STRAIGHT AND LEVE UButchJoyce

2 VAA NEWS/ H.G. Frautschy

3 SUN 'N FUN AWARD WINNERS

5 AIR MAIL FOR SMALL TOWNS/ Earl Stahl

10 A TANK POWERED ROBI N/ AIStix, Sr.

16 EYE CATCHER/ H. G. Frautschy

20 JAZZ, SUPER CUBS & WASH PIPE! Jon Schroeder

23 MYSTERY PLANE

25 PASS IT TO BUCK! Buck Hilbert

27 NEW MEMBERS

28 CALENDAR

30 CLASSIFIEDS www.vintageaircraft.org ON THE COVERS Front Cover . . . Jim Herpst's colorful Taylorcraft BC-12D certainly gets plenty of looks wherever it lands. Restored by Brian Marchetti and the father and son team of Ron and Michael Jones, the Taylorcraft is Jim 's first tail wheel airplane . EM photo by Mark Schaible , shot with a Canon EOS-1 n Publisher TOM POBEREZNY equipped with an 80-200mm lens on 100 ASA slide film . EM Cessna 210 Editor-ill-Chief scon SPANGLER photo plane flown by Bruce Moore.

Executive Director, Editor HENRY G. FRAUTSCHY Back Cover ... Don Parsons captured this rare shot of a Tank-powered VAA Administrative A ssistant THERESA BOOKS Curtiss Robin and Curtiss Canuck in formation just over the east side of

Executive Editor MIKE DIFRISCO Dauster Field (Creve Coeur airport), west of St. Louis, Missouri. Both planes belong to the Historic Aircraft Aviation restoration Museum , based at the Contribllting Editors JOHN UNDERWOOD airport. Phil Chastain is flying the Canuck, and restorer Glenn Peck is piloting BUDD DAVISSON the Robin . Terry Chastain is flying the Rawdon T-1 photo plane. See the A rt/Photo Layout BETH BLANCK story beginning on page 10.

Photography Staff JIM KOEPNICK LEEANN ABRAMS MARK SCHAIBLE

Advertising/Editorial Assistant ISABELLE WISKE

SEE PAGE 31 FOR FURTHER VINTAGE AIRCRAFT ASSOCIATION INFORMAT ION STRAIG LEVEL by ESPIE "BUTCH" JOYCE PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION

In the past, I've writ­ traffic out of the lot. You were on your own to drive out of ten this column at the the show. Without a group of well-organized people and a last minute. Writing at the 11th hour made it possible to plan to move cars effectively, leaving was anarchy. It took deal with late-breaking issues (H.G. does the same with two full hours to get out of the traffic and back to the the "VAA News" pages). But I will admit that at times I've beachfront hotel. Adjusting for the fact that I was a rookie been a bit of a procrastinator and have held up H.G.'s ef­ at this event, and didn't know any shortcuts, I was stuck fort to meet the magazine's production schedule. I following the rest of the herd. Next year I will be prepared promise to do better! and know which way the traffic is flowing! Earlier this year the local weatherman told us the Many things struck me about the way this event was weather would be great for the upcoming weekend. A cou­ run. Folks seemed to have a certain level of expectation re­ ple of people in the office were planning to take off and go garding the car show, and the show met them. When we to a large car show in Myrtle Beach, South Carolina. attend a fly-in, we've come to expect a certain level of or­ A few days before the event I told Norma we should fly ganization. Over the years both national and local EAA down to Myrtle Beach on Saturday morning, go to the car Chapter fly-ins have evolved to include many things we show, and after an evening at a hotel on the beach, fly have come to take for granted. As a rule, we receive a high back home on Sunday. Around 10:00 a.m. on Saturday level of service from those who put on a fly-in. We have the sun did its job and burned off the fog. We loaded up developed a high-quality group of volunteers who under­ and covered the 220 miles in about 50 minutes of flying stand this level of service. I recall that in the mid to late time. The people at Ramp 66 at the North Myrtle Beach 1960s many fly-ins were low-key events. The trip to this airport had our car waiting. car show made me remember how it used to be. Some of it The Waccamaw outlet parking lot, where the car show made me smile, as I remembered the fun we had, and was being held, was only 15 miles down the road from the some memories made me wince, as I recalled the difficul­ airport, but the automobile trip consumed two hours of ties we overcame to make local events more enjoyable. time! Once we approached the parking lot, we were on I'd like to emphasize that the car show attendees our own to find a parking place. Once we fo und aspot to seemed to have as good a time as I did, so I'm not com­ park, we were able to walk around and look at whatever plaining. It wasn't a negative experience. I didn't see an we wanted to see. Everywhere you turned there were rows unhappy person during that Saturday. We can take a les­ of beautiful autos to view. Most exhibited great craftsman­ son from that as well. Do we sometimes expect too much ship, and many incorporated very original ideas and paint from each other? The remarkable events we enjoy during jobs. Each time you saw something new you'd begin to the year all require organized effort, most often by volun­ wonder, "How did they do it?" teers. They deserve not only our thanks, but if pOSSible, Is this beginning to sound familiar? our participation. It all goes a bit smoother if we add our There were vendors selling everything from old parts to efforts to the mix! new kit cars. This was a surprise to me, as it has been 25 or The new pending proposal for the sport pilot program 30 years since I had been to one of these shows. I was re­ sure has been generating a lot of positive discussion ally surprised at the variety and quality of the kits now around the airports I have visited lately. I have not heard available. Today's kits are a long way from a 1960s-era one person speak up and say that it is a bad idea. Every Volkswagen Beetle conversion using a fiberglass dune person that I have talked to relates the hope that the sport buggy body! pilot certificate will come to pass. We'll keep you posted. From an organizational standpoint, the best I could de­ In the June issue of Vintage Airplane we will have com­ termine, there was a group or organization that invited plete coverage of the 2001 Sun 'n Fun EAA Fly-In. If you different car clubs to attend. Some clubs had as many as want to know if your buddy won an award, the VAA 35 autos attending the show. The refreshment stands ran awards list is published on page 3 of this issue. out of drinks by 12:30 p.m. For what looked like 10 acres Now is the time for you to become more serious about of show grounds, I saw approximately four "porta-johns," your visit to EAA AirVenture Oshkosh 2001. Let's all pull but everyone looked happy. in the same direction for the good of aviation. Remember, When it was time to leave, there was no one to guide we are better together. Join us and have it all...... VINTAGE AIRPLANE 1 1920s and '30s. The ground school will rebates, not individual FBOs. Pilots can VAANEWS be instructed by pilots who actually fly apply for the Phillips 66 credit card by EAA's 1929 model of the Tri-Motor at calling 1-800-DO-APPLY (800-362­ compiled by H.G. Frautschy Oshkosh and to locations throughout 7759) from 9 a.m. to 5 p.m. (Central the country. Participants will also have Time) Monday through Friday or by a chance to log dual instruction time in accessing the Phillips 66 Aviation web­ VAA WORK WEEKEND the Tri-Motor with experienced mem­ site: http://aviation.phillips66.com/. Each year VAA members and con­ bers of EAA and the National vention chairmen get together to Association of Flight Instructors (NAFI). C UB CRAFTERS BRAKE spruce up the VAA grounds. This year's Enrollment is now open for the ses­ MASTER CYLINDER VAA Work Weekend will take place sions scheduled October 12-14 and If you own a Piper PA-18 or PA-19 May 18-20. You can fly in, drive in, or October 19-21. Tuition is $450 for EAA aircraft and it has the Cub Crafters Inc. walk in, and you're welcome to camp members and $550 for nonmembers, brake master cylinder conversion (STC or, if space is available, stay in the EAA which includes materials, meals, lodg­ SA 1245CE) incorporated, you should volunteer bunkhouse. ing, and flight time. have received a notice of a Special For those who come to Oshkosh to Airworthiness Information Bulletin lend their volunteer labor, there will be YOU NG EAGLES issued by the FAA that calls attention to a tour of the EAA AirVenture Museum The Phillips 66 Company will again Cub Crafters mandatory service bul­ on Friday night and a cookout on support the EAA Aviation letin No. 0001, dated December 14, Saturday evening. To volunteer, please Foundation's Young Eagles program, 2000. It requires an inspection and the contact either Bob Brauer, 9345 S. which has introduced more than replacement of the Cub Crafters master Hoyne, Chicago, IL 60620, e-mail: 670,000 young people to the world of cylinder piston. Cub Crafters will sup­ [email protected], or Bob Lumley, flight since 1992, through the compa­ ply the kit required to comply with the 1265 South 124th St., Brookfield, WI ny's aviation fuel rebate program. service bulletin at no cost if the installa­ 53005, e-mail: [email protected]. Phillips 66 has renewed its aviation tion is complete and the replaced parts Drop them a note and let them fuel rebate program every year since are returned to Cub Crafters no later know you'd like to volunteer. Be sure 1994 to help ensure Young Eagles than July 1, 2001. They can be contact­ to give them a daytime phone number meets its goal of flying one million ed at P.O. Box 9823, Yakima, WA so they can call and brief you on the young people by the end of 2003. 98909, phone: 509-248-9491, fax: 509­ work weekend plans. See you there! The Phillips 66 rebate program is 248-1421, or you can e-mail Nathan available year-round for individual Richmond for more information at VAA PICNIC DURING EAA flights or Young Eagles flight rallies. [email protected]. Remember, AIRVENTURE OSHKOSH Eligible pilots who apply can receive a this is only for Super Cubs that have 2001 $1 rebate on each gallon of aviation been modified with the Cub Crafters This year's VAA picnic will be held gasoline used for Young Eagles flights. STC, not those Super Cubs with the on Thursday evening, July 26. The To qualify, pilots must purchase avia­ standard Piper (Scott) brake system. exact location of the annual social tion gasoline at a Phillips 66 FBO with event on the EAA grounds has yet to a Phillips 66 credit card. Rebates are MOTH CLUB DINNER­ be determined. For more details and available only for purchases of Phillips OSHKOSH/AIRVENTURE tickets, be sure to stop in at the VAA 66 100LL aviation gasoline. 2001 Red Barn information center. The pic­ In 2000, volunteer pilots flew The American Moth Club welcomes nic is always a great way for you and approximately 100,000 Young Eagles members of all International Moth your fellow VAA members to meet for as the program continues to make sig­ Clubs and de Havilland enthusiasts to an evening of food and fellowship. nificant progress toward its goal. The this year's Moth Club Dinner. Join Join us! yearlong rebate program from Phillips them Friday evening, July 27, at 7:30 66 has become increasingly popular as p.m. at the Pioneer Inn, Oshkosh. EAA AVIATION FOUNDATION Young Eagles participation includes David Baker, founding member of the HOSTS GROUND SCHOOLS more pilots and young people. Diamond Nines Tiger Moth FOR VINTAGE FORD Any EAA member, pilot, or Chapter Demonstration Team and longtime TRI- MOTOR or any pilot from partner organiza­ instructor, will be the featured after­ Aviation enthusiasts have a rare tions authorized by the EAA Aviation dinner speaker. Directions will be opportunity to discover the history and Foundation can participate in the provided during Friday morning's intricacies of the famous "Tin Goose," rebate program. Moth Forum, presented by Mike the Ford Tri-Motor, during ground Fuel receipts or copies must be Maniatis, president of the American school sessions hosted at Oshkosh by mailed, along with a signed statement Moth Club. The forum time and tent the EAA Aviation Foundation in confirming the fuel was used for the number will be published in the October 2001. Young Eagles program, to: convention program and on EAA's The ground school sessions are open Young Eagles Rebate Offer AirVenture Oshkosh 2001 website at to both pilots and non-pilots who are Phillips 66 Company www.airventure.org. interested in this historic aircraft, 617 Adams Building R.S.V.P. Steve Betzler bye-mail, which became one of America's first Bartlesville, OK 74004 [email protected], or fax, 262-368­ successful passenger aircraft during the Only Phillips 66 issues the fuel 2127...... 2 MAY 2001 ANTIQUE {1946 & EARLIER} Best Transport Outstanding Classic Aircraft Douglas DC-3 Piper J-3 Cub Grand Champion Continental Airlines, Dallas, TX Dennis and Nancy Garrett, Stearman PT-l? Hudson, FL Tim Kirby and Gene Moore, CLASSIC {1946-1955} Ocala, FL Outstanding Classic Aircraft Grand Champion Custom Classic Aeronca ?AC Reserve Grand Champion Cessna 140 Brad Scott, Canton, GA Waco QCF-2 Marty and Sharon Lochman, Mirabella Yachts, Ft. Pierce, FL Newalla, OK Outstanding Classic Twin Beechcraft D-18 Best Antique Custom Best Restored Classic 0-100 HP Michael and Corie Greenblatt, Stearman PT-l? Taylorcraft BC-12D Midland, GA Russ Luigis, Bandera, TX ]. M. Ramsey, Anderson, SC

Best Silver Age 1928-1932 Best Restored Classic over 165 HP CONTEMPORARY {1956-1960} Waco CTO Cessna 195 Mike Araldi, Lakeland, FL Reed Somberg, Miami, FL Best Authentic Beechcraft Bonanza Best WWII Era 1942-1945 Best Custom Classic 0-100 HP Richard P. Jones, Mukilteo, W A Howard DGA Aeronca ?AC Theodore Patecell, Donis B. Hamilton and William R. Best Custom Ft. Lauderdale, FL Morgan, Paragould, AK Cessna 210 John Bragdon, Lakeland, FL Contemporary Age 1933-1941 Best Custom Classic 101-165 HP Stinson SR-lOJ Piper Tri-Pacer PA 22-150 Outstanding in Type Peter Lloyd and Bill Torso, Mike Steele, Walnut Cove, NC Meyers 200 Miami, FL ]. Michael Araldi, Lakeland, FL Best Custom Classic over 165 HP Best Cabin Stinson 108-1 Voyager Outstanding in Type Fairchild F-24 Steve and Bill Smith, Piper Comanche PA 24-250 Patrick McAlee, Belews Creek, NC Long Beach, CA Gregory Davis and Ronnie Cox, Ft. Lauderdale, FL Best Monoplane Outstanding Classic Aircraft Monocoupe 90 Cessna 195 Bob Coolbaugh, Manassas, VA Sam R. Jones, The Woodlands, TX

Best Biplane Outstanding Classic Aircraft Travel Air 2000 Taylorcraft BC 12-D Bar Eisenhauer, Winter Haven, FL Bill Scott, Spring Hill, FL

VINTAGE AIRPLANE 3 PRE-OILER USE the tank. local airport. I don't know the model, Dear Buck, When you have the proper but by oldest brother made a model I just read your article on the amount of oil in the tank, let it con­ of it, which we kept for many years. Freon tank pre-oiler in the December tinue filling with air until the I'm looking forward to the next in­ 2000 issue of Vintage Airplane. pressure in the tank is equalized stallment in the April issue. I had an occasion to use the same with ambient air pressure. Now con­ Thanks for a good magazine. priming method but didn't want to nect it to your air compressor and Sincerely, go to very much trouble to modify pressurize the tank to about 40 psi Donald D. Watt, Sr. the Freon tank, so I didn't. The prob­ or so. Connect it to the oil gallery as Hampton, VA lem is getting two or so quarts of oil mentioned in the article and open into the tank through that little hole the valve to force oil into the en­ Thanks for your note, Donald. A few in the valve. Here's how I did it: gine's oil passages. members have called to mention they It's quite simple to do if you have You will have to invert the tank had witnessed the airmail pickup system a vacuum pump. First, make sure no when you are priming your freshly in action. We really appreciate longtime Freon remains in the tank. overhauled engine. It works great! member Earl Stahl sharing this well-re­ Then, using a hose that will with­ Keep it clean in case you need to use searched article with his fellow stand the vacuum, attach the pump it for this purpose again. members, and encourage any of you and evacuate the tank. Close the Mike Hartman with a story to tell to contact the editor valve and disconnect the vacuum (Via e-mail) at the address listed on page 31. The pump line. VAA 16638 conclusion ofEarl's three-part series be­ Now attach your flexible hose to Bridgeport, Michigan gins on page 5. the valve on the Freon tank and submerse the other end in a quart of AIRMAIL FOR SMALL TOWNS DIAMOND BIPLANE NOTES aviation oil. Open the valve on the Gentlemen, HI, H.G., tank, and the oil will be sucked in Thumbing through the March is­ Weldon Cooke was John Thorp's to the tank. To get the second quart sue of Vintage Airplane, the article cousin (of Thorpe T -18 homebuilt of oil in the tank, close the valve, about Dr. Adams and the airborne fame) and his inspiration to take up immerse the flexible hose in the sec­ pick-up and delivery of mail brought where Weldon left off, as an aircraft ond quart and open the valve on back memories of my youth in designer. Weldon was a real innova­ Thomasville, Georgia, tor. Today he's all but forgotten. which is mentioned in Among other thing, he made the the article. The experi­ first inverted in-line installation and ments there were carried a flying boast of advanced concept. out at Archbold Planta­ Weldon was killed when John was tion with Dick Archbold four years old, so he never really as a supporter or backer. knew his cousin, although he re­ The tests were men­ membered a flight Weldon made tioned in the local paper over the family home. John's mother but I don't remember the was a Locke and he was raised in the year. Dick Archbold was historic Locke family home, at Lock­ an explorer (New Guinea, eford, California, which had been I believe) and once Cooke's home early on. John died bought a twin-engine, there in 1992. twin-tailed Sikorsky am­ Cheers! phibian (probably a John Underwood Sikorsky S-38-Ed) to the Glendale, CA

4 MAY 2001

At war's end, a newcomer, Col. expectedly, American Airlines' trunk­ hauls were necessary. Thus, mainte­ Robert M. Love, returning to civilian line service to Huntington, West nance costs were excessive and life from the Air Transport Com­ Virginia, was terminated. That action equipment lay-ups unacceptable. mand, was selected to become the wiped out the means to rapidly move During one period of time, as many new president of All American Avia­ airmail and air express packages be­ as nine engines in various states of tion. It was expected he would bring yond the terminus of Routes 49A availability were needed to keep the a new vision to guide AAA into the and 49B. So, a new terminal serviced two Beechcrafts airworthy. future, but many employees were un­ by major airlines had to be recom­ As if that was not enough, once happy with his appointment. They mended and approved. In due the modernized, Single-engine Noor­ thought he might undertake to run course, Cincinnati, Ohio, was ap­ duyn was placed in service, it rapidly the company like the Army or, even proved. Once that was done, six became unpopular with pilots. Cap­ worse, a large airline. It was soon additional pickup stations were tain Harvey Thompson explained learned he, in turn, had no admira­ added to Route 49B between Hunt­ pickup planes had to respond at once tion for the "hair-raising aspects of ington and Cincinnati (Graphic 6). to control inputs. The Noorduyn, "a pickups" as well as the "wild, individ­ good, stable plane" was much less ualized tactics of some of the pilots." NEW PLANE PROBLEMS nimble than the Stinson SR-lOCs. In Aside from the challenge of win­ When added to the fleet, two new turbulence, he said, a pilot could feed ning the confidence of the staff, Beechcraft D-19CTs and one up­ in aileron control to pick up a wing Love immediately had other prob­ graded Noorduyn Norseman aircraft without receiving the immediate re­ lems. With peace in Europe and the had been expected to provide some quired response. It was similarly Pacific, war materials contracts were relief to the weary flight equipment sluggish about the pitch axis. With being canceled and folks were com­ situation. However, the Beech's en­ pilots wary because of lagging control ing home; this caused regular and gines, designed by Wright for WW-II response, the craft was relegated to express mail volumes to plummet. tanks, but adapted and manufac­ backup use, and then offered for sale. Further, at a time when operating tured for aircraft by Continental, costs were escalating, the CAB had proved to be unsatisfactory. With as FATAL ACCIDENTS not boosted payment rates. Also, un­ few as 300 hours of use, many over­ Three more tragic accidents would

Beech's D-18CT certainly looked as though it would be a great match for the air pickup system, with twin-engine reliability and speed, along with a roomy cabin . This Beech photo was taken at their Wichita, Kansas, facility during the testing phase.

6 MAY 2001 occur before pickup airmail be­ came history. In April 1947, at Bellefonte, Pennsylvania, the hook disengaged from the boom, allowing it to wave about in the airstream. To prepare for another pickup try, the hook had to be returned to the cabin. Some fellow crewmembers be­ lieve during the procedure, the hook somehow contacted the trailing edge of the horizontal stabilizer, where it remained fas­ tened. When the attached rope was tensioned to draw the hook to the hatch, the action caused the elevator to be pulled down, thus causing the plane to dive abruptly to earth. Captain Gearhart Porter and Robert Schneider were killed. Then, eight months later on a clear, calm morning, Beechcraft D­ 18CT, NC80011, was making its way along Route 498, Pittsburgh to Cincinnati. At Wellsburg, West Virginia, a routine exchange of cargo was made. However, as the plane pulled up, the right wing folded; it struck the earth 6S0-feet beyond the pickup poles, claiming the lives of Captain Thomas Bryan and flight mechanic Burger Bechtel. With that occurrence, the Twin Beechs were (Top) Once put into service, the Beech 1S's proved to be a challenge to keep in the air, as the Wright engines grounded by President did not last long on the low-level mail runs. The short overhaul intervals kept operating costs higher than Robert Love. Various gov­ anticipated. ernment agencies, along (Bottom) NXS0011, sister ship to NXS0010, was later involved in a fatal crash when the right wing failed dur­ with Beech Aircraft Cor­ ing the pull up after a mail pickup. It was later determined that excessive pickup speeds and high speed runs poration searched for the in turbulence between stations subjected the twin Beech to higher loads than AAA led Beech to believe would be encountered. cause. It was determined the lower spar cap failed in tension just outboard of the wing however, took the position the speeds were frequently 14S-1SS mph. attachment bolts. The National planes were designed to AAA's speci­ Further, there were reports of test Transportation Safety Board along fications for flight conditions less pickups having been made at 200 with the Federal Aviation Agency severe than frequently encountered, plus mph. Beech concluded that claim to have no copies of the inves­ contending 130 mph pickup speeds high-speed operations at low alti­ tigative reports in their files. Beech, were projected, but in service, pickup tudes, commonly 20 to 1,000 feet, VINTAGE AIRPLANE 7 These three shots show the military surplus Noorduyn UC­ 64A Norseman V briefly used by All American Aviation. The two photos showing the pick­ up and drop-off of a mail con­ tainer were taken at two dif­ ferent times during trials in Montreal, Canada. After being placed into service, AAA's pilots soon discovered the airplane's slower roll and pitch response to control inputs made the UC-64 a poor choice for work on the air pickup routes. NE W YORK ------~

AIR PICKUP ROUTES PENNSYLVANIA L, AM - 49 (1 946- 49) ) " A LL AMERICAN AVIATION , INC. ) Served 121 commun i t i es in , 6 states from 88 pi ckup ( stations

OHIO CINCINNATI

KENTUCKY e t!l.1.!! o TER MINAL • PICKUP subjected the plane to five-to-ten mail; value of such service to the stops for passengers enroute. times as many air gusts with two-to­ public; current and future costs to Pickup service would wind down three times the severity of roughness the government. Particular attention over the next three months. With a encountered by average air trans­ was focused on the Post Office De­ familiar, reliable, tough but tired ports. Beech NC 80011 had flown a partment's dwindling support Stinson SR-10C, the final flight was total of only 2,324 hours. because they had successfully intro­ made on June 30, 1949. Most fit­ Just weeks before the end of duced mobile highway units that tingly (and poignantly) Chief Pilot pickup service, Captain Bill Burkhart moved mail at optimum times, for Norman Rintoul, and flight me­ had to land at the Clarksburg, West well under 50 percent of air pickup chanic, Victor Yesulaites, who had Virginia, Airport to unload cargo costs. made the first run ten years earlier, that was too large to drop. Upon de­ brought the activity to close. Mail parting, the Stinson was observed to NEW GOALS FOR AAA had been transported over 11.5 mil­ travel further along the runway, and A devastating blow to All Ameri­ lion miles, with almost 630,000 then climb more slowly than ex­ can came in August 1947 when the delivery/pickups enroute. During the pected. Nearing a hill, the ship CAB finally rejected the long-stand­ period about 30 pilots carried out the turned away with the angle of bank ing application for combined pickup spectacular activity. Seven lives were becomingincreasingly steep. Upon and revenue passenger carrying lost, all in the latter years after routes stalling, it plunged vertically to earth flights. Confronted by these realities, were familiar and procedures rou­ where it burned. Along with the pi­ AAA's top management moved for tine. lot, flight mechanic William authority to convert to a conven­ Successfully carrying mail and ex­ Steinbrenner perished. Inexplicably, tional, short-haul passenger airline. press is not the only legacy. All the takeoff had been made with the In early 1948 All American was American's personnel also developed propeller set at high pitch. granted approval to provide such ser­ and refined the apparatus and proce­ vice in the Middle Atlantic Region. dures to enable, in war-time, the PICKUP AIRMAil SCRUTINIZED With that good news they moved pickup of humans from remote and As the nation moved forward in quickly to acquire a fleet of war-sur­ secret sites as well as the snatching peace, more normal functions of plus C-47s converted to the DC-3C from earth and towing of troop and government were being restored. The configuration by Douglas Aircraft cargo-carrying gliders. It should fur­ CAB undertook a critical examina­ Company. Under a new name, All ther be noted that All American tion to consider the future of pickup American Airways, their first flight Airways was the root airline of what, mail. Among the issues raised were: occurred on March 7, 1949, Wash­ over 50-plus years, grew to become a existing and projected volumes of ington, DC to Pittsburgh, with six major airline, US Airways. ....

VINTAGE AIRPLANE 9 Glenn Peck's superb restoration of a Curtiss Robin is now flying

by AI Stix, Sr. Photos by Don Parsons

10 MAY 2001 he complexities of rebuilding a vintage aircraft vary in direct proportion to the desired results to which the rebuilder aspires. How many of us have begun a project; simply with the idea of getting the aircraft back in the air as quickly and easily as possible-only to find that three years later, we were only halfway there? Few of us have the luxury of making these rebuilds a full-time eHort: earning a living always seems to get in the way.

VINTAGE AIRPLANE 11 Rolling down the dew-covered grass runway in the Missouri river bottom land of Creve Coeur airport, the Robin needs only 600 feet of ground run before taking to the air.

needs some. Of course, axles had to be changed, hub castings and back plates made, brakes modified, etc. The gear needed to be rebuilt: new springs for old. Just for sport (hey, it never hurts to ask!) a call was made out to Lambert Field. After all, didn't they make them there? Yeah , 75 years ago! Chevron seals, you say? Good luck! But pretty soon, there it was, on the landing gear. And, check out the brass "hub caps" on those 30x5's! Glenn cast them from scratch, since the originals were too far gone to use. How many aircraft restorers can n 1983 I bought one-half of a Cur­ linkages, etc. were all scattered about. sew up their own mohair upholstery tiss Robin project. The idea was Dick Fischer and Lane Tufts made it interiors, while they're waiting for I that I would pay for the aircraft, a pOint to come to Creve Coeur Air­ paint to dry on the new fabric they and my partner would rebuild it-his port in St. Louis. Together with just put on the tail surfaces? Or make half being the value of that labor ex­ Glenn, they all spent hours going the little "pulls," complete with brass pended during the rebuild. Within through buckets of rusty fittings that grommets that go on the windows, three months, the fuselage had been had been rescued from the muck of which, just like in 1928, can be raised covered, an interior started, and the the flood. Each bucket surrendered a and lowered in flight. The wicker OX-5 Tank engine, with which it was few encrusted gems, and they man­ seats were sent out, twice. While not to be powered, had been disassem­ aged to find missing pieces of the 100 percent perfect yet, they look bled for inspection and rebuild. I plane that we hadn't even realized neat and are surprisingly comfort­ fully expected to make it to Oshkosh were missing! It was the kind of help able. in 1984. Boy, was I ever a neophyte! for which no amount of monetary Unbelievably, Forest Lovley found In 1998 I purchased the other compensation could ever repay the the Consolidated instrument cluster, half of the project. The earlier work, debt owed for time saved and ques­ original to this particular aircraft. His such as it was, had been ruined by tions answered. restoration of this polished jewel re­ the Midwest Flood of 1993. Most of The fuselage was first uncovered. ally sets Glenn's interior off, and it's the OX-5 parts had been either lost Several places had to be repaired. the correct piece, too. All comple­ or damaged during the moves that Tubing had to be removed, straight­ mented by the polished wood in the ensued. The project was placed in ened or replaced, and gussets formed floors and on the door and win­ the hands of Glenn Peck, who has, or re-welded. Drawings were con­ dowsills. since 1993, been the head of mainte­ sulted: Why didn't our pieces look The wings, having been restored nance and restoration at the Historic like the draWings? What "shade tree by the previous owner, and kept out Aircraft Restoration Museum. And aircraft mechanic" changed this or of harm's way during the three "wet" the fun began. that all those many years ago? More periods of Creve Coeur's history, Glenn's first order of business was questions were asked than seemed were now covered and finished with to make an inventory of parts. Hav­ answerable. But by using a little 1928 Stits products. Although initially not ing restored a Continental-powered logic and a few more trips through as glossy as "dope," much less prod­ Robin some years earlier in Califor­ the buckets to find that vaguely re­ uct can be used in the interest of nia, the aircraft type was familiar to membered, crud-covered part that lightness, and the gloss can be forth­ him-at least firewall back. The ma­ was suddenly identified as being nec­ coming. Next time you see a Robin, jor pieces, like fuselage, landing gear, essary, Glenn was able to piece see if it has the factory mounted wings, control surfaces, empennage everything together. "gap" strips between the control sur­ and supporting struts were identifi­ The original air wheels made the faces and spars. Glenn made and able. The hard part was finding the airplane look stodgy-so Fisher's fab­ installed those as per the factory "little stuff." Things such as beIl­ ulous 30x5's were used: adding a drawings; where none had existed cranks, fittings, trim cables, throttle little dignity to an airplane that before. Tail surfaces were also cov­ 12 MAY 2001 ered and painted the factory yellow, during this period. Boy, it was really starting to come together! Only "one" more little detail left. The motor. The engine. The power plant. The Tank. (Right) The land surrounding The Museum currently has two the airport is some of the best airworthy Curtiss OX-5 powered air­ cropland in the Midwest. Glenn Peck, the Robin's chief craft: a 1926 KR-31, and the neatest restorer, guides the 100 mph aircraft on the planet, the 1916 monoplane over one of the Canuck. Our Robin was originally local farm fields. OX-5 powered. At some point, the (Below) The Robin flies by engine was replaced with its air­ slowly in the morning light, its Tank engine chugging along cooled bigger brother, developed by at 1,500 rpm. the Tank brothers at Milwaukee Parts

Corporation. Basically an OX-5 en­ build one and a half good Tank en­ yet ... gine bottom end, with air-cooled gines-except for a couple of cast In the purchase was a Tank en­ cylinders, this power plant develops exhaust manifolds and some pis­ gine, which had, unfortunately, 115 HP at 1,650 rpm-25 more than tons. They had become corroded been hurt when the aircraft it was its original Sibling. The twin spark during exposure to the urea-satu­ propelling fell to earth. It was super­ plug installed in each cylinder and rated floodwater and were either fiCially dinged, not too badly more normal valve train arrange­ unusable or missing altogether. De­ damaged. But when the time finally ment were two of the most spite a long-running advertisement arrived to build up the power plant, important improvements the Tank in Trade-A-Plane, most always a cer­ we were amazed to find the pistons engine had over the stock OX en­ tain bet to obtain anything needed, were Wiseco slipper pistons of a type gine-although before its last gasp no pistons or manifolds were forth­ most suited for "hopped up" 350 cu­ the OX-5 had matured into the coming. But with the help of Dick bic inch Chevy's. Bad dodo. OXX-6. If the Miller gear was added, Jackson, we arranged the purchase of So began more frantic searching the result became a much more reli­ enough parts to build several OX-5 for the right pistons. But now the able power plant than the original and Tank engines. Included were problem was more complex. In order OX-5 configuration. several dozen pistons and the re­ to fit those slipper pistons, all the Our hope chest was filled with quired number of manifolds. Ah cylinders had been bored out to plus what appeared to be enough parts to hah, success at last! But not quite ten, too big for even our crummy

VINTAGE AIRPLANE 13 Also a part of the Historic Aircraft Museum collection at Creve Coeur, the OX-5 powered standard pistons, and not large Curtiss Canuck flies in formation with the Robin. enough for what was available in suitable pistons, plus twenty. We felt that going twenty thousands over on a stock Tank cylinder was unwise­ there is no data to support this larger bore. And really, no correct pistons either. "Not to worry," said Glenn "I'll just make a mold, and we'll get some cast up." Yeah, right. But this uphol­ stering fool has even more talents, and mold making was one of them. In no time, the mold was made, proofed, pistons cast, machined, and fitted. It started on the first pull! The existing sheet metal that sur­ rounds the cowling was made, it was promised, for an OX Tank-powered Robin. Robin red breast, maybe. Not a Curtiss Robin. The nose bowl was close, and could be modified. But the top cowling had to be raised and lou­ vered to clear the tops of the The water-cooled OX-5 in the Curtiss Jenny and Canuck was improved by the Milwaukee cylinders, so a new one had to be Parts Corporation's Tank engine modification. The Tank, which used the bottom end of the hammered out. And then done OX-5, was an air-cooled version with improved cylinders and manifolds. By installing a Tank, the lower weight of the engine installation and increased horsepower combined to give bet­ again, for the spare engine, which ter cruise and climb performance. had been fitted into the mounts as a

14 MAY 2001 (Top) When the original hubcaps proved to be too far corroded and damaged to be restorable, Glenn knew what to do-he simply recast them!

(Right) Wicker seats and nickel-plated controls, not to mention the beautifully restored Consolidated instrument cluster in the center of the panel, all combine to make this restoration a real gem. Glenn Peck's attention to detail in the entire restoration is highlighted in the smoothly curved fuel lines running along­ side the forward window frames.

pattern turned out to be about a gentleman taking his lady friend out climb performance at all. quarter of an inch shorter than the for an early morning stroll. After a The Robin was rigged to exact fac­ engine, which was to be used for few circuits Glenn brought her tory specifications, and only a slight flight. Happy days. down, making the perfect three vertical fin adjustment was neces­ Finally, after two years of steady painter that we all expected. The sary to maintain perfect trim. work, on June 29, 2000, Curtiss eight probe cylinder temperature Anyone who has flown a Robin, or Robin, N263E, was ready for its first gauge, fitted for the break-in period, just about any other aircraft from hop. With its tailskid supported by a was reading slightly higher than an­ that era knows there is no such thing small dolly, the orange and yellow tiCipated. After carefully inspecting as "hands off" flight. Like a drunk wonder trundled out to the east/west the aircraft, and finding nothing running across a plowed field with grass runway at Creve Coeur, the more serious than a minor oil drip, his shoelaces tied, the Curtiss seems dew glistening off its 30x5 smooth­ Glenn restarted the Tank engine on to lurch across the sky, its ailerons ies. Gently the tailskid was lifted off the first pull. sluggish, despite the gap strips de­ the dolly and the big bird was aimed The takeoff roll again was noted signed by the factory. But once you into what little wind was available. for its lack of drama; and within 600 settle back in the surprisingly com­ Glenn eased the throttle forward. feet of ground run the Robin was fortable wicker seats, slide down the Shaking herself stiffly, like an old once again aloft. Ever since initial window, and stop trying to force the dog that had been lying too long in run-up, the engine has gained power aircraft into holding too tight a the sun, this 72-year-old newborn steadily. This has been manifested in heading; the pilot and airplane seem lifted easily into the sky. For those of the ability of the V-8 to absorb more to get along pretty well together. us standing by the side of the strip, and more pitch in the Hamilton The whole ambience of planes from the thing we marveled at most was Standard propeller. With almost this era makes one think of things the muted sound of the engine, as it every flight, more performance has like village greens, badminton games continued to lift the Robin into the been extracted from the motor-un­ on a Sunday afternoon, and trying sky. No growly rasp of a modern en­ til at present, an honest 90 mile per to sleep without air-conditioning in gine, not even the throatiness of a hour cruise speed at 1,500 rpm has -continued on page 30 radial. Just the gentle purr of an old been achieved, without degrading

VINTAGE AIRPLANE 15

at gives with that color? We'll answer that question W:right away - it's Cessna Air­ master Green and yellow. Brigh t colors were one of the ways Ameri­ cans tried to pull themselves out of the doldrums that came with the Great Depression. Airplane manufac­ turers certainly weren't immune to the idea of perking things up a bit, so Waco, Cessna and others all used bright colors to help boost product awareness. The exceptionally bright green Cessna chose for the Airmas­ ter certainly stood out back in the 1930s, and it still does. Love it or hate it, you just can't turn away from the colorful airplane when you first see it. Back in the 1970s, Arnold and Margaret Miller of Osseo, Michigan, put their Taylorcraft in storage after it was damaged, intending to restore it. But time seemed to slip away, and after 18 years it was time to let it go. Ron heard about the airplane from a friend, and made arrangements to drive out from New York and pick up the project. At about the same time Ron went to Michigan, Brian Marchetti was fin­ ishing his Pitts S-2. Brian was doing the work with Ron, who runs his FBO with his son, Michael. As the Pitts was nearing completion, he re­ alized he would miss working on an airplane project, so he asked Ron, "What's next?" The "what's next" was on its way to him, tied down to a trailer. What Ron found in Michigan was a very complete project, with all the hard to find pieces still with the air­ plane. He was pleased to find that the Millers had been careful to store the airplane in a dry barn. When he got the airplane home, he offered the The cockpit of the Taylorcraft is neatly appointed with a crinkle finish paint and instruments that were refur­ bished by the legendary Keystone Instruments of Lock Haven, Pennsylvania. project to Brian, who jumped at the chance. When first built by Taylorcraft, Then standard surface tapes cover Neither Ron, Michael nor Brian the wings were covered using Martin the wire. The system seems to work had done a Taylorcraft in the past, so fabric clips. For those not familiar well in production environments, a crash course in learning about the with the Martin system, which is still and was standard equipment on Tay­ type was begun. With all the pieces available, it consists of a 25-foot lorcrafts. Some folks don't care for spread out on the hangar shop floor, length of stainless steel wire, which the system, feeling that among other the airplane looked like a kit with no has a barbed clip formed every 3 factors, the rib is weakened by the directions included. Where exactly inches. Each of these barbs is inserted hole. did each part go? And just what is in small holes drilled every 3 inches When it came time to attach the that odd looking fairing used on? in metal ribs or control surfaces. The fabric on this project, they decided to Manuals were gathered, drawings be­ bare ends of the wire are also inserted rib stitch the wings, preferring the fa­ gan to come in, and the wings, which in a hole in the rib to prevent them miliar system of the hidden-stitch had been started, were reworked with from poking a hole through the tape. method. new spars and many new ribs. 18 MAY 2001 When they got to the fuselage, Pitts he built for a while, he sold it to they found out something quite in­ an airline pilot in Germany, so he teresting. Their Taylorcraft was was without a light airplane to fly actually two different airplanes, (his airline job helped satiate some of welded in the middle. In 1975, the his flying desire, but it's just not the airplane was damaged by a tornado, same!). and it needed a new aft fuselage. A The Taylorcraft now took all the new back section was ordered from time he could spare to get it done. the Taylorcraft factory, and it was Still, there was no major rush. Taking When he was a youngster, Jim became grafted onto the serviceable cabin their time, they sent out the instru­ enamored with Taylorcrafts when his section. With the Taylorcraft fuselage ments to Keystone Instruments in father Rolland and other members of EM now straight and true, some work Lock Haven, Pennsylvania. The Chapter 68 restored Taylorcraft NC43831 continued, but progress was slow. craftsmen at Keystone overhauled back in the late 1960s. Eventually it wound up being stored. the instruments and made new faces The engine was overhauled in the for each of the dials. A nice black his search for the airplane he was Jones shop, with careful attention crinkle finish was applied to the sure was just what he was looking paid to the final balancing of the dy­ panel. The exterior finish is Ran­ for-a Taylorcraft. namic components. Under Ron's dolph dope applied over Ceconite, It took a few years to find the right supervision, an engine shop special­ with PPG basecoat/c1ear coat on the airplane, and as Jim talked on the izing in precision engine work was sheet metal. Years later, the telephone to Brian Marchetti it really commissioned to do the balancing. dope/polyurethane color match is sounded great. Right up to point Both remarked how smoothly the still very good, on what many would Brian mentioned the color scheme. Continental ran, thanks to this extra consider a tough color match to Jim recalled that the first words step. While one of the original Ben­ make in the first place. out of his mouth were straight to the dix "tower" magnetos was retained, Ron enjoys the dope over cotton point. the other was replaced with a Slick process, but for extra durability he "I don't want a green airplane!" he magneto equipped with an impulse also feels comfortable using the dope said. coupling, which makes the 65 hp on Dacron system and has also used "Just let me send you the pictures," Continental easier to start. They also urethane paints over the synthetic replied Brian. installed the "100 octane" valves, fabric. Because of his experience with The pictures did the airplane jus­ hoping to stave off the erosion often their product quality control, he par­ tice, and as soon as the envelope was seen when the little Continentals are ticularly likes Randolph products. opened, Jim knew he was headed to run on a steady diet of lOOLL fuel. A couple of years of work went upstate New York to buy it. Brian in­ As they began to assemble the air­ into the project, and when it came sisted that Jim fly up on a US Air plane, the restorers decided to replace out of the shop doors, it immediately buddy pass before he'd even let him each sheet metal component. None started turning heads. The checker­ send some money to hold the air­ of the original fairings were used for board tail and yellow and green plane. anything but patterns. Some of the combination did the trick. He just fell in love with it, but sheet metal was bought from the lat­ Jim Herpst had been an airport kid couldn't just write a check and take it est version of the Taylorcraft growing up. His dad, Rolland, was an home. There was one little detail still company. Plenty of new, old stock EAAer from back in the 1960s, and to be worked out. Jim didn't have (NOS) parts went into the restora­ was actively involved in the restora­ any tailwheel time in his logbook. tion. tion of Taylorcraft NC43831, a But that was soon remedied, as Jim Since it was not a full time project, project put together by EAA Chapter took instruction from a well-known it took the gang two years to finish 68. As a lad of 11 Jim rode with his antiquer in the southeast United the project. After Brian had flown the dad all the way from the Pittsburgh, States, Xen Motsinger. Xen got him Pennsylvania, area to checked out so that when the Taylor­ Oshkosh, landing at the craft was flown from New York to 1970 Convention. While Lexington, South Carolina, he was he loved airplanes, it was­ ready to get in a go. His first passen­ n't until 1995 thatJim ger? His dad, Rolland. He and his earned his private pilot's father brought the airplane to Sun 'n license. In the back of his Fun and had a ball, enjoying the at­ mind he toyed with the tention such a bright, well-restored idea of airplane owner­ airplane can bring. ship, looking at the Jim's son Charlton really likes various kits such as a Kit­ dad's airplane as well-he's certain fox or an Avid Mk IV. But that the path to an Air Force F-22 will he knew that in the long start with the Taylorcraft, and Jim's not run none of those air­ one to discourage such a thought. planes would really meet Encouraging youngsters seems to be his needs, so he began part of the Herpst family tradition ......

VINTAGE AIRPLANE 19 ...... ­

ast night I watched the last arrange for me to play with bands saxophone, episode of Ken Burns' docu­ like the Boston Pops (under the di­ and that was it, Lmentary, Jazz. For the rest of rection of Arthur Fiedler!). we'd switched to jazz. It was like the the night I dreamed about New Or­ Who, me? Get there? Hey, I have "Second Line" at a New Orleans Jazz leans, jazz, and the Funk airplanes a Funk! The smaller sousaphone festival. I've owned. As I write, Kenny G. is would just barely fit, and if r turned The majorettes could really jive to playing Summertime and my "Ameri­ the bottom end of the bell up, rcould the beat and the whole band was can Queen" steamboat mug is filled pull the yoke all the way back, which completely and wonderfully out of to the brim with hot, black coffee I thought was important at the time. control. The band director finally re­ made from beans brought back from It was not comfortable, but the flight alized the audience liked our fooling the last New Orleans steamboat trip. was only 3 hours long. Then I caught around better than the straight stuff. I'm all set to spin you a story about the rubber-tire bus to the end of the I'll have to tell you we were good Funks, music, wash pipe, and how streetcar line and jumped on the back then, very good, and never these three things tie together. Streetcar Named Desire, which went mind what we were supposed to play. My high school band director was right by the Opera House. Little did we know it at the time, but a neat guy. He not only loaned me Jazz crept into almost everything jazz was everywhere, and Ken Burns' his sousaphone to play in the band, we did in high school band. At foot­ film brought back some of that thrill he got me gigs to play in larger cities ball games we'd start playing as of the times. with famous visiting orchestras. In directed by the leader, but after a Being a highly trained "Funk Pi­ the late 1940s and early '50s the while the drummer, a fellow named lot" led me to later save the world Guggenheim Foundation was fund­ Bodad, was inspired to pick up a jazz and contribute to the overall adven­ ing tours of large orchestras to beat. Then a trumpeter named Bird­ ture of "Music to Fly By." I do not smaller ci ties, and if I could get to song would take a ride akin to When recommend this for everyone, but I New Orleans with my horn (actually, the Saints go Marching In. Then Del­ had the unique adventure and privi­ his horn) my band director would mas Jackson would join in on the lege of flying and playing the world's

20 MAY 2001 Music to fly by

Cllbs and

1II111i by Jon Schroeder

largest and loudest flute, not once the soul of the airplane, our own So I phoned Arlie Daniels, the tool but at least a half dozen times. souls, and what can and cannot be pusher. He was serious! He wanted As many of us know, there is a done in flight. me to try and fly a piece of wash whole lot more joy to flying than This took place in the mid-1950s pipe to the rig. Drilling at the rig had just takeoffs, landings, and going at the Karachi (Pakistan) Interna­ stopped because of an earthquake, places. It's a feeling inside that lives tional Airport. I'd just returned from and they needed the pipe to help on well after the event, as the Funk my second pipeline run to and from free the drill shaft. Brothers well know. Flight is a lot the drill camp. As I taxied the Cessna I told him it wouldn't work! like the music we hear and hum un­ 195 up to the company hangar I saw Someone was going to get killed der our breath. Flashbacks of flight the most amazing, disturbing, and and I had a very good idea just who are with us Funksters as we go about distressing sight of my life. The local that might be. our everyday lives. It's not music, fellows in turbans had loaded a piece "Just try it!" he said. and yet it is, it's both and when we of wash pipe on my Super Cub! The Arlie reminded me that I was the c<;:>mbine the two, we really have pipe, hanging from the wings, ran one who sa id a Super Cub would something to hang on to and cher­ span wise beneath the wing. It passed carry its own weight, and that a wash ish! through the cabin, through the pipe weighed less than 1,200 This story is one that I don't tell pushed-back left window, and right pounds. It was just crazy! That piece normal (non-pilot) people, so I save through the open clam-shell door. of pipe was 29 feet long and the out­ this for you guys. Anyone who has­ "Whose cockamamie idea is this?" side diameter must have been 12 n 't flown a Funk and knows of its I asked myself as my passengers inches or more! gentle nature, its superior flight climbed out of the Cessna and went "Well, I'll show them that it won't characteristics, would not under­ on their different ways. Approaching fly like thiS, and that will be the end stand that there's a whole lot more the Cub in utter disbelief I asked, of this craziness," I thought. I in­ to flight than just stick and rudder. "Whose idea was this?" spected the lash up, and it didn't We're talking about understanding "The tool pusher's," was the reply. look too bad. They had tied the pipe

VINTAGE AIRPLANE 21 to each of the strut ends where they changed with the rudder's input. Fly­ Maybe this is why they close their meet the wings, to the tubing inside ing straight, the sound was a low, eyes when they play, as if to play the cabin, and everywhere they could whale-sounding cry. Kicking a little only for the angels. to relieve the stress at anyone place. rudder increased the pitch and vol­ Perhaps that was what I was doing If that thing had ever let go, it would ume, as if it could get any louder! So in Pakistan, and the angels didn't have cut the Cub in half. there I was, flying a Cub to the drill have to be reminded to listen with To be safe, I figured I'd better fly site with a piece of wash pipe slung all the noise that wash pipe was mak­ from the back seat. That way, only under the wing, playing a tune as ing! I think the crew used six pieces my feet would get crushed if the pipe we went. to wash over the drill line, seized in let go! As I got ready to fly, I thought, With a little experimentation, us­ its hole by the earthquake, and get it "I'll show these fellows that a Cub ing various slips and yaws that only unstuck. Now they could continue won't stand such abuse." I cranked a highly trained Funk pilot would drilling. Working around a drill crew up and taxied slowly. As I maneu­ know, I found that I could play what was fascinating, having done noth­ vered to the active runway I thought, seemed to me like the rudiments of a ing more in growing up than going "This is a heavy load. I'll use the tune on this flying flute. I needed a to school and flying around the same technique I use with the 195. If simple tune to play, just a simple country in a Funk or two, or three, or the tail won't come up, I'll return to whistling tune. four, or so. the ramp. But what if I can't hold the The John Wayne movie, The High The lesson to learn from all this nose up?" and the Mighty, had not been released nonsense? I want us all to fly safely! I was sure that would be the end at that time or that would have Enjoy our flying! Savor every mo­ of the test. All I had to do was run surely been my choice of melodies to ment! Listen to the music of the away from the crash site. (It's always try and play. I would be lying if I engine in flight. Try humming the a good thing to have a survival plan told exactly which tune I tried to theme song from the The High and for just these kinds of circumstances.) play, but who would really know? the Mighty next time you fly your I pushed the throttle forward and Probably something I learned on Funk. Your hands on your Funk's away we went! the tuba. yoke will feel just like when the "Old You know what? The thing flew! I circled the rig, trying to play the Pelican," bringing his leaking DC-6 It was heavy, with lift off at about tune I'd just learned, but with the home on two engines over the Pa­ 75 mph instead of 40, but the Cub noise from the rig, no one on the cific, flying between the Twin Peaks balanced out just fine. I cruised ground heard anything except the as they let down safely into SFO. I about 85 or 90, in case there was screeching sounds, changing pitch wish they'd bring that movie back. turbulence. with yaw. I lined up on a rogue camel On film, John Wayne was our kind I turned and headed in the gen­ and set it down on the desert floor, of pilot, don't you think? This is eral direction of the drill rig. Flying not too far from the rig. The crew NC91167, reporting from somewhere something strange like this and came out and gently removed the out here...... meeting the challenge, elation re­ pipe, and I flew the Cub back to town placed fear. But something was very for another piece of wash pipe. strange about all of it. The engine It was late in the evening when I Jon Schroeder, Cedar Park, sounded too powerful, much too got back, but the turbaned crew be­ powerful. When I pulled the throttle gan loading another piece of pipe on Texas is the current presi­ back and forth I could barely per­ the Cub for another pipe-flight early dent of the Funk Owners ceive any change in the sound of the the next morning. I took a rickshaw engine, and I realized that the sound to the bachelor's apartment, cleaned Association. For more infor­ wasn't the engine. up, ate a bite, and settled into my What was that noise? The pipe bed. That night, I'm sure the music mation about the FOA, had open ends. "Could that be mak­ was on my mind. What would I learn contad Thad Shelnutt, 2836 ing the noise?" I thought about the to play the next day on the way out time when we made an aluminum to the rig? California Av., Carmichael, CA model airplane wing in my sheet I think I made about eight trips metal shop. The open ends of the with the Cub-and-pipe combination, 95808. Phone: wing made a howling sound as the and each time I got just a little better 916.971.3452, e-mail: pilot­ plane flew. "That must be it!" I fig­ at playing the tunes. I'm not sure if ured. anyone appreciated the effort I made [email protected]. The dues are Kicking the rudder a bit produced to get the music just right, but that an overwhelming whistling sound. I kind of thing satisfies the soul of the $12 per year for 10 issues of reached up and touched the pipe. It player, not the listener, just as must the Funk Flyer newsletter. was vibrating, and its tone and pitch be the case with jazz musicians.

22 MAY 2001 This month's Mystery Plane is an Mar Mystery odd duck from the collection of air­ plane photos supplied by Ralph Nortell. It's a Fairchild Heritage Mu­ seum photo. Via the regular mail, send your an­ swer to: EAA, Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Your answer needs to be in no later than June 5 for inclusion in the Au­ gust issue of Vintage Airplane. Because of changes in the Vintage Airplane production schedule, we had to move the due date back a bit.

I'd strongly encourage our interna­ tional members to correspond via e-mail, as many of you are already doing. Isn't technology handy? All members can send your re­ sponse via e-mail. Send your answer to [email protected]. Be sure to include both your name and address (especially your city and state!) in the body of your note and put I/(Month) Mystery Plane" in the subject line. This month we did receive the by H.C. Frautschy majority of the responses via e-mail, including this note from England: The February Mystery Plane is the 930 Brown Metalark I Brown Metalark I, XS19V, built by the Brown Metalplane Co., Spokane, Wash­ ington. Powered by a 6S-hp Velie M-S engine it had a span of20 feet 6 inches, length also 20 feet 6 inches and a maxi­ mum speed of90 mph. It first flew on 14 March 1930 and was later destroyed in a hangar fire. Regards, Vic Smith Ickenham, Uxbridge, X519V, the Brown Metalark I rests on Felts Field, Spokane, Washington in 1930. Its company United Kingdom includes an Aeronca (-2, Stinson Junior and J-4 Eaglerock. (Ralph Nortell collection) From the other side of the globe, we heard from Washington State: Since I was born in the twenties and raised in Spokane, Washington, I had better know the February mystery ship. It is the number 1 Metalark monoplane built in the early thirties by the Brown Brothers. They were metal fabricators (especially aluminum) and also built number 2 and number 3 Metalarks. Both were low-wings. For youngsters like myself, the highlight ofour local Sports- VINTAGE AIRPLANE 23 Two different shots of the Metalark II, both taken in 1931 . The first shows the temporary installation of a Warn er Scarab engine. The Warner was on loan from Lacey Murrow, a Spokane Air National Guard pilot and broth­ er of famed newsman Edward R. Murrow. (Thoburn Brown collection via Ralph Nortell)

man show was a low-wing Metalark hanging from the ceiling. We spent hours just looking at it. All three planes no longer exist. Ed "Skeeter" Carlson Spokane, Washington

Stan Piteau, Holland, Michigan, pointed out that Nick Marner was the pilot of XS 19V on its first flight. He too alluded to the Metalark II, which was powered by the 90-hp Ace. X10668 first flew Oct. 18, 1931, with Max Fennell the pilot. The Metalark was also known as the Sil­ ver Streak. Other correct answers were re­ ceived from Wayne Muxlow, Minneapolis, Minnesota, and Bill Worman, Eastsound, Washington ......

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24 MAY 2001 PASS IT TO BUCK by E.E. "Buck" Hilbert EAA #21 VAA #5 P.O. Box 424, Union, IL 60180

Hi Buck, I'd call operating temperatures. The I have been wanting to write you for oil lines to the remote oil tank dissi­ some time. I enjoy your articles very pate a lot of heat, and the tank itself much, especially the recent ones on rust takes a long time to get warm. in the engines. The Menasco Pirate on our R an As you probably know, the Continen­ STA didn't have an oil cooler like tal W670 engine is a cold running your PT-26. We did not fly it very engine. Most ofthem never really get up much in really cold weather and to goo d operating temperature. The when we did, the oil temperature problem that we have is on No.1 cylin­ needle never came off the bottom der. It does not get enough oil and the stop. Even my Champ with its long moisture does not dissipate. This causes underwear in place and the winter rust on the rocker arms and valve front installed takes a long time to for several years after finding it stored in springs. I remove the rocker covers every come up, and then it rarely gets a garage in the Chicago area. The routes spring and check. Last year I did replace above 140QF. original pilot, Leon Cuddeback, now both rocker arms and greased them with We pre-heat with a contractor's lives in Oakland, California. high temperature grease. kerosene burning torpedo heater, We also have oil temperature prob­ and that's about the only time the Ron, lems with the Ranger engines in winter. oil temperature shows. Soon as we I can't believe it's been twenty­ It does not get up to operating tempera­ start up in the really cold weather five years since I flew the Swallow ture. The Fairchild PT 26 has solved the temperature takes a dive. into Elko. ['m still having flashbacks this problem by putting a control valve Guess we're just lucky to live up about my experiences on that leg. in the front inlet to the cooler. In winter here in the frozen north. I left Boise on the morning after I close the valve most of the time, and I Those guys down south sure have the big event, and started for Elko. I can control the temperature at about it nice and easy, but I like it up here! was following a road that I thought 165°F. It has worked well for me. It is Over to you Ed, was going to take me right to your very important to keep the engine close Buck airport. I'll admit the celebrations to normal operating temperature. the night before and the late hour Keep up the good work Buck, Dear Buck, had taken its toll and maybe even Your friend, I thought you might get a kick out of impaired my thinking some. Any­ Edward C. Wegner this. I enjoy your "Pass it to Buck" col­ way, I was charging along and came Plymouth, WI umn in Vintage Airplane. I am an to a ridge perpendicular to my line of old-time, low-time SEL-SES pilot. ['m flight. The road did a ninety-degree Eddie; now restoring a 1946 Champ, N2923E, turn to the right and went uphill to What a pleasure to hear from one and will soon retire from gold mining the west. I pulled up a couple of feet of our senior members (and a fellow and move back to my hometown of Ely, and saw what I thought was the same Hall of Farner, no less!). Minnesota-float country! road on the other side of the ridge, I appreciate your comments and Ron Riikola so I jumped over the ridge and con­ they go hand-in-hand with my experi­ Elko, Nevada tinued to follow the road. ences. The Warner 145 on my Fleet From the Elko, Nevada Free Press About forty-five minutes later [ re­ lOF manufactures water just like the 25 Years Ago alized the road [ was now following Continental. I too have taken to April 7, 1976: A United Airlines pi­ was climbing up the mountain and pulling the rocker box covers off at lot, E.E. Hilbert, flying a Swallow turning into a trail. I headed down­ very frequent intervals, like every four biplane that he restored, arrived in Elko hill to the west into a valley with a hours, and there is always an accumu­ yesterday commemorating the 50th an­ big lake, and couldn't find anything lation in the upper rocker boxes. niversary ofcommercial airmail se/vice. even resembling a paved road. While I have them open I do a He followed th e original Varney Air Mother Nature was hammering at valve clearance check. The Warner Lines (now United Air Lines) route from the door, and about the time I was doesn't have overhead oiling, so Pasco, Washington to Elko with a brief, getting desperate I stumbled onto a there isn't any way to carry off the unplanned stop at the Petan Ranch to paved landing strip about five thou­ condensation with oil flow. And verify his way to Elko. At noon, Hilbert sand feet long. I landed, shut down, you're right; in cooler weather the spoke of his adventures at the Rotary and hopped out to take care of busi­ round engines never get up to what Club. He has been working on the plane ness. As I was finishing up, a cowboy

VINTAGE AIRPLANE 25 came driving up in a jeep asking if I was all right, and if there was any­ thing he could do to help. I asked where I was and found I was on the Bing Crosby ranch. I was one valley west of where I was supposed to be. The man gave me explicit direc­ tions on how to find Elko. I cranked up and went on my way. By now, ac­ cording to my watch, I was late and I was pushing pretty hard. I came roaring into Elko, and after a quick pattern I landed to find only the high school band practicing. The band leader then told me I was an hour early. Would I mind going back out and coming back later when the re­ ception party was there? My watch was an hour ahead of the actual time! I took off again, and I flew up and down the main street, and did some sightseeing. When I got back to the airport the people were there, and we had our celebration. It was great! Gerardo Rivera and his television crew showed up and he was the first one to get a ride in the Swallow. What I remember the most was his mugging for the camera crew following in a he­ licopter. I told him a couple of times to sit down and buckle up. I finally gave him a fright by shoving the stick forward and lifting him off the seat. He sat down and did what I asked af­ ter that! I met him again later in New York, where he rode again along with Gene Shalit for the television news people. Yes Ron, that was a time, for sure. With a compass that told me I was in the Northern Hemisphere, no radio or • Introduction To • Engine Installation navigation equipment, and with little Aircraft Building experience in flying around the moun­ • Fabric Covering tains, it's a wonder I made it. You can't • What's Involved In • CompOSite Construction buy experience like that. I met a lot of Building An Airplane really nice people, and learned a lot • TIG Welding • Finishing And about open cockpit, early airmail pilot Spray Painting problems. The more I flew the old • Gas Welding routes, and bucked the elements, the • Test Flying Your Project greater my respect for those pioneers • Sheet Metal • Kit Specific Workshops: who started it all. We sure owe them a • Sheet Metal Forming Lancair Assembly lot. I like to think that every time I see Vans RV Series a contrail way up there, high in the • Electrical Systems, Assembly sky, it's a tribute to those guys. Wiring And Avionics Velocity Assembly Enough of that. I'll be looking for­ ward to seeing you and your Champ at AirVenture or even down here in '• -- •' Northern Illinois. We gotta rap a little • WORKSHOPS mHIAirc raft Coatings about Ely. My sister-in-law is from Vir­ --~-- www.polyfiber.com ginia, Minnesota. Over to you Ron, and thanks for I-SOO-WORKSHOP the letter and clipping and the memo­ 1-800-967-5746 [email protected] ries it kicked up. t'( 3,/ck. ~ www.sportair.com www.aircraftspruce.com 26 MAY 2001 "'\' NEW MEMBERS

Bradley Gilbert Donald S. Clark .... Atlantic Beach, FL Jim G. Tacheny ...... Mankato, MN ...... Sydney, Australia Carlos Gray ...... P0I1 Charlotte, FL Michael Westbrook ...... Elk River, MN Jochen Kuhule Roger C. Laudati ...... Tampa, FL Edward Mueth ...... St Louis, MO ...... Vaihingen, Germany Norbel1 Trohoski ...... Englewood, FL Greg Bray ...... Reidsville, NC Michael Dusing Elias Wortsman ...... Miami Springs, FL Robert W. Cottom ...... Charlotte, NC ...... Braunschweig, Germany Robel1 Wright ...... Jacksonville, FL John S. Alexander

Michael S. Hayes ...... Hong Kong William Gilmour ...... Duluth, GA ...... ~.. Warrensburg, NY Giancarlo Zanardo Fred Huppertz ...... Snellville, GA William Dunn ...... Fayetteville, NY ...... San Pietro Di Feletto, Italy Taylor Jenkins ...... Comer, GA Barry W. Holtz ...... Fairport, NY Nico Meijer Edward Pettus ...... Cedar Rapids, IA Peter Mombaerts ...... New York, NY ...... Toronto, ONT, Canada David L. Ariosto Frank J. Berg ...... A von Lake, OH Michael 1. Smith ...... Mountain Home, ID Russell Berry ...... West Milton, OH ...... Toronto Ontario, ONT, Canada Keith E. Grill ...... Orland Park, IL James Robert Brown Uwe Stickel Fredrick Hansen ...... Antioch, IL ...... Greenville, OH ...... Hammond, ONT, Canada Craig Munter ...... Schaumburg, IL Thomas E. Ducan .... West Milton, OH Tom Coates Michael E. Neben Ronald Fraley ...... Gallipolis, OH ...... Saskatoon, SK, Canada ...... S Barrington, IL Brian Matz Chester Rout ...... Mountain Home, AK Ron Sassaman ...... Rochelle, IL ...... University Heights, OH Cris Ferguson ...... Evansville, AR Steve Beasley ...... Yoder, KS Robert C. Rickett Chris House ...... Scotsdale, AZ Bill Spornitz ...... Olathe, KS ...... Mansfield, OH Leonard G. Johnson ...... Thomas Stephens .... Baton Rouge, LA Michael Winblad ...... Troy, OH ...... Bullhead City, AZ Paul Barger ...... Newbury, MA Gary Bell ...... Bend, OR Terry Campbell ...... Attaville, CA Scott P. Keller ...... Lincoln, MA Jim Rosen ...... Eugene , OR Dan L. Hearn ...... Spring Valley, CA Robert McCal1hy .. .. Charlestown, MA Mark Mayes ...... Berwyn, PA Scott Huntington Grant A. Pronishen ...... Oakbank, MB Roland Foxworth, Jr...... Rancho Cucamonga, CA Raymond Carlton ...... California, MD ...... Lake City, SC Paul Marchand Gary A. Caron ...... Kalamazoo, MI Bruce Ryskamp ...... Greer, SC ...... Boulder Creek, CA Clifford Hill ...... Belleville, MI Wayne E. Jones .... New Braunfels, TX Steven Allen Smith ... . Santa Rosa, CA Richard Nellans ...... Sparta, MI James Messe ...... Hinesburg, VT Marvin Baldwin ...... Parker, CO Peter Robert Denny Bob Taylor ...... Vancouver, WA Willard H. Brandt ...... Parker, CO ...... Golden Valley, MN Edwin T. Durkee ...... Shawano , WI Randall M. Holder ...... Parker, CO Walter L. Fricke Lee A. Kunze ...... Sheboygan, WI Brian Walker ...... Florissant, CO ...... Gold en Valley, MN Bill Liebrock ...... Black Earth, WI Paul A. Ambrose ...... Fort Pierce, FL Fred J. Rogers ...... Chanhassen, MN David L. McCoy ... .Johnson Creek, WI Robert R. Carroll...... Alachua, FL Mike A. Russell ...... Randolph, MN Eric J. Paulson ...... Green Bay, WI

VINTAGE AIRPLANE 27 Fly·In Calendar The following list ofcoming events is filrnished to our readers as a matter ofinformation only and does not constitute approval, sponsorship, involvement, control or direction ofany event (fly-in, seminars, fly market, etc.) listed. Please send the information 10 EAA, All: Vintage Airplan e, P,O, Box 3086, Oshkosh, WI 54903-3086, Information should be receivedfour months prior to the event dale,

MA Y 12- Rock Hill, SC - Wings & Wh eels Day Fly­ JUNE 2 - Cape Cod, MA - VAA Ch. 34 Fly- In, Fal­ Warbird aircraft sIalic display/jlight demos. Pan­ In/Drive- In. Lunch available. Info: 803/329-4454. mouth Airpark. Food, awards,friends. (Rain date, cake breakfast 7 a.m.-noon. Lllnch served Noon- 3 MA Y 12 - Kennewick, WA - EAA Ch. 391 Fly-In June 3rd) Info: 508/540-1349. p.m. Free breakfast for pilotsjlying in with afull Breakfast at Vista Field. Info: 509/735-1664. JUNE 3 - DeKalb, IL (DKB) - 37th Annual EAA Ch. airplane. Fuel discount for jlight demo pilots. Free parking and admission. Info: Alan 630/466-4579. MA Y 18-20 - Columbia, CA - 251h Annual Gathering 241 Fly-ln/Drive-In Breakfast, 7 a.m. -Noon. Info: ofLuscombes 2001. Aircraft judging, spot landing Ed 8I5/895-3888. JUNE 14 - 17 - SL Louis, MO - American Waco Club andjlour bombing competitions, and the 9th An­ JUNE 3 - SL Ignace, MI Airport - EAA Ch. 560 An­ Fly-In at Creve Coeur Airport. Info: 616/624-6490 nual Great Luscombe Clock Race. Info: nual Fly-In/Drive In Steak Out, Noon-4 p.m. Public or 317/535-8882. 360/893-5303 or 253/630-1086. welcome. Info: 231/627-6409 or 231-238-0914. JUNE 16 - LaGrange, OH - EAA Ch. 255 's 71h An­ MAY 19-20 - Winchester, VA - EAA Ch. 186 Spring JUNE 3 - Russell, KS - Prairiesta Fly-In, Russel/ Mu­ IIIwl Fly-ln/Drive-In Pancake Breakfast, 8 a.III. - 1 p.m. Harlan Airfield (92D) Info: Dale 440/355­ F~y-1n, Winchester Regional Airport (OKV) Fom 8 nicipal Airport. Chuckwagon Breakfast, Military a.m.-5 p.m. Pancake breakfast 8-1 I a.m. Static dis­ Static Displays, Walker Ail' Base Reunion, Antique 6491. play ofaircraft; airplane and helicopter rides, Cars and Tractors, Rattlesnake Show. EAA Ch. JUNE 17 - Som erset, PA - Somerset Aero Club 59th demos, aircraft judging, children's play area, and 1214, Fuel 100LL available on field, RSL 16/3 4, Annual Fly-In Breakfast, Somerset Cry AP(2G9) more. Concessions, souvenirs, goodfood. 1nfo: Ms. 4402 x 75 runway paved, Unicom 122.7. Info: Rus­ Breakfast 8-Noon. Free breakfast to pilot ofeach Tangy Mooney 703/780-6329 or sel/ 785/483-6008 incoming aircraft. Chicken BBQ Noon-3 p.m. Held EAA 186@ne/scape.net. JUNE 8-9 - Akron, OH - Funk Aircraft Owners Assoc. in con). with Antique Club Car Show. Info: 814/445­ MAY 19-20 - Hall/pton, NH - Hampton Airfield Fly­ 2nd Ever Reunion and Fly-In, Akron-Fulton Air­ 5320. Market. 1nfo: 603/964-6749. port. Info: 302/674-5350. JUNE 21-25 - Terrell, TX - 2000 Ercoupe National MAY 20 - Niles, MI- VAA Ch. 35 Hog Roast LIIII­ JUNE 8-10 - Gainesville, TX Municipal Airport Convention. Evelyone welcome. Info: 972/524­ cheon, Niles Airport (3TR). lnfo: 616/683-9642 or (GLE) - Texas Ch., Antique Airplane Assoc. 40th 1601. [email protected]. Annual Fly- In. Info: Jim 817/429-5385, Don JUNE 23-24 - Longmont, CO - Rocky Mountain EAA MAY 20 - Warwick, NY - EAA Ch. 501 Annual Fly-In, 817/636-0966, or Janet 817/421-7702. Fly-In. Warwick Aerodrome (N72). 10:00 a.m.- 4:00 p.m. JUNE 8-10 - Columbia, CA (022) - Bel/anca-Cham­ JUNE 23-24 - Walworth, WI - 5th Annual Bigfoot Unicom advisory Fequency 123.0. Food available, pion Club West Coast Fly- In 2001. hard sill/ace (7V3) Fly- In Breakfast. (0700-1300) Aerobatic trophies will be awarded. Registration for judging runway, ftlil FBO services, on-airport camping, demo,jly-by, rides. Info: 815/385-5645. & closes at 2:00 p.m. Info : Michael 2I 2-620-0398. nearby lodging, many nahlral historic sites, BBQ JUNE 23 - ZaJlesville, OH (Riverside Airport) - EAA MA Y 20 - Romeoville, IL (LO'l) - EAA Ch. 15 Fly-1n for early arrivers, awards dinner, roundtable dis­ Ch. 425 Pancake Breakfast Fly-In/Drive- In, 8 Breakfast, 7a.m.-Noon, Lewis Romeoville Airport. cussions & seminars. Advance registration strongly a.m.- 2 p.m. (Rain date June 24.) Lunch items and 1nfo: Frank 815/436-6153. encouraged,forms, lodging available on web: airplane rides after 11 a.m. Info: Don 740/454­ www.bel/anca-championc/ub.com. phone: 661/942­ 0003. MAY 25-27 - Watsollville, CA - EAA Ch. 119 's 37th 7149. Annual Fly-In & Air Show. Info: 8311763-5600. JUNE 30- Prosser, WA - EAA Ch. 391 Fly-In Break­ JUNE 9-Elba Mllllicipal Airport, AL (141) - Ch. 35 1 fast. Info: 509/735-1664. MA Y 25-26 - Atchison, KS - 35th Annual Greater hosts Fly-In, 8 a.m. - 4p.m. Fly lIIarket,food, early Kansas City Area Fly-In, Amelia Earhart Memorial arrivals welcome,free transportation to local mo­ JULY 6-8 - Alliance, OH - Taylorcraft Owner 's Ai/port. Friday night potluck dinner for registered tels, under wing camping permitted, restroom Club/Taylorcraft Foundation combined Fly-In and guests. Saturday catered Awards Banquet. Accom­ available in terminal, Young Eagles. No rain date. Old-Timer's Reunion at Barber Airport (2Dl). This modations avail. in town, camping on thefield. Sat. GPS Coordinates: 31-24-59N 86-05-33 W. Info: 29th gathering willfeature displays,forums, work­ concessions avail. Info: Stephen 816/223-2799, Mike 334/897-1 137. shops, Sat. evening program, Sat & Sun. breakfast, [email protected], or [email protected] Sun. worship service. Info: 330/823-9748 or JUNE 9-10 - Petersburg-Dil/lviddie, VA - Virginia 330/823-11 68 or [email protected]. MAY 26 - Zanesville, OB (Riverside Airport) - EAA State EAA Fly-In. Ch. 425 Annual Memorial Day Pancake Breakfast JULY 7- Gainesville, GA (GVL) - EAA 611 33rd An­ JUNE 9 - Salisbury, NC - Rowan Co, Airport (RUQj Fly-In/Drive-In, 8 a.m.-2 p.m. (Rain date May 27.) nual Pancake Breakfast & Fly-In. Judging, awards, Lunch items, airplane rides after II a.m. Info: - Boys & Toys All Day Airport Fun Day. Brea~fast rides, vendors,food all day. Info: 770/531-0291 or 720/454-000 at 7:30, Young Eagles jlights, aircraft, car, camper, 770/536-9023. boat, motorcycle static displays. Goodfood all day. JUNE 1-2 - Merced, CA - 44th Merced West Coast New Cessna 200I display. Fun for all ages. Info: JULY 7-8 - HamptOlI, NH - 5th Annual Hampton Air­ Antique Fly-In, Merced Airport. Info: Virginia or 336/752-2574 or lebrown@infoave. net. field Biplane Fly-Ill. Info: 603/964-6749. Ed 209/383-4632 JUNE 10 - Sugar Grove, IL (KARR) - 17th Annual JULY 11-15 -Arlington, WA - Northwest EAA Fly-In. JUNE 1-2 - Barlesville, OK - 15th Annual Biplane Aurora AirExpo sponsored by Fox Valley Sport JUL Y 17-20 - Keokuk, IA - Joint Liaison & Light Expo, Frank Phillips Field. Info: Charlie 918/622­ Aviation Assoc.- EAA Ch. 579 and Aurora Munici­ Train er Formatioll Coalition Annual Formation 8400 or WWIV.biplaneexpo.com. pal Airport. Antique, Classic, Homebuilt, and Clillic at Keokuk Municipal Airport. Ground School

28 MAY 2001 starts at 8:30 a.m withjlight training tofollow. All YO llr own at the restaurant. Sign up in Type Tent or 937/859-8967. Liaison-type aircraft and PrimQ/y Trainers wel­ call 630/904-6964. AUGUST 19 - Brookfield, WI - VAA Ch.1I 's 17th An­ come. Anything from an L-I thru OV-I, PT-3 thru JULY 27 - Oshkosh, WI - American Moth Club wel­ nual Vintage Aircraft Display and Ice Cream whatever. ILPA Fly-In immediatelyfollowing clinic. co mes all Int'l Moth Clubs & DeHavilland Social, Noon-5 p.m. at Capi/ol Airport. Also, Mid­ Info: 715/369-9769 enthusiasts to this year 's Moth Club Dinner. 7:30 west Antique Airplane Club's monthly jly-in mtg. JULY 21- Wausau, WI - Wausau Downtown Air­ p.m. at Pioneer Inn. After dinner speaker is David Conlrol-line and radio controlled models on dis­ port's 3rd Annual SwingDing/Dinner and Dance. Baker,founding member ofDiamond Nines Tiger play. Info. 262/781-8132 or 414/962-2428. Info: 715/848-6000 or website wwwj1ywallsall.com Moth Demonstration Team. Also, Fri. a.m. Moth AUGUST 24-25 - Coffeyville, KS - 24th Annual Funk or [email protected]. Forum, time and tent number will be published in Aircraft Owners Assoc. Reunion and Fly-In Cof­ JULY 2J - Was!/ington Island, WI - 48th Annllal Fly­ the convention program. RSVP: to Steve Betzler at feyville Municipal Airport. Info: Gerald In at Wash. Is. Airport, hosted by Lions Club. stevebtz@cedar. net orfax 262/368-2 127 302/674-5350. Music, crafts, hayride,fun for thefamily. Whitefish AUGUST 5 - Queen City, MO - 14th Annual Water­ AUGUST 24-26 - Sussex, NJ - SIISSex Airshow. Top Boil 11:30 a.m.-I.·OO p.m. Info: 920/847-2770 or melon Fly- In , Applegate Airport. Info: performers, ultralights, homebuilts, warbirds. Info: Iharvellpru I@juno. com. 660-766-2644. 973/875-7337 or sussexairportinc.com. JULY 22 - Zanesville, 08 (parr Airport) - EAA Ch. AUGUST 10-12 - Snohomish, WA - 19th Annllal West AUGUST 31-SEPTEMBER 2 - Prosser, WA - EAA 425 Annual Pre-Oshkosh Fly-IniDrive-In Pancake Coast Travel Air Rellnion. Harvey Field (S43). Ch. 391 's 18th Annual Labor Day Weekend Prosser Breakfast, 8 a.m. -2 p.m. Lunch items and airplane Largest Travel Air gatheringfor 2001. Local air Fly-ln. Info: 509/735-1664. rides after II a.m. Info: Don 740/454-0003. tour, memorabilia allclioll and more. Info: Larson 425/334-2413 or Rezich 805/467-3669. SEPTEMBER 1 - Zanesville, OH (Riverside Airport) JULY 22 - Burlington, WI - 9th Annual Group Er­ - EAA Ch. 425 Annual Labor Day Weekend Fly­ coupe Flight Into AirVenture. Wheels up at 12:00 AUGUST ll - Cadilla c, MI - EAA CJr . 678 Fly­ IniDrive-In, 8a.m.- 2p.m. Lunch items and airplane noon. Everyone welcome to join. Info: 715/842­ In /Drive-In Breakfast, Wexford County Airport rides after II a.m. Info: Don 740/454-0003 7814 (CAD), 7:30 a.m.- I 1:00 a.m. Info: 2131779-8113. SEPTEMBER 1 - Marion, IN (MZZ) - lIth Annual JULY 24-30 - Osllkosh, WI - AIRVENTURE AUGUST 17-19-Alliance, OH - Ohio Aeronca Avia­ Fly- In Cruise- In, Marion Municipal Airport. Pan­ OSHKOSH 2001, Willmall Airporf_ IIIfo: 920/426­ tors ' Fly-In and Breakfast at Alliance-Barber cake Breakfasl. All types ofaircraft, plus antique, 4800, IVIVIV.airvell/ure.org. Airport (2DI). Info : www.oaaf/y-in.com or classic and custom vehicles. Info: 765/664-2588 or JUL Y 27 - Oshkosh, WI - Stinson Lunch, Oshkosh, 216/932-3475. [email protected]. II:30 a.m. meet at the Vintage Red Barn for afree, AUGUS T 19 - Dayton, OH - EAA Ch. 48 Pancake SEPTEMBER 2 - Mondovi, WJ- 15th Annual Fly-III, short bus ride to Golf Central Restaurant. Pay on BreaJ.fasl, Moraine Airpark. Info: 937/291-1225 or Log Cabin Airport. Info: 715/287-4205.

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VINTAGE AIRPLANE 29 -ROBIN from page 15 VINTAGE I was sad for Glenn. He wasn't summer; cool lemonade, warm beer, looking for any trophies. But he's an and drug store soda fountains with airplane guy-and what better place TRADER that funny sound when cherry phos­ for an airplane guy than Oshkosh? phates are being made. That's what a It was never going to be a quickie Curtiss Robin is. rebuild project. In my heart of hearts, After about the third hour of short I knew that back in 1983. But seven­ hops, the cylinder h ead temps teen years is too long to keep a flying seemed to stabilize between the eight machine out of the sky, so I guess, Something to buy, cylinders, but still a little hotter than ultimately, it was my fault. Glenn felt comfortable seeing. Sens­ I was on the web last night. Seems sell or trade? ing that perhaps the e ngine was there's an OX-S Robin up in Seattle. running leaner than necessary, and Looks like it's complete. "Rebuilt" Classified Word Ads: $5.50 per IO words, 180 OX engine-but I've got pistons, this words maximum, with boldface lead-in on first line. after some discussion with Bud Dake, Classified Display Ads: One column wide (2.167 adding a little choke while in flight time. inches) by I, 2, or 3 inches high at $20 per inch. was suggested. Voila, an immediate I'm holding out for something Black and white only, and no frequency discounts. with a Hisso. Advertising Closing Dales: 10th ofsecond month 2S-degree reduction in the cylinder prior 10 desired issue date (i.e., Jam/my 10 is the head temperatures, right where we closing datefor the March issue). VAA reserves the wanted them to be. A few more right to reject any advertising in conflict with its policies. Rates cover one insertion per issue. flights , and it was time to go to AI Stix is the head honcho of Classified ads are not accepted via phone. Payment Oshkosh. the little corner ofantique must accompany order. Word ads may be sent via Glenn was all packed up. Tent in fax (920/426-4828) or e-mail ([email protected]) airplane heaven known as using credit card payment (VISA or MasterCard). place in the baggage compartment, Include name on card, complete address, type of extra socks, etc. Tim Adcock, who Creve Coeur airport (also card, card number, and expiration date. Make flies probably the only aircraft on known as Dauster Flying checks payable to EAA. Address advertising corre­ the field that is slower than the spondence to EAA Publications Classified Ad Field). The Historic Aircraft Manager, P.D. Box 3086, Oshkosh, WI 54903-3086. Robin (a VW powered, WW-I Neu­ port 11 scale replica), volunteered to Restoration Museum is part MISCELLANEOUS ride shotgun. Don Parsons, along of the enthusiastic operation with his wife and toddler son, were BABBITT BEARING SERVICE - rod bear­ to fly their Cessna 140 as a chase there on the west side of St. ings, main bearings, camshaft bearings, plane and radio communicator for Louis, Missouri. For more in­ master rods, valves, Call us Toll Free 1/800/233-6934, e-mail ramremfg@aoLcom the tower at Oshkosh. formation concerning hours Web site www.ramengine.com VINTAGE It started raining Thursday after­ ENGINE MACHINE WORKS, N. 604 FREYA noon. It didn't stop until Monday. of operation, call the their of­ ST., SPOKANE, WA 99202. Well, next year. fice at 314/434-3368.

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30 MAY 2001 VINTAGE Membershi~ Services Directon'_ Enjoy the many benefits ofBAA and the AIRCRAFT BAA Vintage Aircraft Association ASSOCIATION ~ EAAAviation Center, PO Box 3086, Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873 OFFICERS Web Site: http://www.eaa.organd http://www.airventure.org E-Mail: vintage @eaa.org

President Vice-President EAA and Division Membership Services Fligh t Advisors information . .... 920-426-6522 Espie ·Butch· Joyce George Daubner P.O. Box 35584 2448 Lough Lane 800-843-3612 .••• •.••• • • . • FAX 920-426-6761 Fligh t Instructor in formation .. . 920-426-6801 Greensbofo. NC 27425 Hartford, WI 53027 (8:00 AM -7:00 PM Monday-Friday CST) Flying Start Program •••••••• • •. 920-426-6847 336/393-0344 262/673-5885 [email protected] [email protected] • New/renew memberships: EAA, Division s Library Services/Research ...... 920-426-4848 (Vintage Aircraft Association, lAC, Warbirdsl. M edical Questions ...... 920-426-4821 Secretary Treasurer Steve Nessa Charles W. Harr~ National Association o f Flight Instructors Technical Counselors ...... 920-426-4821 7215 East 46th St . 2009 Highland Ave. Tuw. OK 74147 (NAFI) Young Eagles ...... •... . . 920-426-4831 Albert Lea. MN 56007 fiJ7/ 373-1674 918/622-8400 • Address changes [email protected] Benefits • Merchandise sales Aircraft Financing (Textron) ..... 800-851-1367 DIRECTORS • Gift m emberships AVA ...... 800-727-3823 AVEMCO ...... 800-638-8440 David Benne" Jeannie Hill Programs and Activities Term Life an d Acciden tal ...... 800-241-6103 P.O. Box 1188 P.O. Box 328 Roseville , CA 95678 HaNard, IL 60033 EAA AirVenture Fax-On -Dem an d Directory Death Insurance (Harvey Wa tt &Compan y) 916/645-6926 815/943-7205 ...... 732-885-6711 [email protected] [email protected] Au to Fuel STCs ...... 920-426-4843 Editorial Robert C. ·Bob· Brauer Steve Krog Submitting article/photo; advertising information 1002 Heather Ln. Build/restore information . , . .. . 920-426-4821 9345 S. Hoyne 920-426-4825 .. • .••• •••••• FAX 920-426-4828 Chicago, IL f'iJ620 Hartford, WI 53027 Chap te rs: locating/organizing. , 920-426-4876 773/779-2105 262/966-7627 [email protected] [email protected] Educa tion ...... 920-426-6815 EAA Aviation Foundation • EAA Air Academ y Artifact Donations ...... 920-426-4877 John Berendt Robert D. ·Bob· Lumley 7645 Echo Point Rd . 1265 South 124th St. • EAA Scholarships Financial Support ...... 800-236-1025 Cannon Fa l ~ , MN 55009 Brookfield, WI 53005 fiJ7/263-2414 262/782-2633 [email protected] [email protected] Gene Morris John S. Copeland 5936 Steve Court 1A Deacon Street Roanoke, TX 76262 Northborough. MA 01532 817/491-9110 MEMBERSHIP INFORMATION 508/393-4775 [email protected] [email protected] EAA available for $50 per year (SPORT AVIATION mag­ Dean Richardson Membership in the Experimental Aircraft Association, azine not included) . (Add $ 10 for Foreign Phil Coulson 1429 Kings Lynn Rd Postage.) 28415 SprIngbrook Dr. Stoughton, WI 53589 Inc. is $40 for one year, including 12 issues of SPORT Lawton. MI 49065 608/877-8485 AVIATION. Family membership is available for an addi­ 616/624.{)490 [email protected] WARBIRDS [email protected] tional $10 annually. Junior Membership (under 19 Geon Robison years of age) is available at $23 annually. All major Current EM members may join the EM Warbirds of Roger Gomoll 1521 E. MacGregor Dr. America Division and receive WARBIRDS magazine New Haven. IN 46774 credit cards accepted for memberShip. (Add $16 for 321 -1/2 S. BroadWay #3 for an additional $35 per year. Rochester, MN 55904 219/493-4724 Foreign Postage.) fiJ7 /288-28 1O [email protected] EM Membership, WARBIRDS magazine and one [email protected] year membership in the Warbirds Division S.H. · Wes" Schmid VINTAGE AIRCRAFT ASSOCIATION is available for $45 per year (SPORT AVIATION Dale A. Gustatson 2359 Lefeber Avenue Current EM members may join the Vintage Aircraft 7724 Shady Hills Dr. Wouwatosa. WI 53213 magazine not included). (Add $7 for Foreign Associaton and receive VINTAGE AIRPLANE maga­ Indianapol~.IN 46278 414/771-1545 Postage.) 317/293-4430 [email protected] zine for an additional $27 per year. EM Membership, VINTAGE AIRPLANE magazine EAA EXPERIMENTER and one year membership in the EM Vintage Air­ Current EAA members may receive EAA craft Association is available for $37 per year DIRECTORS EXPERIMENTER magazine for an additional $20 (SPORT AVIATION magazine not included). (A dd per year. EMERITUS $7 for Foreign Postage.) EM Membership and EM EXPERIMENTER mag­ Gene Chase E.E. ·Buck· Hilbert azine is available for $30 ' per year (SPORT 2159 Carlton Rd. P.O. Box 424 Oshkosh, WI 54904 Union, IL 60180 lAC AVIATION magazine not included),(Add $8 for For­ 920/231-5002 815/923-4591 [email protected] Current EM members may join the International eign Postage.) Aerobatic ClUb, Inc. Division and receive SPORT AEROBATICS magazine for an additional $40 FOREIGN MEMBERSHIPS ADVISOR per year, Please submit your remittance with a check or Alan Shackleton EM Membership, SPORT AEROBATICS magazine draft drawn on a United States bank payable in P.O . Box 656 Sugar Grove, IL 60554-0656 and one year membership in the lAC Division is United States dollars. Add required Foreign 630/466-4193 Postage amount for each membership. [email protected] Membership dues to EAA and its divisions are not tax deductible as charitable contributions.

Copyright m ODI by the EM Vintage Aircraft Association All rights reserved. VINTAGE AIRPLANE (ISSN 0091-6943) IPM 1482602 is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EM Aviation Ceoter. 3000 Poberezny Rd" P.O. Box 3086, Oshkosh, Wisconsin 54903-3086. Pe

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