, IL-Ogle County Airport (C55). AUGUST 7-Queen City, MO-Applegate Airport 18th Annual Wa­ EAA Ch. 682 Fly-In Breakfast. 7am-12pm. termelon Fly-In. 2 PM 'til dark. Info: 660-766-2644. Info: 815-732-7268. AUGUST 13-Hoquiam, WA-Bowerman Field. Ercoupe Gathering SEPTEMBER 16-17-Bartlesville, OK-Frank Phillips Field (BVO). & Fly-In. All experimental, classic, and vintage aircraft are wel­ 49th Annual Tulsa Regional Fly-In. Info: www.tllisaf/yin.com come. Excellent restaurant on field. Info: Dick 360-533-5926 or Charlie Harris at 918-622-8400. AUGUST 19-21-Alliance, OH-Barber Airport (201). 7th Annual SEPTEMBER 17-Poplar Grove, IL-Poplar Grove Airport. Ohio Aeronca Aviators Fly-In. Join us for a relaxing weekend of Vintage Wings & Wheels Museum. Salute to WWII Combat fun, food, friendship and flying. Breakfast served by EAA Ch. Aviators. Military aircraft display and fly-by. Interviews with 82 Sat & Sun, 7am-llam. Camping on field , local lodging and 12 WWII veterans of air combat. transportation available. Forums on Saturday. Info: Brian, 216­ Info: www.popiargroveairmotive.com/mllsellnl 337-5643 or [email protected] or www.oaaf/y-In.com SEPTEMBER 17-1S-Rock Falls, IL-Whiteside County Airport AUGUST 20--Laurinburg-Maxton, NC-Ercoupe Owners Club Awe­ (SQI). North Central EAA "Old Fashioned" Fly-In. Forums, some August Invitational. North/South Carolina members and workshops, fly-market, camping, air rally, awards, food & guests. Lunch, awards, Young Eagles Flights. Info: 336-342­ exhibitors. Info www.nceaa .org 5629 or bandman@netpath-rc. net SEPTEMBER 22-25-St. Louis, MO-Creve Coeur Airport AUGUST 20--Newark, OH-Newark-Heath Airport (VTA). EAA Ch. (lHO). Monocoupe Club Fly-In/Reunion. Info: Frank Kerner, 402 Fly-[n Breakfast. Info Tom, 740-587-2312 or [email protected] (314) 277-4306 or [email protected] or www.morlOcollpe.com SEPTEMBER 23-25-Sonoma, CA-Sonoma Skypark (OQ9). 23rd Annual West Coast Travel Air Reunion. Come to wine country for the largest gathering of Vintage Travel Airs. Info: 925-689-8182. WI'VI SEPTEMBER 24-0ntario, OR-Ontario Air Faire-Breakfast by EAA Ch. 837. Large warbird coll ection, acro airshow, car show, stage entertainment. Free admission. Info: Roger, 208­ 739-3979 or [email protected] .... SEPTEMBER 24-Topping, VA-Hummel Air Field. 10'h Annual Car & Air Event. 8am-4pm. Featuring antique cars and planes, plus fire apparatus, tractors & engines, and arts & c••___• crafts. Info: (804) 694-5995 or in([email protected] or www.wingsandwheeis.lIs. SEPTEMBER 24-Hanover, IN-Lee Bottom Flying Field (641). hese are the first tools you need Wood, Fabric & Tailwheels Fly-I n . Info: www.ieebottom.com. OCTOBER 1-2-Midland, TX-Midland [nt'l Airport. FINA­ Tto buy when you re ~ cover your CAF AIRSHO 2005 will commemorate 60th Anniversary airplane. Anyone who has used them of the end of World War II. Info: 432-563-1000 x. 2231 or pubiicreiations@caf/7q.org will tell you they're the next best OCTOBER 5-9-Tu llahoma, TN-"1932 to 2005-The Tradition thing to having one of our staff right Lives: Year of the Staggerwing" Staggerwing, Twin Beech 18, Bonanza, Baron, Beech owners & enthusiasts, Sponsored by beside you. The VHS tape and the the Staggerwing Museum Foundation, Staggerwing Club, Twin Beech 18 Society, Bonanza/Baron Museum, Travel Air Division, DVD will give you the Big Picture, & Twin Bonanza Assn. Info: 931-455-1974 and the manual will walk you step by step through every part of the REGIONAL FLY-IN SCHEDULE process. You're never on your own EAA Mid-Eastern Fly-In EAA Southeast August 26-28, 2005 Regional Fly-In when you're using Pol y~ Fiber. Marion, OH (MN N) October 7-9,2004 Evergreen, AL (GZH) Virginia State EAA Fly-In www.serfi. org www.polyfiber.com October 1-2, 2005 e-mail: [email protected] Petersburg, VA (PTB) Copperstate Regional EAA Fly-In www.vaeaa.org October 6-9,2005 Aircraft Coatings 800-362-3490 Phoenix, AZ. (A39) www.copperstate.org

30 AUG U S T 2005 VINTAGE Membershi~ Services Directory

AIRCRAFT ENJOY THE MANY BENEFITS OF EAA AND ASSOCIATION THE EAA VINTAGE AIRCRAFT ASSOCIATION ~ EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086 OFFICERS Phone (920) 426-4800 Fax (920) 426-4873 President Vice- President Web Site: www.vintageaircraft.org and www.airventllre.org Geoff Robison George Daubner E-Ma il: vintageaircraftCti'eaa.org 152 1 E. MacGregor Dr. 2448 Lough Lane New Haven, IN 46774 Hartford, WI 53027 EAA and Division Membership Services Flight Advisors info rmation .. 920-426-6864 260-493-4724 262-673-5885 dlie{7025@\IOI .....om vaaflyboyLw,nsn.com 800-843-3612 ...... FAX 920-426-6761 Flight Instructor information 920-426-6801 (8:00 AM-7:00 PM Monday-Friday CST) Flying Start Program ...... 920-426-6847 Sec retary Treasurer Steve Nesse Charles W. Harris -New/renew memberships: EAA, Divi­ Library Services/Research . ... 920-426-4848 2009 Highland Avc. 72 15 East 46th SI. Medical Questions ...... 920-426-6112 Albert Lea, MN 56007 Tulsa, OK 74147 sions (Vintage Aircraft Association, lAC, 507-373-1674 918-622-8400 Warbirds), National Association of Flight Technical Counselors ...... 920-426-6864 stfles@(/eskmefiia.com [email protected] Instructors (NAFI) Young Eagles _...... _ . _ ... 877-806-8902 -Address changes DIRECTORS -Merchandise sales Benefits AUA Vintage Insurance Plan. 800-727-3823 Steve Bender Dale A. Gustafson -Gift memberships 85 Brush H ill Road 7724 Shady Hills Dr. EAA Aircraft In surance Plan _ 866-647-4322 Sherborn, MA 01 770 Indianapoli s, IN 46278 Term Life and Accidental ... _ 800-241-6103 508-65:l-7.157 317-293-4430 S.H i O@comcas t.llet dalefaye@ms".com Programs and Activities Death Insurance (Harvey Watt & Company) EAA AirVenture Fax-On-Demand Directory Editorial ...... 920-426-4825 David Bennett Jeannie Hill P.O. Box 11 88 P.O. Box 328 ...... ___ . ___ . _...... 732-885-6711 Vintage _...... FAX 920-426-6865 i{oseville, CA 95678 Ha rva rd , IL 60033-0328 Au to Fuel STCs ...... 920-426-4843 - Submitting article/photo 916-645-8370 8l5-943-7205 antiquer@i"reach.cul1l di"shao@owc." et Bu ild/restore information ... 920-426-4821 - Advertising information Chapters: locating/orga nizing920-426-4876 John Berendt Espie " Butch" Joyce 7645 Echo Point Rd. 704 N. Regional Rd . Education ...... __ . _ . . 888-322-3229 EAA Aviation Foundation Ca nnon Fa lls, MN 55009 Greensboro, NC 27409 507-263-24 14 336-668-3650 - EAA Ai r Academy Artifact Donations ...... 920-426-4877 Injbfchld@rcOI111t.'Ct.com wintisock@ao/.co m - EAA Scholarships Financial Support...... 800-236-1025 Robert C. "Bob" Brauer Steve Krog 9345 S. Hoyne 1002 Heather Ln . Chicago, IL 60620 Hartford, WI 53027 773-779-2 105 262-966-7627 MEMBERSHIP INFORMATION pllOtopi/[email protected] [email protected] EAA lAC Dave C lark Robert D. " Rob" Lumley Membership in the Experimental Aircraft Current EAA members may join the 635 Vestal Lane 1265 Sout h 124th Sl. Plainfield, IN 46 168 Brookfield, WI 53005 Assoc iation, Inc. is $40 for one year, includ­ International Aerobatic Club, Inc. Divi­ 3 17-839-4500 262-782-2633 ing 12 issues of SPORT AVIATION. Family sion and receive SPORT AEROBATICS [email protected] illmpeniiexecpc.com membership is an additional $10 annually. magazine for an additional $45 per year. John S. Copeland Gene Morris Junior Membershjp (under 19 years of age) EAA Membership, SPORT AEROBAT­ l A Deacon Street 5936 Steve Court Northborough, MA 0 1532 Roanoke, TX 76262 is available at $23 annually. All major credit ICS magazine and one year membership 508-393-4775 8 17-491-9 110 cards accepted for membership. (Add $16 for in the lAC Division is available for $55 copelaml J@jllllO,com sellemo rris(~lev I .IIet Foreign Postage.) per year (SPORT AVIATION magaZine Phil Coulson Dean Richardson not included). (Add $15 for Foreign 284 15 Springbrook Dr. 1429 Kings Lynn Rd Postage.) Lawton, MI 49065 Stoughton, WI 53589 EAA SPORT PILOT 269-624-6490 608-877-8485 Current EAA m embers may add EAA rcoll/sonS [email protected] [email protected] SPORT PILOT magaZine for an additional WARBIRDS Roger Gom oll S.H. "Wes" Schmid $20 per year. Current EAA members may join the EAA 8891 Airport Rd, Box C2 2359 Lefeber Ave nue EAA Membership and EAA SPORT Warbirds of America Division and receive Blaine, MN 55449 Wauwatosa, WI 532 t 3 763-786-:J342 414 -771- 1545 PILOT magaZine is available for $40 per WARBIRDS magazine for an additional $40 pledgedrive@I ns11 com [email protected] year (SPORT AVIATION magaZine not in­ per year. duded). (Add $16 for Foreign Postage.) EAA Membership, WARBIRDS maga­ DIRECTORS zine and one year membership in the VINTAGE AIRCRAFf ASSOCIATION Warbirds Division is available for $50 per EMERITUS Current EAA members may join the year (SPORT AVIATION magazine not in­ Vintage Aircraft Association and receive cluded). (Add $7 for Foreign Postage.) Gene C hase E.E. "Buck" Hilbert VINTAGE AIRPLANE magazine for an ad­ 2159 Ca rlton Rd. P.O. Box 424 Oshkosh, WI 54904 Union, IL 60180 ditional $36 per year. FOREIGN MEMBERSHIPS 920-23 1-5002 8 15-923-459 1 EAA Membership, VINTAGE AIRPLANE Please submit your remittance with a [email protected] b7ac@/1J c. llel magazine and one year membership in the EAA check or draft drawn on a United States Ronald C. Fritz Vintage Aircraft Association is available for $46 bank payable in United States dollars. Add 15401 Sparta AV('. per year (SPORT AVIATION magaZine not in­ required Foreign Postage amount for each Kent City, MI 49330 6 16-678-50 12 duded). (Add $7 for Foreign Postage.) membership. rFrit zf!!'!1athway,wl.com Membership dues to EAA and its divisions are not tax deductible as charitable contributions

Copyright ©2005 by lhe EM Vintage I>Jrcraft Association All righls reserved. VINlAGE AIRPLANE (USPS 062-750: ISSN 0091-6943) is published and owned exclusively by the EM Vintage I>Jrcraft Association of the Experimentall>Jrcraft Association and is published monthly at EM Aviation Ceoter. 3000 Poberezny Rd.. PO Box 3086, Oshkosh, Wisconsin 54903-3086, e-mail: vin [email protected]. Periodicals Poslage paid al Oshkosh, Wisconsin 54901 and al additional mailing oHices. POST­ MASTER: Send address changes to Vintage I>Jrplane. PO Box 3086. Oshkosh. WI 54903-3086. PM 40032445 Return undeliverable Canadian addresses to World Distribution Services, Station A, PO Box 54, Windsor, ON N9A 6J5, e-mail: [email protected]. FOREIGN AND APO ADDRESSES - Please allow at least two months lor delivet)l of VlNlAGE AIRPLANE to loreign and APO addresses via surtace mail. ADVERTIS­ ING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. EDITORIAL POLICY: Readers are encouraged to subm" stories and photographs. Polk:y opinions expressed in artk:1es are solely those of the authors. Responsibility for accuracy in reporting rests entirely w"h the contributor. No remuneration is made. Material should be sent to: Ed"or. VINTAGE AIRPLANE, PO Box 3086. Oshkosh. WI 54903-3086. Phone 92D-426-4800. EM® and EM SPORT AViAnON®. the EM Logo® and Aeronautica'" are registered trademarks, trademarks. and service marks of the EXperimental Aircraft Association, Inc. The use of these trademarks and service marks without lhe pennission of the Experimentall>Jrcraft Association, Inc. is strictly prohibited.

VINTAGE AIRPLANE 31 Something to buy, sell or trade? Classified Word Ads: $5.50 per 10 words, 180 words maximum, with boldface lead-in on first line. Classified Display Ads: One column wide (2.167 inches) by 1, 2, or 3 inches high at $20 per inch. Black and white only, and no frequency discounts. Advertising Closing Dates: 10th of second month prior to desired issue date (i.e ., January 10 is the closing date for the March issue). VM reserves the right to reject any advertising in conflict with its policies. Rates cover one insertion per issue. 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. Address advertising correspondence to EM Publications Classified Ad Manager, P.O. Box 3086, Oshkosh, WI 54903-3086

BABBITT BEARING SERVICE - rod THERE'S JUST NOTHING LIKE IT For Sale - 1939 Spartan Executive, bearings, main bearings, bushings, ON THE WEB!! 3500TT, 10 SMOH. 214-354-6418, master rods, valves, piston rings. www.aviation-giftshop.com www.lpjetservices.com Call us Toll Free 1-800-233-6934, A Website with the Pilot in Mind e-mail [email protected] Website (and those who love airplanes) Airplane T-Shirts www.ramengine.com VI NTAG E 150 Different Airplanes Available ENGINE MACHINE WORKS, WE PROBABLY HAVE N. 604 FREYA ST., SPOKANE, WA Warner engines. Two 165s, one fresh YOUR AIRPLANE! 99202 O.H., one low time on Fairchild 24 www.airplanetshirts.com mount with all accessories. Also 1-800-645-7739 CUSTOM PRINTED T-SHIRTS for your Helton Lark and Aeronca C-3 project. flying club, flight shop, museum. Free Find my name and address in the Flying wires available. 1994 pricing. samples. Call 1-800-645-7739 or 1­ Officers and Directors listing and call Visit www.flyingwires.com or call 828-654-9711 . evenings. E. E. "Buck" Hilbert. 800-517-9278.

THE FORGOTTEN PERFORMERS continued ELECTRICAL the Pacemaker in marginal weather. were wearing life jackets, and the Mud Lake is narrow, shallow, and children were educated in float CONDUIT a half-mile long, and Poet dragged flying; they tripped their seat belt it twice and then did a touch-and­ buckles, swam out the open end of ASSEMBliES go before setting down for the the cabin, and popped to the sur­ pickup. Mattie Jack was loaded on, face. There were no injuries! • MIL SPEC and RFI SHIELDING CONDUIT ASSEMBLIES custom made and they headed for the hospital Bohanan retrieved the engine; per your specifications at Bella Coola. It was dark on ar­ it was flushed, mounted on the rival, and although landing in the nose of a PT-17 Stearman, and sold • Original equipment style Braided narrow valley without daylight was to a dentist, Dr. William Stone in Conduits in Aluminum, Brass or Stainless Steel seldom attempted, Dick executed a Sandy, Oregon. Forty years later, safe approach and thwarted a sad the Stearman is still owned by • We carry a complete line of AN - MS ending to Mattie Jack's life. Stone, and the same Wasp Jr. is on Electrical Fittings, Backshell Adapters The Pacemaker's most serious the nose. and Specialty Fittings trauma occurred on July 25, 1963, The remainder of the Pacemaker • We also have full machine shop on a takeoff from Nimpo Lake, 70 stayed on the shore of Nimpo Lake capabilities for any custom miles east of Bella Coola. Loaded for a year and then was loaded on applications you may require. with two adults and five children a farm truck by Dick's son-in-law, from the Poets' extended family, Alan Hauan, and returned to Aums­ • Rebuild your Warbird back to Original! and piloted by Helen's cousin, Bob ville, where it was deposited behind Stewart, a wingtip caught the water the Poets' barn. A much more seri­ in an attempt to un-stick the right ous tragedy occurred a short time float, and the plane cartwheeled. later when Dick was involved in the The left wing and one float were fatal crash of a DHC-2 float Beaver torn off, the fuselage was com­ when one wing folded...... AIR/FLEX INDUSTRIES pletely severed immediately behind 2538 SUPPLY STREET, POMONA , CA 91767 Tel. 909-392-8474 the cabin, and everything came to To be continued in the September is­ AI RFLEXI ND USTRIES .COM rest floating inverted. All on board sue ofVintage Airplane. 32 AUGUST 2005