STRAIGHT & LEVEL Espie "Butch"Joyce

2 AlC NEWS

4 AEROMAIL

5 BULLETS FOR ALIGNMENT Bud Oliver

6 GRIMES AIRPORT FLY-IN Andrew King

8 AIRCRAFT STROBE LIGHTS Dick Hill

10 MYSTERY PLANE H. G. Frautschy

12 PLENTY OF GLASS TO WATCH THE WORLD GO BY H. G. Frautschy

17 A FLYING FLEET ON FLOATS Norm Petersen

21 A. SCOTT BERG'S LINDBERGH John Underwood

25 PASS IT TO BUCK E.E. "Buck" Hilbert

27 WELCOME NEW MEMBERS

28 MEMBERSHIP INFO/CLASSIFIED ADS

32 VINTAGE MERCHANDISE

Publisher TOM POBEREZNY

Editor-in-Chief JACK COX

Editor HENRY G. FRAUTSCHY

Mallaging Editor GOLDA COX

Contributing Editor JOHN UNDERWOOD

Computer Graphic Specialists BETH BLANCK OLIVIA L. PHILLIP PIERRE KOTZE

Photography Staff JIM KOEPNICK LEEANN ABRAMS KEN LICHTENBERG MARK SCHAIBLE

AdveriisinglEditorial Assistant ISABELLE WISKE

SEE PAGE 30 FOR FURTHER VINTAGE AIRCRAFT ASSOCIATION INFORMATION by ESPIE "BUTCH " JOYCE PRESIDENT, VINTAGE AIRCRAR ASSOCIATION

The Future

When you make a decision to change something you've been do­ sion to land in the same direction he departed. New information was ing the same way for a long time, how can you be sure change is for used to arrive at a proper decision. the best? Additional information is what your Board has been mulling While thinking about this, an incident at my dad 's airport in the over for some time. Starting now, we've got a new look for the late fifties came to mind. A number of good old country boys were EAA Vintage Aircraft Association. What's that, you ask? It's the learning to fly in J-3s and J-5s. One new pilot named C.D. chose to new name ofthe EAA Antique/Classic Division. Your Officers, Di­ carry a passenger named Shag for his first airplane ride. A big thun­ rectors. Advisors, and the EAA staff have been working hard over derstorm was building off to the south. When warned about the the past couple of years to create a name that better defines our danger, he said it would be okay. He just wanted to fly over and take group of aircraft and the enthusiasts who enjoy vintage aircraft. You a look at it. By the time he returned, the wind direction shifted and will be proud to display the new logo on your aircraft and clothing. was now blowing very strongly out of the opposite direction from It has a feel for the style and excitement of the first half of this cen­ which he took off. Have you ever seen anyone try to land a J-3 with tury. Under the umbrella ofthe "Vintage Aircraft Association," the a 40 knot tailwind? various judging categories we currently enjoy - Antique, Classic Several passes were made and we could hear C.D and Shag and Contemporary - will be maintained. shouting at each other. In the meantime, my dad had taken off in the When renewing your membership, you will receive a member­ Tri-Pacer. He circled them to get their attention, then landed into the ship card reflecting the "Vintage Aircraft Association" name and wind. C.D followed suit and landed safely. rlater asked C.D. what logo . We're pleased to announce it will be a high quality "credit all of the shouting was about. He said Shag told him that on the next card" style card, the same weight and feel as the new EAA card landing attempt, ifhe ever got that close to the ground again, he was which has been included in EAA membership mailings since De­ going to jump. C.D. also told me that he told Shag it he ever got that cember. We're confident you'll enjoy the new look and name . . . close again he was going to jump too! one we feel more properly reflects the diverse interests of the nearly Fortunately, C.D . never had to decide to jump, since my father 10,000 VAA members worldwide. had presented him with new information, namely, the change in Lets all pull in the same direction for the good of aviation. Re­ wi nd direction. Using that information, he revised his initial dec i­ member we are better together. Join us and have it all! ......

INSIGHT FROM THE PRESIDENT OF EAA tage aircraft movement, which has been reflected through the name of your magazine for years. The EAA Antique/Classic Division has represented EAA mem­ The Vintage Aircraft Association, as a part ofEAA, will con­ bers who love vintage airplanes for years. Your Board, staff, tinue to serve members who preserve and upgrade an important volunteers and members have done a superb job of organizing ac­ segment of the aviation community. Currently, there are 62,000 tivities at EAA AirVenture Oshkosh and other fly-ins around the aircraft that are classified as Antiques, Classics or Contempo­ country, as well as presenting this excellent monthly pUblication ... raries. With over 9,000 members, the Vintage Aircraft VINTAGE AIRPLANE. Association represents a rela­ A number of years ago, you expanded your outreach to in­ tively small segment of the clude Contemporary aircraft (January 1, 1956 through December total group . The owners in 31 , 1960). As time has passed, more and more aircraft have be­ this group of aircraft have come part of this category, joining the group we call vintage expanding needs that are no airplanes. These unique airplanes that we restore and fly, repre­ longer confined to mainte­ sent our love of flight as well as the history of aviation. nance and operation, but also The growing cadre of enthusiasts who preserve our aviation include re storation and heritage, while keeping them flying, make it appropriate to en­ preservation. hance the scope and change the name of your organization to the The name of your organi­ Vintage Aircraft Association. This "banner" encompasses the An­ zation has changed, along with tique, Classic and Contemporary aircraft that continue to serve the logo and identity, but the each of us. contents and services remain The focus of the organization hasn't changed. Rather the name as strong as ever. represents the wide and varied interests that are a part of the vin­ Tom Poberezny

VINTAGE AIRPLANE 1 compiled by H.G. Frautschy

VINTAGE AIRPLANE NOTES During the work to move the Divi­ sion 's name to one that more completely defined the areas of interest for the entire group , we took the op­ The EAA Aviation Foundation is seek­ tired couple with the abilities to work portunity to refine the look and feel of ing an Air Academy Lodge Host Couple. with Academy Staff and participants Vintage Airplane. The Lodge Host Couple positions offer an while ensuring a safe, comfortable living First, you'll notice a new look for the opportunity to share in shaping aviation's environment and quality food service for Contents page, with more photos and future. In exchange for a furnished apart­ program participants and staff. bolder type to make it easier to find ment in the Lodge and part-time Send your resume and references to: your favorite column or feature. compensation, this couple will support Experimental Aircraft Association The information you may need to EAA's Resident Youth and Education Human Resources - Host Couple contact the EAA Vintage Aircraft As­ programs by their operating and maintain­ P.O. Box 3086 sociation and its officers and directors ing the Lodge and its kitchen. Ideally, the Oshkosh, WI 54903-3086 has been compiled on one page. It will hosts are a traditional early or newly re­ or E-mail: [email protected] always be within the last four pages of the magazine, and conta ins phone numbers, E-mail addresses and web tage Aircraft Association member has by the end of 2003. site addresses for EAA and its di vi­ benefits that go well beyo nd the re­ More than 460,000 Young Eagles sions. Need to know about the AUA/ ceipt of a magazine each month, and have now been flown since July 1992, V AA insurance program? The phone we invite you to enjoy them all. The when the program was introduced at number is there. How about the web Membership Services Directory on the EAA Fly-In Convention (now site address for EAA AirVenture? It's page 30 can point you to just the infor­ EAA AirVenture) in Oshkosh. Those there as well. Being an EAA and Vi n- mation you need to enhance your yo un g people have been flown by recreational aviation experience. more than 22,000 volunteer pilots on We've also taken the oppOitunity to six continents. A large number of the "loosen up" some of the page layouts, fl ights were made in vintage aircraft making them a bit easier on the eyes by members of the EAA Vintage Air­ FRONT COVER .. . Surrounding Randy by not having quite as much type on craft Association. Briscoe is 33 square feet of plexiglass each page. We're confident you'll find "The past year has been the most as he sits in the aft seat of the Lus­ the changes helpful, and if you have successful 12 months in the hi story of combe T-8F owned by him and Brice any comments or requests, feel free to the Young Eagles Program," EAA A vi­ Newberry of Kingfisher, OK. This T-8F write the Editor at the address li sted in ation Foundation President Tom was originally built as a Crop Master the Membership Ser­ model , and came complete with a crop vices Directory. Bob Lumley, EAA Vintage Aircraft Association Director (right), dusting outfit and a pair of 30 gallon enjoys a laugh with Paul Bellingham after flying in Bob's Aeronca wing mounted spray tanks . EAA photo 11AC Chief. Paul is one of the over 460,000 young people intro­ by Ken Lichtenberg, shot with a Canon YOUNG duced to the world of flight by the Young Eagles program since EOS1 n equipped with an 80-200mm EAGLES its inception in 1992. zoom lens. EM Cessna 210 photo plane The EAA Young flown by Bruce Moore. Eagles Program, the most ambitious youth BACK COVER ... EAA Vintage Aircraft aviation program Association Director Emeritus E.E. ever, introduced the "Buck" Hilbert banks right to pass under world of fli ght to the photo plane with his 1938 Fleet 10F. more than 100,000 Mounted on a pair of Edo 1835 floats young peopl e in built in 1930, the biplane was the dar­ ling of the Otsego Lake Seaplane Fly-In 1998. That is the in Michigan , and then later of the EAA largest yearly total in AirVenture Seaplane Fly-In at the the six-year history Vette/Blust seaplane base . EAA photo of the program, by Jim Koepnick , shot with a Canon which is designed to EOS1 n equipped with an 80-200mm provide free demon­ zoom lens. EAA Cessna 210 photo plane stra tion flights to one flown by Bruce Moore. million young people

2 FEBRUARY 1999 Poberezny said. "EAA members and tion (COPA), the Civil Air Patrol and the flight line alone, there were 127 other pilots have responded to the numerous other aviation groups. volunteers who worked a total of challenge of giving young people an 3755 hours, of these, 53 previously opportunity to see what aviation is all EAA AIRVENTURE '98 worked during the Convention in about and the possibilities it can hold VOLUNTEERS 1997,74 in 1996, and 59 in 1995.376 for them. Everyone involved in If you were one of the many fine volunteers worked a total of 13,674 Young Eagles can be very proud of folks who volunteer either a little or a hours, an average of about 36 hours this accomplishment and enthused lot of your time in the Antique/Clas­ per volunteer. about the program's future." sic area during the annual EAA Don't be intimidated by those In 1998, a total of 100,838 young convention, your efforts certainly numbers. Each and every hour counts, people were registered as Young Ea­ never go unnoticed. (Heck, you even and if you can spare a few, check in gles - a 5.3 percent increase from get a nice patch, volunteer name tag, at the Volunteer booth on the corner the 1997 total. Those young people and a hat plus a pizza party, all to say outside the Red Barn during EAA were flown by more than 8,000 pi­ "Thank You!") AirVenture '99, and if you're in lots, which included EAA members Many of you work pretty hard, too Florida for Sun 'n Fun this spring, and other pilots from approved part­ - On the flight line and other activi­ drop in the Headquarters building to ner organizations, including the ties, less than half of the volunteers volunteer your time - your fellow Canadian Owners and Pilots Associa­ work more than 3/4 of the hours. On members will appreciate it! ......

VINTAGE AIRPLANE 3 BLUE NOTES The al1icle on the Steco Aeroplane Dear H.G.: was great. I actually have Stevens' I wanted to send the enclosed photo original patent framed on my office (below) of Ken Falglor and myself in wall (see photo, right). .. -.,,: front of his Flaglor High Tow, which Best Wishes for a great and safe ~,' ... '. he converted from a Fleet 16B in 1957. New Year. He changed from a Warner to a W-670 Brent Blue to tow gliders after he wrecked a Stear­ (EAA 377214, VAA 18419) man. The FAA told Ken at the time to Jackson Hole, WY make the change he needed to make it an experimental, and the way to do that REACTION TO was to make it look like something "STEARMAN MAGIC" r +r ~ other than a Fleet. So Ken made it Dear Lauran, [' look like a Waco! Thank you for my Christmas pre­ Although Ken is too humble to talk sent! about his flying, his friend reports that I don ' t seem to get a whole lot of Ken actually towed two gliders at once free time to read, but today I enjoyed with the big engine fired up. I believe your story in Vintage, "Stearman it, given how well it performs flying Magic." Boy, did it hit home! around the Tetons. Both my husband and I fly out of This photo was taken at EAA Schellville with a couple of Great OSHKOSH ' 97 when Ken was reac­ Lakes and a few other planes. We've quainted with the aircraft after 30 been blessed over the many years of family of flying friends. years. The aircraft is currently under­ flying to meet some of the very same Anyway, thanks for sharing your going a complete restoration at the folks you have . There really are so story and please send us your book, "If Aviat Aircraft factory in Afton , many special people all across Amer­ Airplanes Could Talk." Enclosed is Wyoming . We hope to have it done ica in small town hangars. At the our check for $7.95. for Sun ' n Fun '99. Schellville airport we have a whole Blue Skies and Best Regards, Janet M. Ewertz (EAA 42278, VAA 7005) Sonoma, CA

Mr. Paine, Enjoyed your article in the Decem­ ber issue of Vintage Airplane, so I have to read your book, "If Airplanes Could Talk." Enclosed my check for same. So nice to read something positive when all the news on TV, radio and newspapers is so negative. Just for the love of flight, I remain. Bob Zilinsky (EAA 30122, VAA 110) Hinsdale, IL ~ -Bullets forAlignment- By Bud Oliver Reprinted fro m Custom Aircraf t Building Tips, Vol. 1

Many times I have shivered and cringed as I watched fel­ way, the entire plane will easily go into approximate align­ lows hammer bolts into strut and wing fittings as they assemble ment and the bolts will go in easily by inserting them with the and rig an aircraft. In many cases, the assemblers are unaware fingers (Fig. 2). ofthe proper techniques to use to avoid trouble. When you are Now, make a bullet of the proper diameter and length for holding something in alignment, such as a wing-to-fuselage the alignment of all fittings. To make the bullet, just take an root fitting, and then proceed to take the actual bolt that you are old bolt that is the same diameter that the fitting requires and going to secure it with and attempt to drive it into place with a grind one end to a bullet nose shape and cut the other end off hammer, you are certain to get varying degrees of the follow­ square. Only the unthreaded bolt shank is used. The head of ing results (and sometimes all of them): ruined bolt threads; the bolt is cut off and the threaded end is used for the bullet galled bolt and fittings; bent bolts; elongated fitting holes; head end so that the threads are ground away (Fig. 1). bent, twisted and cracked fittings; loss of paint or plating. For tight places where a long bullet cannot be used, make Two persons can assemble any plane whose component up a short one as shown. The bullet is given a thin coat of parts they are able to lift with absolutely no damage by using Parker Thread-lube (or Lubriplate), or white lead and oil (to the following procedure. stop galling of similar metals) and inserted into the fitting in Assemble the entire the same direction the final bolt will go in. The bullet is then plane by using bolts of tapped in place with a soft drift and hammer until it is flush at least one size diame­ with the face ofthe fitting (Fig. 3). The bolt is then tapped into ter smaller than the bolts place. It will push the bullet out ofthe fitting ahead of it (Fig. you will use on the com­ 4). You may notice that I illustrated one bullet with an eye at pleted job. If possible, the point. This is the cotter pinhole of the original bolt from c --- --~ I these bolts should be in­ which the bullet was made. Often there are places where the serted oppos ite to the bullet cannot be driven in. In these cases, you can often pull FIG . 1 C __ _I direction that the actual the bullet into the hole with stainless steel safety wire inserted bolts will go in. In this through this hole (Fig. 5)......

USE UNDERSIZE BOLT PUSH UNDERSIZE BOLT TO INITIALLY INSTALL THROUGH WITH BULLET COMPONENTS

--+------,

- -~ c -- rm-~ SAFETY WIRE THROUGH HOLE PUSH BOLT TO PULL BULLET FIG. 4 ... --THROUGH TO THROUGH FITTING FIG. 5 ~ FOLLOW BULLET VINTAGE AIRPLANE 5 GRIMES AIRPORT FLY-IN by Andrew King EAA 275985, VAA 10739

rimes Airport in Bethel, Pennsylva­ nia is rapidly becoming a mecca Gfor antique airplane nuts in the northeast. The 2,800 foot grass strip is the home of the Golden Age Air Museum, a small but growing collection of 1920s and 1930s airplanes and memorabilia, and twice a year, in July and October the Mu­ seum hosts an antique airplane fly-in. Last year's summer event was on July II and drew about 60 planes. The weather was al­ most perfect, sunny and clear with low humidity, not the typical July heat and GAAM-owned 1927 Winstead Special waiting for the installation of its OX-S o haze. The wind was a little strong during the day, but by lunch time the parking area was pretty full, and the hamburger stand was busy. Some ofthe unusual attendees included a Bellanca CH-400 Skyrocket, a Stinson SR-5, a Travel Air 4000, and a Fleet Model 2 with an air starter. Several of the Mu­ seum's ships were out on the line as well, including the E-2 Cub and the Ranger­ powered Great Lakes. In the hangar was the one-of-a-kind Winstead Special, an OX-5 powered biplane from the late 1920s. The Winstead is almost ready to fly, with only the installation of the engine and some minor details to fmish. Classics were the most numerous types on the grounds, with plenty of Luscombes and Taylorcrafts and Cessna 140s to look The Museum's Taylor E-2 Cub and Great Lakes Sport Trainer with a Model T Airport Hack and 1910 Maxwell. at, and one really beautiful Swift. A Stearman was busy all afternoon barnstorming, and several others flew in, including one that, according to a map on the side, had flown to all of the United States and all of the Provinces of Canada. There were also a number of antique cars on hand, including a couple of Model As and a 1910 Maxwell, and as is normal with these kind of events, a good time was had by all. The next Golden Age Air Mu­ seum Fly-In will be a two-day affair, October 3-4, and if last year was any exam­ ple, the fall fly-in will be even bigger than ... the summer one. For more information on the Museum and its activities, the phone number is 717/933-9566, and the address is 371 Airport Rd ., Bethel, PA 19507. ~ Great Lakes powered by a 200 Ranger in front of the Museum hangar. 6 FEBRUARY 1999

Strobe lights were installed on Convair 340s, which were later re-engiried witb Allison turboprops, and were designated CV-S80.

ircraft strobe lights flickering He began experiments with various one of North Central's DC-3s. Actually, across the darkened sky are a types of strobe lights and with the prob­ two units were necessary, one for each common sight to us all. But how lems ofmounting them on airplanes. When wing. The strobes wer secured in a pod un­ Adid strobes come to be on air­ he had developed what he thought was a der the wingtip and were not visible from planes in the first place? And, what's a good system he realized there would be the cockpit. blue duck named "Herman" got to do with great costs involved. He took his device to We, the pilots, were cautioned not to it anyway? Minneapolis Honeywell and the Maxi­ operate the strobes on the ground and only In the late 1950s, a gentleman named mum Safety Light was built. He then tried in clear air, because the bright flashes Bill Adkins, who at that time was a first to get someone to conduct an experiment could be very disorienting when reflected officer for Northwest Airlines, was also a with the strobes on an airliner. by objects or cloud form. They would also camera buff. Stroboscopic lights were be­ Northwest was not interested in con­ be a disturbance to other pilots who were coming available on the new generation of ducting experiments such as this, so he nearby when on the ground. cameras. Air traffic was becoming more approached some friends at North Central Tower operators were asked if the congested and the need for good illumina­ Airlines. When the necessary paperwork strobes enhanced visibility and made it tion of aircraft at night had become more equaled the weight of the airplane, it be­ easier to spot traffic. Other pilots were evident. came possible to attach the strobe units to asked ifthe strobe lights were any easier to

8 FEBRUARY 1999 see in flight than the conventional rotating North Central. beacon and position lights. The responses Eventua lly, other manu­ were very positive and our company, facturers and airl ines picked North Central, decided to make them stan­ up the program, so strobe dard on our entire fleet. li ghts were incorporated The strobe lights created some interest­ into each generation of ing thoughts among our passengers. One modern aircraft. The usage evening, early in winter, we were cruising of strobes has spread to sur­ northward across Wisconsin in that first face operations, too. strobe equipped DC-3. Snow showers Strobes can now be seen on were present and while were were flying police vehic les, ambu­ through one, the cockpit door opened. The lances, sc hool buses, stewardess came in and said that a passen­ barricades and in many ger wanted to know if we were flying other places. Instead ofonly through "static." having the bright white Static? "lightning flash," color fil­ A North Central DC-3 on the ramp at land O'lakes, WI. Flying Remember we were still in the early ters have been added for the summer schedule, it waits for its passengers and crew. Our thanks to Patti Barry, VP of Barry Aviation for supplying days of television, long before cable TV some of these purposes. us with this photo. A DC-3 just like this was used for the tests and a channel on every spot on the dial. When Douglas pro­ by North Central of strobe lights on aircraft. "Static" was seen every time you rotated duced the DC-1 0, they the channel dial on your big RCA televi­ installed strobes that were the Mallard duck was chosen as Wiscon­ sion, and sometimes there even "snow" or operated in a particular sequence. A you sin Central's symbol, North Central "static" when you had station tuned in! watched one cruise across the sky, the became the airline with the "Blue Duck" We could only smi le, for we knew just strobes winked flash - flash - pause on the tail. The duck, who we called "Her­ what the passenger was seeing. Every time - flash . This made it very easy to iden­ man," was usually mis-referred to by the wingtip strobes would flash, it froze the tify a plane as a DC-I O. Now one seldom public as a blue goose, so most everyone movement of the snow flakes for a split sees a DC-IO domestically, but some of else called us the "Blue goose Airline." second, and all the passenger could see out the other aircraft have adopted that par­ Herman the blue duck even survived his window was a world filled with bril­ ticular pattern. after North Central bought out Southern liant dashes! Flashing strobes can be seen all over Airways and Hughes AirWest, forming While planning to use the strobes, the sky when you step outside at night. the newly merged Republic Airlines. North Central was starting a program to They are tributes to a forward thinking pi­ However, sometime later, during the rep lace the DC-3s with Convairs. Since lot who was a camera buff, and to an change to a new paint scheme for the the DC-3s were to be disposed of, the airline that was willing to take a chance. Boeing 757, the duck was dropped from strobes were engineered for only the soon­ If you happen to see an old Convair the tail and dispatched to the land of lost to-be-acquired Convairs. 580 parked at an airport. Look closely, be­ logos. Now that Republic has merged cause if it has wingtip strobes, it probably into Northwest, Herman, North Central's belonged to North Central. blue duck, is unfortunately, more ofa dead duck. mSTORICAL NOTES So now , neither Wisconsin Central, -Bill Adk ins went on to complete a ca­ North Central, Republic nor the Blue reer as a Captain for Northwest, retiring at Duck exists. But, there are those of us who age 60. Not happy with retirement, he sl id wi ll always remember when there was a back to the engi neer position for twelve strong and forward thinking little airline more years. Now, in his seventies, he con­ named North Central and a blue duck Within a short while, we had nearly ducts demo nstratio n fl ights in the big named Herman who win ged hi s way forty Convairs, each with a set of strobes simulators that are normall y used to train across the night sky sporting the very first on the wing tips. The units consisted of the airline's pilots. aircraft strobe lights. three lights, one flashing forward at 180 -Fifty one years ago, in February 1948, Thanks, North Central. cycles per minute, one flashing to the side an airline called Wisconsin Central came Thanks, Helman. at 80 cycles, and a third pointed to the rear into being. Th ey cho se a blue mall ard flashing at 40 cycles . Each li ght was duck with a circle around it as their logo. shielded so that the flashes did not enter The mall ard was known for its hi ghl y Here's a trivia question I'll the cockpit. In the late 1960s, North Cen­ adaptable pattern of short, efficient fli ghts, bet many or you can answer: tral converted the strobe equipped as well as for its strength and endurance in Convairs to use Allison turboprop engi nes long fli ghts. The circle symbolized the sun and they were designated the CV-580. by day and the moon my night. Who invented the For quite some time, there was no doubt Later, to better the refl ect the airlines strobe light? whose plane it was winging its way across expanding area of operation, the name was th e night sky. If it had strobes, it was changed to North Central Airlines. Since The answer is publishedon page 28.

VINTAGE AIRPLANE 9 Our Mystery Airplane for February is fairly well known, but surpris­ ingly we've never fea­ tured it in the column. Have at it, and be sure to have your answer in to the Vintage Airplane office no later than February .Mjrst~ PIJlil1J~ March 25, 1999.

Not surprisin gly, the November Mystery Plane remains just that, a one-of-a-kind li ghtplane that is lost in the dusty fi le drawers of aviation hi story. No one dared send in a re­ sponse. There's a rotary engine installed, and you can just see what appears to be an engine control in the cabin as you look through the pyralin windows. There is a passing resemblance to by H.G. Frautschy the smaller Alco Sportplane fea­ tured in the 1930 Flying and Glider manual, but only with extensive changes could it even be re­ lated to the Alco. Like many November Mystery Plane of its pre-CAA contempo­ raries, it's most like ly a Still ~ Mystery... homebuilt project built up with war surplus parts, and was not destined for production. Here's a note related to the September Mystery Plane pic­ ture, from Don Toppen: " ... Th e thing that really caught my attention [in the photo} was the Gee Bee model Y. In 1933, 1 worked atthe Air Race as a "gopher, " along with about five other Eagle Scouts in the press box. 1 watched Florence Klingensmith buy th e farm flying the modified "Y. " She came around the home py lon and lost what appeared to be the major portion of the

10 FEBRUARY 1999 fabric from the top ofthe right wing. th e airstrips, he set up the W/X sta­ Race Program my employee badge, She straightened it out and flew level tions, and kept them going until the and red identification card for the on an ESE direction toward Glen­ war ended. Race to the EAA Boeing Library. I view. She got it across Lake Avenue, On these visits, we would watch know D ennis Parks has it stashed the E- W road south ofthe airport and "Gray Goose Airline" Fords come away not 50 feet from your desk. across the Milwaukee Railroad and go. That's when I decided I was There are many more stories lurk­ tracks. At that point she lost it; it going to darn well be an airline pilot! ing in the back ofthe old noggin, and went from level flight to a straight While working at the Air Race I met it is fun reminiscing with others from nose-dive into the ground. such pilots as Major Ernst Udet. I the same era, but as for a stand alone This Air Race was in conjunction took his picture for one ofthe writers. article, there is not much ofgeneral with the Chicago World's Fair of His specialty was a handkerchief interest. 1933, held at Curtiss Reynolds Field. pickup with the wingtip ofhis plane. Enjoy your magazine, H. G.! During WW II, it became NAS Glen­ Another was Roscoe Turner. A t a Sincerely, view. I went by there before later date after Gene Tritt and I Don Toppen AirVenture '98, and they are pulling founded the United Pilot's Speakers (EAA 109869, VAA 7836) out all the runways, now that the air­ Panel, I worked a convention with Sun City West, AZ port is closed. Roscoe down in French Lick, Indiana. This airport holds fond memories Well, there were many more. I'll for me, as it was here I had my first never forget the squadrons airplane ride. It was in a Ford Tri­ ofP-6s and P-12s the Army I Motor, the fee being a penny a pound! Air Force had on site. The Gee Bee ..J ' Whenever we could, my friend Bill fellows flew them around Crawford and I would play hooky the pylons too. In those and ride our bikes to Curtiss days, everything was a race Reynolds. Bill became a meteorolo­ horse start. Impressive! gist, they taught him to fly, and he A number ofyears ago, para-dropped equipment along the as we movedfrom Illinois "Hump" route. The engineers built to Wisconsin I gave the

Keystone K-78 Patrician

VINTAGE MAGAZINE 11 ON THE COVER

Luscombe'sT -8 F Plenty of Class to Watch the World CoDy

f you were a salesman who repre­ Briscoe. He indicated he was ready for a special airplane restoration project, one that was "differ­ sented a company that made ent." He' d owned a variety of airplanes in the aluminum and plastic polishes, past, including Cessnas, Stearmans, Citabrias I and a Bellanca Viking, but he wanted some­ then you'd want to know Brice Newberry thing special. Brice knew what Randy needed - a Luscombe! (EAA 587092, V AA 29373) of Kingfisher, OK. Randy and his wife Jamie started to research Brice and his wife Vicki "have a thing" for the Luscombes, after he and Brice decided to look Luscombe line of airplanes, and in particular, he for a T-8F. Compiling a list of all the owners, let­ really loves the T-8, Luscombe's utility airplane ters were sent out inquiring if anyone was that came about during Luscombe' s bid to pro­ interested in selling their airplanes. Some never cure a military contract. came back, and many came with notes that effec­ The T -8F features plenty of plexiglass to keep tively said "we'll never sell!" clean (33 sq. ft. i), and quite a few square feet of Fortunately, there were a few who said they'd aluminum sheet to keep polished. Maybe that's be interested in selling. In March of 1997, Randy why one of his T-8F's is bare metal with red located N2202B in Death Va lley, CA. Brice flew trim, and the other flying T -8F in his stable is commercially to Reno, NV and was met by the painted in a military green! T-8F's owner, John Mulvey. With an annual Brice's work with the T-8F series began with good until the following October, Brice flew it a mention by one of his best buddies, Randy home to Oklahoma, where he and Randy enjoyed

By H.G. Frautschy

12 FEBRUARY 1999

the T-SF: "Maneuverability in the air is quite satisfactory, and somewhat startling if you happen to look around through the various windows. A steep turn, for in­ stance, looks a lot more dramatic in the airplane; you can look back and see the world cocked at an angle, and nearly all ofthe Observer's tail unit is visible. And even in level flight it's somewhat startling to look down ; the whole ofboth sides ofthe airplane are window, enabling pilot and passenger to see clear under the plane. " (From Flying, September, 1945.) For ventilation, the upper door win­ dows open, as do the aft side windows. ~he unusual lines of the Luscombe T-SF came about when Luscombe was vying for a military liaison plane contract. They didn't win, but the airplane was certified by the CAA and has With all that overhead clear plexi­ developed quite a following for the 30 remaining out of lOS built. glasss, on a warm summer day you might need all the windows open, and it for the summer. When annual inspec­ difference in the specification that re­ don't forget the sunscreen and a hat! tion time came up, they decided to install quired Luscombe's engineers to spend The first of the military Luscombes an electrical system in the airplane. some drafting table time. The Air Force was the T -8E, which was powered, per Well, one thing led to another, and you wanted an airplane with tandem seating, the Air Force spec., by the Continental all know what that can lead to .. . and Luscombe didn't make any airplanes C-S5 engine. After tests at Fort Bragg, The Luscombe T -SF started out with that seating arrangement. In order SC, during which the Luscombe, Tay­ purely as the speculative answer to an to make that work, when they moved the lorcraft and Aeronca airplanes were Air Force question. Looking for a new passenger aft, they got an added bonus. tested and found satisfactory, the con­ light liaison airplane for the Army to use The plastic bubble added to the top half tract was awarded based on the bid in the post-war era, the Air Force (who of the aft cockpit gave the observer in price. Aeronca won with a bid of was doing the evaluation for the Army) the back spectacular views. Now, it did $1,649 per airplane for the 439 7BCs it made it clear they wanted an off-the­ nothing for the airplane's lines, and in was to deliver. shelf airplane that would meet their fact the revised fuselage shape required After being shipped home to Dallas, specifications. In order to keep the cost the addition of a dorsal fin to the verti­ Luscombe continued work to have the to the military down, the airplanes had to cal tail to give some added stability. But T -SE certificated. It was hoped the mil­ be CAA Type Certificated. For Lus­ the added side windows in the doors itary would be interested in the airplane combe, the basic 8F airframe contributed and to the left and right of the aft seat during a later 'off-the-shelf' buy. As about 90 percent of the the parts for the gave the T -SF superb visibility. The late new model, but there was one important Max Karant wrote about the view out

The T-SF cockpit differs from its cousin, the SF. The throttle is located on the left side of the cockpit, at the forward edge of the door, and the stick is now in the center of the floor. The aft passenger does have a set of rudder pedals and a stick. The red handle on the upper left The aft seat can be a great place to get a of the photo is the flap handle. tan - don't forget the sunscreen and a hat! 14 FEBRUARY 1999 the program progressed, it was decided to equip the airplane with the C-90 Continental, a decision made easier with the concurrent certification of the Luscombe 8F. In fact, the T-8F and 8F were certified on the same day by the CAA, and T-8Fs were soon being de­ livered to customers. The first model available, the Observer, was issued with two levels ofequipment. The Spe­ cial and Deluxe. The Special lacked the electrical system, landing lights and starter the Deluxe was given. Plans were also being made to put the T-8F in another market - crop dusting. The T-8F duster was dubbed the Crop Master. Installed in the wings were a pair of 30 gallon spray tanks, and mounted on the struts and fuselage Brice Newberry and his friend, Randy Brisco have to squint just a bit because of their polish was a spray rig built by the Indepen­ job on the T-SF. dent Cropdusters company of Campell, CA. By midwinter of 1948-49, the de­ the second batch of airplanes, com­ We decided to remove the wings to do sign was ready, and approved in the pleted April 30, 1949. In May, C.L. the inspection for inner granular cor­ Standard and Restricted categories by Butler and Sons of Pine Bluff, WY rosion and we ' djust take the spray the CAA in February. Also included in bought the Crop Master for use on their tanks out then. We were very pleased the Crop Master T-8F was the new ranch, and continued to own and fly it at the condition the wings were in and Luscombe wing flap design which had until 1991 when it was sold to Mr. decided to incorporate the wing tanks just been given production approval by Mulvey. Their only changes to the air­ and the spray tanks to give us a bit theCAA. plane were the installation of a more fuel range . We thought now 1949 was not going to be a great Lycoming 0-320 of 150 hp, and the would be the time to install landing year for the Luscombe company, and mounting of a pair of 850x6 tires to lights and why not just go ahead and the production life of the T -8F sprayer handle their ranch strip. install strobes too. We installed the was short lived - from March until June When October arrived and the an­ starter, prop extension, alternator and of that year. Only 35 of the Crop Mas­ nual was due, the work was begun. to maintain the original Luscombe ter sprayers were built and delivered Vicki Newberry describes the next part cowling look we lengthened the rear before Luscombe Aircraft Co. was ofNC2202B's history: of the cowl (upper and lower) approx­ forced into bankruptcy. "We ordered the parts we needed to imately six inches. The T -8F about to be annualed by install the electrical system and this is "Brice fabricated the new cowling Brice and Randy was originally built in where things sort of got carried away. doors to allow clearance for the spark plugs and valve covers, this is the only skin that is not originalfrom the fac­ 33 square feet of plexiglass surround the pilot and observer in the T-SF . Both the upper side tory. He also installed a new prop windows on the doors and the windows just below the aft bubble can be opened in flight. spinner, he fabricated the battery box, baggage compartment and installed them. Th e tail was removed and the horizontal stabilizer fitting was re­ placed with part #1000, furnished by the DLHF, new ball bearing pulleys and new cables were installed. The paint was stripped. Control sticks, rudder pedals and door latches and throttle quadrant were sent offand chromed. The instrument panel was removed, cleaned and repainted two tone silver/red with a tiny black pin­ stripe and has wood grain accents. New instruments were installed but he maintained the original panel look. The exterior was painted with Air Tech's Firestorm Red and pinstriped with 1/16" black pinstripe, thefactory installed original skins were polished

VINTAGE AIRPLANE 15 space anything we needed.) " Like the potato chip commercial where "nobody can eat just one," the Newberrys now have five T-8F's located at their private airstrip, White Airport. Two are currently flying (NC2123B and 2202B) and the others are undergoing restoration, one of them (N 1589B) by Willy Luber, manager of the Kingfisher airport. N220 I B is being restored for Randy Briscoe, Brice's friend and King­ fisher businessman. The engine will be a Lycoming 0290-02 (135 hp), a full compliment ofVFR instruments and a red and silver color scheme. Randy and Brice's eyes just sparkled when they were talking about the new restoration, and you could tell it will be something special. We look forward to seeing it. The other project is N 1583B. All of the airplanes have the horizontal tail fitting replaced with the new PMA'd fitting Here's the entire brood, all five of the T-8F's now at Brice's airstrip, White airport. manufactured by the Don Luscombe Each will have the latest mods available for the Luscombe, including the DLAHF Aviation History Foundation (DLAHF). PMA'd horizontal tail fitting, and the BAS tail pull handle mounted on the aft fuse­ They also have the BAS tail pull handle lage. The second aircraft on the right, in the dark green color scheme, was restored in recent years by the Don Luscombe Aviation History Foundation, long after it had installed, used to move the airplane been damaged back in 1961. around on the ground, instead of pushing and pulling on the tail surfaces. Brice is plenty busy in his life as a until they looked like new. the Classic Division Award at the EAA cropduster, and he also enjoys ropin' "The interior was painted with Air Fly-in in Eldorado, Kansas. (By the and making horse saddles, but Vicki Tech 's Nevada Silver and we decided to way, th ey are a great group ofpeople, says the top of his recreation list has the try to design some type ofinterior, we th ey helped us get a motel room and heading "Luscombe." With the way chose salt and p epper, red and black were friendly and extra eager to help N2202B looks, what will he and Randy carpet and th e side panel are red with transportation, finding hangar have for us to see in the future? ~ tuck/roll inserts with silver. New glass was installed. This particular example is powered by a Lycoming 0-320 of 150 hp. The "high country" stance of this T-8 F is We received a one time field emphasized by the 850x6 tires. approval from th e FAA. "This "annual" took in excess of 1300 hours of Brice's time, he worked in excess of12 hour days and many seven days a week. Willy Luber ofOkarche, Oklahoma sp ent many long hours working side by side Brice. Very few visitors at th e hangar es­ caped without holding a screwdriver or wrench. For quite some time I was convinced this wasn't a proj ect it was turning out to be a career! " We were honored to have received the Classic Division Award and the Grand Champion Award at th e Antique Airplane Fly-in at Pauls Valley, Ok­ lah oma, and we received

16 JANUARY 1999 Buck Hilbert's 1938 Fleet Model lOF on Pontoons

nusual airplanes de­ Model 2, the Model 7, the Model 8, export numbers run from 263 to 411, mand unusual people. and the Model 9, which were pow­ all exported as military aircraft. E. E. " Buck" Hilbert ered with Kinner engines of 100 to The F leet served in the (EAA 21, AI C 5) of 125 hp. By the time the mid thirties Nicaraguan military from 1939 until Union, IL, is one of came along, Fleet Aircraft was busy 1955, when it was surplused to the Uthose people - and his Fleet Model selling airplanes to foreign coun­ civilian market and eventually was 10F is one of those airplanes! Not tries, especially those in Central and collected as a "basket case" by only is it a " rare" model, but most South America. Danny Martinez (EAA 72116) of unusual is the fact that it was never Buck's Fleet Model 10F was built San Antonio, TX. Danny is a long­ certificated in the United States prior in June of 1938 and in June, 1939, it time EAAer and has an avid interest to Buck's ownership. Therein lies a was shipped from Canada to in antique airplanes, including Fleet problem that was tough to sunnount, Nicaragua as a "fighter" complete biplanes. He labored away on the as we shall see. with aux. fuel tanks, bomb racks and Fleet Modell 0 for nearly 16 years, The original Fleet Model I was a .30 caliber machine gun that fired doing a tremendous amount of work designed and sold in 1929 with a through the propeller. The serial on the airframe and overhauling the Warner 110 engine and many early number on the airplane is 263, which original Warner 145 engine. When pilots received their initial training many experts suspect was the proto­ the time came to install the ailerons in them. This model begat the type Model 10 to be exported, as the on the wings, the eight-foot-Iong By Norm Petersen hinge pins would not go in! It was maddening, to say the least. Enter one Buck Hilbert. The time was 1989 and Danny was at his wits end. Buck figured there must be a way to mount the ailerons, so he bought the Fleet and hauled it to his home in Illi­ nois. The fun began. With no previous certification, the entire Fleet biplane had to be closely inspected for conformity to Standard Certification. Using hard-to-get draw­ ings, it was possible for the FAA inspectors to put their stamp of ap­ proval on everything up to the fuewall. However, there was no record of a Fleet Modell 0 ever using a Warner Early in the morning, Buck Hilbert (closest to the camera) readies the Fleet for the EAA televi­ 145 engine and the inspectors were sion crew to take some video footage of the seaplane. Standing on the wing is Scott stopped cold. It would take another Guyette and walking by the tail is Robb McAllister, both of the EAA video crew. three years before Buck Hilbert was able to have a heart-to-heart talk with The old gray iron streamlined fly­ before his passing. Admiral Busey, the FAA Administra­ ing wires were replaced by a complete The airplane was flown on wheels tor at the time. Once the "word" came set of stainless wires from Nick d'A­ for about 16 hours when the engine be­ down, things started to move forward puzzo, who commented that the gan showing signs of ill health. Buck and the airplane was certified in the measurements were identical to a set and Charlie Smith overhauled the Standard Category as a "Hilbert Fleet of Fleet 16 wires. Sadly, this would Warner and found two pistons that ModeIIOF." be the last set of wires that Nick sold were bad and some of the valve train

18 FEBRUARY 1999 needed help before it once again ran well. By now the concept of a gen­ uine biplane on floats was starting to haunt Buck, so he began looking. The idea just wouldn't go away! One day in Trade-A-Plane, he spotted a set of Edo 1835 floats for sale, complete with Fleet rigging! The owner turned out to be Sandy Brown, the present newsletter editor of the International Fleet Club based in Marlborough, CT. Once the set of floats, built in May, 1930, were purchased, they were hauled to Brian Van Wagnen's place in Michigan. The Fleet was flown from Illinois to Michigan for the installation. Every part of the float installation fit very well and the only additions needed were a couple of sets of float wires to (Top) Buck Hilbert departs the seaplane base to make the Seaplane Fly-By at Wittman Field. complete the truss work between the His was one of nearly forty seaplanes that took part. floats and the airplane. (Middle) With this author in the front cockpit, Buck taxies the Fleet at idle speed as he lines A metal Hamilton/Standard ground up for the takeoff run. The Fleet is very stable in the water and the Edo 1835 floats do an excellent job. The 145 Warner accelerates with complete authority on the takeoff run and adjustable propeller was installed for climbs out with gusto. float work as wooden props are se­ (Below) Pictured from the rear quarter, we get a good look at the float installation with its verely eaten away by water spray. myriad of wires. The dual water rudders are in the "up" position, being raised by pulling a With a setting that allows the big 500 handle in the rear cockpit. You can plainly see the noticeable dihedral in the lower wings of cubic inch Warner to crank up to 2100 the Fleet, a trademark of the biplane.

VINTAGE AIRPLANE 19 RPM, the big metal propeller really front ofthe crowd. floats have been removed form the gets with the program on takeoff. The During the Convention, Buck esti­ Fleet and Buck has been busy doing a Fleet gets off the water very nicely and mates nearly 100 rides were given (this few updates and improvements. He re­ climbs out smartly. Normal cruise is author was one of the lucky ones) in cently installed a brand new exhaust 75 to 80 mph on floats, which is about some 25 hours of float flying. The system made of highly polished type 5 mph slower than wheels. sixty-year-old Fleet never missed a beat 321 stainless steel that is a remarkable The Fleet was flown to the Otsego and the folks were extremely happy piece of work. In addition, he is Lake Seaplane Fly-In in Michigan in with the performance. Even Sue presently busy building a set of new early June where it drew rave notices Sanders ofthe Seaplane Pilots Associa­ windshields for the pretty biplane. among the crowd. From there, it was tion (SPA) enjoyed her ride so much One thing about Buck Hilbert, he never flown up to Sault Ste. Marie, Ontario, that she wrote an article in the SPA quits, he just keeps making things bet­ Canada for the Canadian Bushplane magazine about her beautiful ride in ter. Special congratulations to Buck & Heritage gathering. Again, the pretty Buck Hilbert's Waco on floats. (Can't Dorothy Hilbert for making our sea­ blue and yellow Fleet was the hit of win 'em all.) plane fly-in so much more interesting. the show. Since the summer has passed, the "Yah done good!" ..... After resting in Canada for a few weeks, the Fleet was flown to Oshkosh A happy twosome, the author and Buck return to the Vette/Blust Seaplane Base after a dandy for the big seaplane fly-in where our ride in the Fleet on floats. Check out the thick airfoil (Clark Y) on the wings. photographers caught up with the unique floatplane. Believe me when I say the many thousands of Vettel Blust Seaplane Base visitors during AirVenture '98 re­ ally enjoyed watching the Fleet come and go as it chugged by with the Warner at idle, doing a slow taxi, or at full bore on a takeoff run across the outer bay. The exciting part was when Buck would cut the power for landing and the Fleet would come down like a proverbial stone - its glide ratio, with all the drag of a biplane and float rig­ ging, is hard to imagine - and the Fleet would slide onto the water right in 20 FEBRUARY 1999 o o e v e w

Whats in a name? Would it have held up to the test oftime if the headlines ofMay 22,1927 had read CHARLES MANSON LANDS IN PARIS? That was the family name until Ola Mannson arrived in Minnesota in 1859 with Charles A. Lindberghs father, then an infant.

Comments on A. Scott Berg's LINDBERGH

la, a former member of the Swedish parlia­ mother explained, a very dangerous affair. In the con­ ment, had become entangled in scandal. text of Berg's account this happened circa 1907, but He was accused of embezzlement and was there was no flying in the area until September 191 1 Osupporting a mistress on the side who bore when Tom Mc Goey performed under contract to the him a son, later to be Congressman C. A. Lindbergh, local farmers co-op in a homebuilt Curtiss type Sr. Mannson, or Manson as CAL, Jr. spelled it, had pusher. Lindbergh was then nine. been stripped of his civil rights and might well have In June 1912, while domiciled in Washington, landed in jail had he not fled Sweden. He made DC where the elder Lindbergh was serving a term changing the family name the first order of business in Congress, CAL had an opportunity to see the upon settling in the New World. The Lindberg sur­ Army's fledgling air fo rce in action at Fort Myer, name was rare in Sweden, but spelled with an "h" it Virginia. The outing had been arranged for by his was all but unknown. parents. CAL's recollection of the occasion was Scott Berg spent nine years writing "LIND­ highlighted by a race between one of the aviators BERGH," the latest biography of one ofthis century's and an automobil e. most controversial figures. It is also the only autho­ On the whole, Berg seems to have a good grasp rized biography. Berg had the blessing of the of the facts, though there are some errors- a few of Lindbergh family who unsealed all the archives, ap­ which may be typographical. He refers to Juan parently with no strings attached. This is a compelling Trippe as the founder of Eastern Airlines and pro­ volume for anyone who has a serious interest in the motes Maj. A. B. Lambert, a "Spirit of St. Louis" subject. Alas, Berg is not an airplane man and much backer and founder of Lambert-St. Louis Airport, of what one might wish for is either ignored or to General. He also refers to Marvin Northrup, glossed over. proprietor of a Minneapolis aeronautical supply Berg traces Lindbergh's early impressions of avia­ house, as a manufacturer, perhaps confusing him tion back to the day in Little Fa lls, Minnesota, while with Jack Northrop. Berg also describes the tri­ playing alone upstairs, he heard the spluttering of an motored Ju 52 as the standard bombardment plane engine overhead. It was an exhibition biplane, his in Hitler's new Luftwaffe.

By John Underwood, EAA 1989

VINTAGE AIRPLANE 21 Charles Lindbergh seldom posed for testimonials. This was an exception.

All of this does not really weigh too WING" is also highly recommended. ready been labeled a Nazi by such syn­ heavily against Berg's prose and pur­ Members of the Jewish faith have dicated smut-peddlers as Walter pose- namely, to reveal the Lindbergh long held that Lindbergh was an anti­ Winchell. the American public has long sought to Semite. Berg, who is Jewish himself, It's interesting to note that the Amer­ understand. He has undoubtedly come explores the reasons for this and con­ ican Air Attache in Berlin wanted as close to the definitive treatment as cludes that he was not. Lindbergh, in Lindbergh to meet with Hitler. That anyone ever will, which includes the his America First speeches, struck out meeting never came about, although he Lindberghs themselves. CAL's grand­ at Jewish influence which he per­ did meet twice with Goering and once children will probably find this book as ceived to be among the elements with Rudolf Hess, Hitler's deputy. absorbing as this reviewer, all 600-odd committed to engaging the U. S. in a Hess, an enthusiastic airman since 1918, pages of it, for the "Lone Eagle" was war with Germany. Such a war he be­ was a great admirer of Lindbergh. He, as much a mystery to his own children lieved would result in the destruction too, had dreamed of undertaking a long­ as he was to a public that both idolized ofwestem civilization. distance flight. As it transpired, Hess and reviled him. The fact is that Lindbergh was a pa­ did complete a long and perilous flight The Lindbergh baby's kidnapping is, triotic American and would-be when he surreptitiously piloted a ofcourse, recounted in detail. The facts peacemaker, albeit somewhat naive in Messerschmitt 110 to Scotland in May are both moving and appalling. One his conceptions. Although he felt com­ of 1941, hoping to make peace with can readily understand CAL's loathing pelled to leave the U. S. for a period of England. for the press. The trial itself was a me­ time for his family' s sake, he never at The Lindbergh's were fascinated by dia circus, but no more so than the O. J. any point considered for a moment giv­ what was happening in Germany, as affair of more recent memory. Haupt­ ing up his citizenship. Indeed, he was everyone else at the time, and they mann had to be guilty, although not became a key element in keeping the nearly spent the winter of 1938 in necessarily of murder. Anyone who War Department abreast of what was Berlin. This was in part at the behest of subscribes to the crackpot theories that happening in European aviation. More­ Ambassador Wilson and the Air At­ have been advanced in the interim over, he was eager to serve. Berg points tache, Truman Smith, who hoped it should read and weep over what hap­ out that CAL applied for reappointment would avail CAL of further opportuni­ pened to the Lindberghs. Reeve as an Air Corps reserve officer while in ties to study German aviation. Indeed, Lindbergh's insightful " UNDER A self-imposed exile. By then he had al­ Lindbergh got to see things that no for­

22 FEBRUARY 1999 eigner had seen, such as the Ju 88. He also got to fly a number of new aircraft, such as the Me 109 and Fieseler Storch. Berg, in recounting Lind­ bergh's association with Messerschmitt, declares that the latter never recovered emotionally or financially from WW- TI. This implies a degree of impoverishment which is misleading, to say the least. Messerschmitt was not long in getting back to manufacturing aircraft, first in Spain and later in Ger­ many. Messerschmitt & Co. helped build the F -104 for the new Luftwaffe and the designer lived to provide Air­ bus recommendations. Berg only devotes a few pages to CAL's test-flying, which is worth a book in it- Tom Mc Goey in his homemade Curtiss type pusher. He over flew the Lindbergh home in Little Falls in self. With Chance Vought, 1911, finished the season and quit the flying game. for example, he had much to do with service testing the F4U Corsair. He made several demon­ Corsair, which had the new bubble Lindbergh, at the relatively old age stration tours as well, familiarizing the canopy instead of the "jailhouse" hatch. of 42, would be called upon to demon­ Navy and Marines with new develop­ Lindbergh was glad to oblige. The 22- strate his skills as a fighter pilot, albeit ments. Berg makes no mention of a year-old lieutenant was John Glenn, an unofficially and unavoidably. He was shavetaillieutenant at El Centro who icon in the making. They were both detailed as a civilian to the South Pa­ brashly asked CAL if he could try his destined for combat in the Pacific. cific as a tech rep and observer, first

CAL and AML on arrival at Prague, 2 September 1938. The worried look no doubt reflects their feelings toward the mob approaching. A moment later he gunned the engine and taxied to the far side while police contained the crowd.

VINTAGE AIRPLANE 23 with USMA Corsair units, later with who rolled over and dived into the sea. pearances disconcerting. CAL, with his the AAF in P-38s. His mission was to Berg claims Lindbergh prayed for the many eccentricities, was a strict disci­ observe from the periphery, mostly, pilot's soul for many years thereafter. plinarian and his frequent absences avoidi ng actual combat with enemy President Roosevelt, who never for­ were both painful on the one hand and aircraft, which by them were seldom gave CAL for challenging the wisdom of welcome respites on the other. seen. Altogether he flew 50 missions, his sending the Army out to fly the mail Reeve Lindbergh, who inherited her logging nearly 200 hours time in four and for his antiwar activism in 1941, parents' artistic talent, reveals in "UN­ and a half months. barred him from military service. The DER A WING" what it was like to be Berg gets carried away in implying ban was enforced even after FDR's offspring of the "Lone Eagle." With that CAL was prepared to meet his death. Berg credits Gen. Bob ("GOD IS the exception of Jon who earned his maker and "commended hi s sou l to MY COPILOT") Scott with Lindbergh's Private Pilot's License before taking up God" when a Zero jumped him on 1 reinstement as an Air Force officer. a career as a deep-sea diver, none of August 1944. That quotation could Scott, then a colonel running the Air them really took to flying. That was hardly have been Lindbergh's. It was a Force's Office of Information Services, fine with Lindbergh who never lost his momentary encounter and stressful to told his boss, Harold Talbott, that mak­ love of the art. For him all that mat­ be sure, but the Zero broke off the at­ ing CAL a general would be a shrewd tered was doing something challenging tack before the pilot could bring move. President Eisenhower apparently and worthwhile, and doing it well. effective fire to bear on CAL's P-38. concurred. Lindbergh was placed on the - 101m Underwood. Only once did CAL himself fire on active reserve list as a brigadier general Editor's Note: I can't help but add my an enemy aircraft. That engagement in April 1954. two cents worth to John's comments. lasted but a few seconds and involved a Lindbergh felt that the U. S. was on First off, ifyou're contemplating reading single, head-on pass between his P-38 a collision course with the Soviet this book, you should know that it is not and a Mitsubishi Ki-51 attack aircraft Union, says Berg. He got involved an "aviation book" in the sense that code named "Sonia." The Japanese pi­ with bolstering the defense posture, many ofus might have expected. Berg is lot, outgunned and outnumbered, had most notably as a SAC advisor, and be­ not an aviator, and it shows in his writ-

The fact is that Lindbergh was a patriotic American and would-be peacemaker, albeit somewhat narve in his conceptions. Although he felt compelled to leave the U. S. for a period oftime for his family's sake, he never at any point considered for a moment giving up his citizenship. Indeed, he became a key element in keeping the War De­ partment abreast ofwhat was happening in European aviation.

"made monkeys" out of the attacking gan flying the latest jets. He also ing. That's not necessarily a negative, Americans, but he was smoking from a designed and built his own bomb shel­ since his perspective on Lindbergh is not hit and survival depended on shaking ter and directed his family to head for tainted by the myths that have built off several P-38s. In a bid to escape, he the Maine woods in the event of a nu­ around the Lindbergh story among avia­ banked sharply in CAL's direction and clear attack. tion history buffs. But it does mean that held a collision course. It was widely supposed that the Lind­ aviation is not the main focus ofthis The Japanese were now facing an op­ berghs were well matched in their book. It is a biography ofLindbergh the ponent on more equal terms. They were marriage. Not so, according to Berg. Anne man, not just his aviator persona. It paints closing at something like 600 mph, one­ Morrow Lindbergh, who loved her hus­ a somewhat dark portrait about a man on-one, firing at targets that grew larger band deeply, found her domestic situation who was at times unwielding in his opin­ with each passing second. There was still intolerable by the late 1950s. CAL had be­ ions, sometimes at the expense ofhis a chance the Japanese might score a vic­ come a compulsive wanderer of the world. personal relationships. But that's only tory and, indeed, elude the P-38s, by then At home one day, gone the next to who­ onefacet ofwhat was and still continues short of ammunition and low on fuel. He knows-where. Oft times it was on to be one ofthe great enigmatic personal­ was over his home base and there was gratuitous Air Force business, such as help­ ities ofthe 20th century. There's far more heavy ground fire from anti-aircraft in­ ing select a site for the Air Force academy. to his personality make up than that, and stallations. In later years these sojoums had more to do Berg 's nine years ofwork detail it well. Lindbergh could easily have joined with ecological considerations. Lindbergh, You may not like everything you read the ranks ofKIAs, but his gunnery ex­ the humanitarian, was constantly on a cru­ about Lindbergh, but for that you can 't pertise and instinct for survival sade of one sort or another. For Anne fault the messenger. For most ofus, there prevailed. The Japanese, perhaps Morrow Lindbergh these protracted ab­ still remains to be written the definitive wounded, undershot his target and Lind­ sences proved devastating. aeronautical history ofCharles lind­ bergh cleared the "Sonia," avoiding a The five surviving Lindbergh chil­ bergh, including a review ofhis logbooks. collision by a scant ten feet or less. It dren, too, found their father's We have more to look forward to!­ was all over for the Emperor's airman jack-in-the-box appearances and disap­ H.G. Frautschy...... 24 FEBRUARY 1999 PASS IT TO BUCK by E.E. "Buck" Hilbert EAA #21 VAA #5 P.O. Box 424, Union, IL 60180

Odds and ends and a new way to hone cylinders ...

CHAPTER NEWSLETTERS started. We've all read or seen or Builder's tips often turn up infor­ even experienced spinner cracks, and mation that is applicable to all of our Gary Hunter (llpushy sometimes even shed one in flight." airplanes, not just homebuilders. The Gary says "truing" the spinner is a Technical Counselor staff, in my Galore" engineer) is simple and easy thing to do. Balanc­ book, comes off as one of the best ing isn' t the issue; that comes later. sources for practical maintenance. possibly one ofthe "Basically, you start by making Their exposure to a myriad ofprob­ sure your bulkheads are true. They lems and their solutions provides best efficiency experts are the basis you hang the spinner on experience that benefits all of us. and they'd better be true to start with. Every chapter newsletter I'm privi­ That assured you get on with it. leged to receive contains useful I have ever met...he "You're going to be rotating the information. Chapters maintain li­ prop whi le you're doing this, so pull braries, tool inventories, listings for comes up with the spark plugs to make rotation easier. part sources, and, best of all, cama­ "Position the airplane so it can't in­ raderie. Where else can you talk solutions to common advertently move and position a stable airplanes but with the guys and girls reference just under the tip of the who want the same things you do? problems...he typifies spinner (a stepladder, chair, tool box, The "Been there, done that" passed on anything that will remain stable). to your buddy gives both of you a "Rotate the prop and watch the spin­ boost. You get to expound a little, he the airplane ner tip. It will be obvious which way gets the benefit of your experience, it's out of whack. Simply loosen the and in the long run we all gain. mechanic ofold. screws around the spinner bulkheads Gary Hunter, "Pushy Galore's" en­ and adjust accordingly. Elongate any gineer, is possibly one of the best holes that require it. Keep working efficiency experts I have ever met. view as well. until you get it nice and true. Once you Sure, he's a homebuilder, but he comes But I ' m getting away from why I have established that it is true, retighten up with solutions to common problems started to write this. Gary had con­ all the screws the way you normally that are simple and practical, almost as tributed a short blurb to the January do." a matter of course. I call him an "engi­ Quad Cities Chapter 75 Newsletter. "Now comes the simple part." (If neer" and that's what he is. He typifies His subject was spinner wobble and its you had only thought ofthis back when the airplane mechanic of"old." Able to easy cure. our Ryan STA was ALWAYS cracking fix anything. He can be a jeweler, he "All of us have seen a beautiful air­ and shedding spinners!) "Using a small can be a blacksmith; I'll bet he could plane and at one time or another diameter drill (I/16th), drill three align­ even shoe horses! He flies his VariEze, watched in awe as the spinner wobbled ment holes around the periphery of the too, so he appreciates the pilot point of all over the place when the engine spinner into the rear bulkhead. One VINTAGE AIRPLANE 25 alignment hole will suffice in the front an engine does when the rings are day, and I feel that it makes very little bulkhead. Now, whenever you rein­ properly sealed. He got out and difference as long as I'm in the left stall the spinner, insert pins into these turned the prop by hand; it was drag­ seat; that is, until I got into Skeeter's alignment holes before tightening the ging. Upon removing the spark plugs, Thomas Morse "Scout" with the LeR­ screws. Your spinner will be auto­ he found evidence of glass beads on hone rotary; then I don ' t care who matically'trued'." the insides of them . Some of the you are or where you sit, you're still Gary's last comment, " Whenever g lass beads had gotten into th e "air one hand short! you remove the prop/spinner, mark maze" filter and had been sucked into Anyway, we were all "Johnny eve rything so it a ll goes back to­ the engine. come lately" when we first started, gether in the same relationship to So it is now due for a major over­ and all I can say is never tum down an each other." haul. I told him to look at the bright opportunity to fl y something differ­ See what T mean about this guy? side. New rings can be fitted without ent. Try it, you'll like it! I remember He's kept Bruce Bohannon and having to deglaze the cylinders. The getting to fly an 1124 " Westwind" "Pushy Galore" in the record books inventor of this system does not wish from Burbank, California to Santa for years. Next time you visit the Air to be given credit for it. Barbara for lunch. J was half finished Adventure Museum up in Oshkosh, Best regards, and have a happy with m y sandwich before I finally take a look at "Pushy" and give credit holiday. caught up with the airplane! So much where credit is due. Your anonymous friend. for that. Over to you. Ouch! Gene Soper Dear Buck, Over To You, whoever you are, EAA 27385, AC 360 Here is a story that your readers Thanks for the note, Gene! How might find interesting. However, I will ff :B«ck. " about the rest ofyou? not mention any names for obvious Hey, Dorothy and I will be travel­ reasons, and I would like as well to re­ ing all over the southwest this month, ma in anonymous, as if my name Dear Buck, so if you don't get a reply back from a appears, anybody who knows me could In the December VTNTAGE AIR­ phone message or note, you'll know identify the operator involved. PLANE there was a comment on R we're still out having fun! Talk to you stick, L throttle, vs. L stick, R throttle when we get back! INVENTOR DEVELOPS NEW and you suggested input. Here is my Over to you, WAY TO HONE CYLINDERS two quarts worth. (without removing them from the engine). Having flown since 1946, Want to keep your spinner running true? Read what Gary A friend of mine operates a fine and being a flying buddy of Hunter does! (Kent and Sandy Blankenburg's Spartan antique aeroplane with a Continental "Skeeter" Carlson since Executive.) W-670. He is very meticulous about 1965, I've been exposed to the maintenance, changes oil every quite a variety of flying ma­ 25 hours or less, and cleans the plugs chinery. In my first logbook, at that time. He spends most of his totaling some 220 hours, I spare time polishing and waxing, and had flown 46 different air­ touching up the finish when needed. planes and 23 different kinds. He never allows a fingerprint to re­ Over the years I have flown main on the big shiny HSGA prop Aeronca "Champ," "Chief," overnight. Now this is not a museum "Sedan," Piper J-3, J-4, J-5; piece or sho w plane; it is a work­ and most of the PAs; Ryan C­ horse, flying a lmost da il y on I, PT-22, Navion, Luscombe, sightseeing rides and photo work. Fairchild 24, PT-19, PT-23, The engine is approaching 1,000 PT-26 ; Taylorcraft BC-12, L­ hours since overhaul , and some of the 2; Cessna 120, 140, 170, A W, paint on the cylinder heads had plus all the ones with the train­ burned or worn off, so he decided to in g wheel up front. I even bead blast a few corroded spots and fl ew the test flights on a prime and paint them. When he fin­ Pietenpol "Aircamper" with ished he had the engine looking better two throttles, one on each side than new, with all black cylinders, no less ! I still own and fly my silver rocker box covers and exhaust Duncan "Sport" (2POLB) that elbows. And the stainless heat muff I bought from Bill and Lo­ was so shiny you cou ld look in it to raine Duncan in 1971 . I see if you needed a shave. owned and flew o ur 15AC But when he started it up, it didn't "Sedan," and (38 Dart "G," seem to be running quite right, so he al ternately for several years. shut it down and the prop stopped I've gotten out of a Stinson abruptly without bouncing back and "Tri -m otor" a nd into a forth between compression strokes as Fokker "Triplane" the same

26 FEBRUARY 1999 Wayne Milburn ...... Jacksonville Beach, FL George F. Johnson .. .. .Wolfeboro, NH ...... Toowoomba, QLD, Australia Joshua Knerr...... Sanford, FL Angelo A. Carnevale .... Hopewell, NJ

Patrick P. Cloudier ...... E. P. RosenthaI...... Miami, FL Bill K. Laskar ...... Albuquerque, NM ...... Pincourt, PQ, Canada C. Mitchell Smith ...... Lakeland, FL Jim Catalano ...... Cornwall , NY Grumier Willy ...... Chatillon, France Gary L. Johnson ...... Bainbridge, GA Joseph DiStefano ...... Fort Plain, NY Nowell W. Izard ...... John Stiles ...... Stockbridge, GA Hugh Weidinger...... Great Neck, NY ...... Masterton, New Zealand Keith Beem ...... Ipan, GU Benjamin Gleason ...... Vermilion, OH

Charles A. Birdsall...... Apo, AE Eugene Honigford...... Gail R. Bailey ...... Tulsa , OK

Klaus E. Marx ...... Juneau, AK ...... Machesney Park, IL Reymold Watt ...... West Lynn, OR Richard Binderim ...... Enterprise, AL Mike Linden ...... Rockford, IL Marc S. Ludtke ...... Franklin , PA Larry K. Tillery ...... Trussville, AL Barry L. Schroeder .. .. B1oomington, IN Alan L. Moyer ...... Perkasie, PA Gary Moseley ...... Chandler, AZ Harry Bartel ...... EI Dorado, KS Elford S. Wyatt ...... West Union, SC T. W. Aronson ...... Rosamond, CA Bobbie Bradford ...... Topeka, KS Derek Amos ...... Harker Heights, TX Raymond J. Barak ...... Jamie Smith ...... Shawnee, KS Charles M. Baynard ...... Dallas, TX ...... Huntington Beach, CA Nathan T. Rider ...... Groton, MA Thomas E. Eanes ...... Granbur y, TX

Keith Charles Carnahan ...... Alexander J. Van Wert...... Michael Halle ...... Humble, TX ...... Costa Mesa, CA ...... Marlboro, MA Robert Heath ...... Austin, TX

Tom Lambrick ...... Morgan Hill, CA Rod Teel ...... Silver Spring, MD W. W. Hill ...... Houston, TX Douglas L. Maxwell .. ..Riverside , CA James C. Walker ...... B altimore, MD Justin Layton ...... Houston, TX

Dr. R. Richmond .. San Francisco, CA David Stainton ...... Eldon W. Moore ...... Texas City, TX Anthony R. Rivera .. Nevada City, CA ...... Cranberr y Island, ME Nick Berg ...... Lehi, UT Charles Spurrell...... Alexander M. Allan, Sr...Au Gres, MI Richard Cole ...... Fairfax, VA ...... Palos Verdes Estates, CA Michael J. Damone ...... Peter Hays ...... Arlington, VA Howard Thompson .. ..Fort Bragg, CA ...... w. Bloomfield, MI Joseph Schoofs ...... Leesburg, VA Thomas R. Weeks ...... San Diego, CA Trent H. Steinbach ...... John A. Cahoon ...... Hudson, WI Raymie Raymie ...... Littleton , CO ...... International Falls, MN Dennis J. Dalka ...... Rhinelander, WI James T. Broady ...... Weirsdal e, FL Jack Dilliard ...... Washington, MO Keegan Ray ...... Janesville, WI

Allen E. Kaluzniak ...... Douglas D. Derscheid ...... O 'Neil, NE Gary B. Green ...... Beaver, WV

VINTAGE AIRPLANE 27 Region Family Fly-In. Safety Conference and Trade Show at the Holiday In n Confer­ ence Cente r. Sponsored by local EAA Chapters and the FAA Flight Standards Dis­ trict Office. Kit plane exhibitors and seminars. Contact: Jim Cooney. FAA FSDO, 1-800/457-991 7. wwwfaa.govlfsdolhln. J UL Y 28-AUGUST 3 - OSHKOSH, WI- 47th A llllllal EAA Air Veil til re Oshkosh ' 99. Wittl1l{lII Regional Airport. COlltact Johll J,MNEWMAN :.r­ Bllrtoll, EAA, RO.Box 3086, WI 54903-3086 or see the web site at: II'wlI'.airvelltllre.org SEPTEMBER 4 - STEAMBOAT SPRINGS, CO - EAA Chapter 649 Vintage Fly- In. Fly-In Calendar SEPTEMBER 10-12 -ATWATER, CALI­ FORNIA - Goldell West EAA Fly- In at The following list ofcoming events isfurnished to our readers as a mailer ofinformation only and Castle Airport. Contact: www.gwjly-in.olg. does not constitute approval, sponsorship, involvement, control or direction ofany event (fly-in, SEPTEMBER 11-12 - MA RION, OHIO­ seminars, fly market, etc.) listed. Please send the information to EAA , All: Golda Cox, Po. Box MERFI Mid-Eastern Regional Fly-In. Con­ 3086, Oshkosh, WI 54903-3086. Information should be receivedfour months prior to the event dat e. tact: Lou Lindeman. 9371849-9455. OCTOBER 7-IO - MESA,ARlZONA - Cop­ perstate EAA Regional Fly-In at Williams FEBRUARY 13-14 - MINNEAPOLIS, MN ­ MAY 7-9 - PlNEHURSTISOUTHERN Gateway Airport. Con tact: Bob Ha sson. Minnesota Sport Aviation Conference .. Min­ PINES, NC - Moore County Ai/port (SOP). 5201228-5480. or 5201298-3522. neapolis Convention Center. Info: Way ne EAA Chap ter 3 Spring Fly-ln. Trophies. OCTOBER 8- 10 - EVER GR EEN, A L­ Petersen. 1-8001657-3922 or web site at EAA fellowsh ip. Friday golf tournament. ABAMA - Southeast EAA Regional www.flightexpo.com Sat. banquetlguest speakel; Sunday poker Fly-In. Con tact: Harold "Bubba" Hamitel; FEBRUA RY 20 - HUN TSVILLE, AL - EAA run, YE. jlights. vintage aviationjilms, HQ: 3341765-9109 or 3341743-39 16. Holiday Inn, Southern Pines. 9101692-3212. Chapter 190 Fly-In Breakfast at Moontown OCTOBER 8-10 WILMINGTON, Airport. 2561852-9781. Info : 9101947-6896, - 1853 (Fax) or the web: WWW.southern-aviator. comlac3/ DELAWARE - East Coast Regional Fly­ FEBRUARY 24-25 - ROMEOVILLE, ILLI­ In. COli tact: Andy Alvarez, 3021738-8883. N OIS 25th annual Aviation MAY 16 - ROMEOVILLE, IL - Le wis Romeoville airport (LOT). EAA Chapter 15 OCTOBER 14-/7 -ABILENE, TEXAS ­ Ma intenance/Exhibit Seminar at Lewis Uni­ Southwest EAA Regional Fly-in at Abilene versity. Contact: Don Cramer, 217/785­ Fly- In breakfast. 7 a.m.-Noon. Contact: Frank Goebel, 8 151436-6153. Regional Airport. Contact: Stan Shannon 5798, or Mike Streit. 8151836-5431. 8301997-8802 FEBRUARY 25-27 - BUTTE, MT - Montana J UNE 26-27 - WALWORTH, WI- Bigfoot Field Aviation Conference. Ramada Copper King (WI05). Pan cake breakfast/brunch. Aero­ Inn . Workshops, seminars. nationally recog­ batic demo at 10 a.m. , Stearman rides and nized speakers. trade show. Info: MT displays of vintage aircraji. warbirds and Aeronautics Div.. Box 5178. lielna, MT experimentals. 7 a.m.-l p.m. Info: John An­ STROBE LIGHT 50694, 4061444-2506. derson. 4141248-8748. TRIVIA QUESTION FEBRUARY 27 - SPRINGFIELD, ILLI­ J ULY 5-8 - DENVER, CO - Centennial Air­ N OIS - lliinois State Safety Seminar at port. Short Wing Piper Club annual ANSWER lliinois State Fa irgrounds. Springfield. flli­ convention. This year's theme: "Rocky l1Ois. Contact: Lee Creviel; 815/939-0976. Mountain Rendezvous." Info: Kent 0 'Kelly, 3031979-3012. (Headwinds@msn. com) or (From page 9.) FEBRUARY 27-28 - RIVERSIDE, CALIFOR­ vis it the SWPC web site at hllp:www.short­ N IA - EAA Chapter I Open House at wing. com Flabob Airport. Contact: 909/689-9213. Harold E. "Doc" Edgerton JULY 7- 11 -ARLINGTON, WA - n. w. EAA Fly­ MARCH 5- 7 - CASA GRANDE,AZ - 41st An­ In and Sport Aviation Convention. 30th (1903-1990), a professor at MIT, nual Ca ctus Fly- In. sponsored by the anniversary event. FOl'llms, seminars, work­ invented the gas discharge strobe Arizona Antique Aircraft Association. Info: shops. evening programs, special night www.americanpilot. orgkactus or call Jon airshow Sat. evening. Info: 360/435-5857, light during work in the MIT Engle at 602/891-6012. days only. or on the web at: http:// www.nweaa.org labs during 1926 through 1931. MARCH 6 - WISCONSIN RA PIDS, WIS­ J UNE 11-13 - MATTOON, IL - 3rd Annual CONSIN - Wisconsin State Safety Seminar MTO Luscombe Fly- In. Luscombejudging Originally developed as a elec­ at the Mead Inn . COlllac t: Harold Benisch. and awards.forullls and banquet. $50 cash 9201623-4457. to Luscombe that jlies the fartest to attend. tronic stroboscope, the strobe MA RCH 20 - H UN TSVILLE, AL - EAA Co ntacts: Jerry Cox. 2171234-8720 or Shan­ light was quickly adapted for non Yoakim . 217/234-7120. Chapter 190 Fly-In Breakfast at Moontown photographic uses, including pi­ Ai/port. 256/852-978 1. JUNE 26-27 - PETERSBURG-DINWID­ A PRIL 11-1 7 - LAKELAND, FL - 25th Annual DIE, VIRGINIA - 3rd Annual State EAA oneering high speed, slow motion Sun 'n Fun EAA Fly-In and Convention. Fly-ln. Contact: Ron VanSickle, 832/932­ photography. His work with the Info: 941/644-243 1. Web site: www.sun-n­ 4709, www.vaeaa.org. fun.org J UNE 26-27 - LONGMONT, COLORADO strobe extended to aircraft, but A PRIL 17 - H UNTSVILLE, AL - EAA - 21st Annual Rocky Mountain EAA Fly ­ not for position identification ­ Chapter 190 Fly-In Breakfast at Moontown In. Contact: Bill Marcy, 3031798-6086. Airport. 2561852-9781 J UL Y 7-11 -ARLINGTON, WASHINGTON during WW-II he experimented APRIL 25 - HALF MOON BAY, CA LIFOR­ - Northwest EAA Regional Fly-in at Ar­ with a large strobe light ring, N IA - 9th annual Pacific Coast Dream ling ton Airport. Co ntact: Barbara Machinesjly-in at HalfMoon Bay Airport, Lawrence-Tolbert, 3601435-5857. or used to illuminate the ground for 10 a.m. - 4 p.m. Antiques, classics, warbirds. www.nweaa.OIglnweaal nighttime aerial photography. vintage autos. trucks. Contact: 6501726-2328. J ULY 16-18 WEST YELLOWSTONE, MON­ TANA - 13th annual Northwest Mountain 28 FEBRUARY 1999 VINTAGE TRADER PROPEL YOUR PROSE ONTO THE PAGES OF VINTAGE AIRPLANE • Want to be famous? Something to buy, • Want to see your plane or pearls of wisdom in print? sell or trade? WRITE AN ARTICLE FOR VINTAGE AIRPLANE! We're always looking for technical articles and photos ofyour An inexpensive ad in the Vintage Trader may be just the answer to obtain­latest restoration. We can't offer you money, but we can make ing that elusive part. . 50¢ per word, $8.00 minimum charge. Send your ad and payment to: Vintage Trader, EAA Aviation Center, P.O. Box 3086, you a hero among your fellow Vintage Aircraft enthusiasts. Oshkosh, WI 54903-3086, orfax your ad and your credit card number to Send your submissions to: 920/426-4828. Ads mllst be received by the 20th ofthe month for insertion in the issue the second month following (e.g., October 20th for the Decem­Editor, Vintage Airplane, P_O. Box 3086,Oshkosh, WI 54904 ber issue.) For pointers on format and content, feel free to call 920/426-4825, or MISCElLANEOUS E-mail at: [email protected]

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VINTAGE AIRPLANE 29 VINTAGE AIRCRAFT ASSOCIATION OFFICERS Membershi~ Services Directo~ President Vice-President Esple 'Butch' Joyce George Daubner Enjoy the many benefits ofBAA and the P.O. Box 35584 2448 Lough Lane Greensboro. NC 27425 Hartford. WI =7 BAA Vintage Aircraft Association 91O/393-ID44 414/673-5885 e-mail: [email protected] e-mail: [email protected]

Secretary Treasurer Steve Nesse Chanes Harns 2009 Highland Ave. 7215 East 46th St. Albert Lea. MN 5WJ7 Tulsa. OK 74145 flJ7/373-1674 918/622-8400 c~ DIRECTORS EA TM John Berendt Gene Morris 7645 Echo Point Rd. 5936 steve Court Cannon Falls. MN fHrfI Roanoke, TX 76262 flJ7/263-2414 817/491-9110 e-mail: [email protected] Phil Coulson EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086 28415 Springbrook Dr. Robert C. "Bob' Brauer Phone (920) 426-4800 Fax (920) 426-4873 Lawton. MI 49065 9345 S. Hoyne 616/624-6490 Web Site: http;ll_eaa.org and http;//www.airventure.org E-Mail: Vintage @eaa.org C'!?~~9~~~20 Joe Dickey e-mcil: 55 OokeyAv. [email protected] EAA and Division Membership Services Flight Advisors information ..... 920-426-6522 Lawrenceburg. IN 47025 812/537-9354 John S. 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Denim Short-sleeved Shirts with Button-down collar by Three Rivers. Features button-closure on pocket. Double stitching on sleeves for durability. 100% cotton . SM-XL V41263 $36.99 * 2X V41267 $39.99 *

Denim Long-sleeved Shirts with Button-down Collar. Similar to above shirt but in long-sleeved design. The shirts feature two­ button adjustable cuffs. Available in light-blue denim or natural colors. Natural MD-XL V41268 $39.99 * 2X V41271 $43.99 * Light Blue MD-XL V41272 $39.99 * 2X V41276 $43 .99 *

Twill Six-Panel Caps with Braiding Feature adjustable leather closure strap . One size fits most. White V41260 $10.99* Khaki V41261 $10.99 * Navy V41262 $10.99 *

Clubhouse Jackets High quality jackets feature two-button adjustable cuffs, elastic waist­ band , inside coat hook loop, inside pocket with velcro closure and more! Contrasting color trim pieces and adjustable lanyard cord on collar make this jacket very distinctive. Shell and lining are both 100% nylon . Natural/Navy Trim SM-XL V41250 $63.99 * 2X V41254 $66.99 * Navy/Forest Green Trim SM -XL V41250 $63.99 * 2X V41254 $66 .99 *

Cotton Pique Golf Shirts 100% combed cotton. Knit collar and cuffs. Two-button placket. Drop-tail with side vents. White SM-XL V41294 $32 .99 * 2X V41298 $34 .99 * Khaki SM-XL V41299 $32 .99 * 2X V41303 $34 .99 * Navy SM-XL V41289 $32 .99 * 2X V41293 $34 .99 *

Jacuard Golf Shirts 100% combed cotton . Knit collar and cuffs with beige trim . Five­ button placket. Drop tail with side vents . Wine MD-XL V41281 $34 .99* 2X V41284 $37 .99 * Navy MD-XL V41285 $34 .99 * 2X V41288 $37 .99 * Black MD-XL V41277 $34 .99* 2X V41280 $37 .99 * 32 FEBRUARY 1999