Contents
Association News 4 Update! Wisconsin Centennial of Flight 6 Announcing our 2009 WAHF Inductees
AirDoc’s Medical Matters 8 Aero-Medical Quiz Number 2 Dr. Tom Voelker, AME Mondovi’s WWII Heroes
People, Planes, & Places 10 Too Young A Hero Mondovi’s Chris Hansemann Fred Beseler
Check Six Air-to-Air Refueling— 14 Air Refueling From two perspectives! The receiver’s view Gary Dikkers 17 Air Refueling The tanker’s view Tom Thomas
Wisconsin Airports 18 From Hayfield to Vibrant Airpark Waunakee Airport Waunakee Airpark Duane Esse Still Going Strong
From the Archives 22 From Circus Performer to Props Fred Leidel’s love of aviation remains Michael Goc
24 Member Spotlight 26 Pireps 28 From the Airways Leidel’s P-51 Props 30 Member’s Logbook
Forward in Flight On the cover: Sharing Wisconsin aviation stories—past and present
Rose Dorcey, Editor A collection of photographs depicts the significant aviation 3980 Sharratt Drive achievements of just a few of our state’s many aviation Oshkosh WI 54901-1276 pioneers in the past 100 years. As the Wisconsin Aviation Phone: 920-385-1483 [email protected] Hall of Fame prepares to celebrate our state’s Centennial of Flight, it’s important to acknowledge the people who Wisconsin Aviation Hall of Fame Mission Statement have contributed to aviation’s success, in ways large and To collect and preserve the history of aviation in Wisconsin, small. That’s the mission of the Wisconsin Aviation Hall of recognize those who made that history, inform others of it, and promote aviation education for future generations. Fame, and we’re proud to share it in the pages of Forward Forward in Flight carries out this mission through its collection in Flight. and dissemination of our state’s aviation stories. Your subscription supports this mission! See page 31. Cover graphic by Gary Dikkers.
President’s Message ~ by Rose Dorcey
100 Years… while details are still being final- ...a lot has happened in Wisconsin aviation in the past ized, we’re quite sure you won’t 100 years. It all began when Arthur Warner bought an want your membership to fall airplane from Glenn Curtiss and then flew it from a behind this year! A significant farmer’s field in Beloit, Wisconsin, on November 4, part of the membership appreciation prize giveaway is 1909, to become our state’s first aviator. We think it’s this, all current WAHF members go in the drawing, but important to celebrate that event, for it led to people who have been members for at least five consecu- even greater accomplishments that today’s tive years will have their names put “in the aviators are benefactors of. hat” an extra time. And even if you’ve been a That’s why WAHF board members Michael member for just one year, you can get your Goc and Tom Thomas are heading up efforts name “in the hat” if you recruit at least one for a grand Centennial Celebration. As you’ll new WAHF member. Help WAHF grow by read in this issue, a series of events will take recruiting a new member, or by purchasing a place this year, beginning in May, that will new gift membership. You’re already a win- allow WAHF members and friends from all ner for supporting WAHF...now let’s see if over the state to join in. The Wisconsin Cen- you can win a prize for it! Good luck. Read tennial of Flight events will kick off at the more about the program on page 5. Wisconsin Aviation Conference, May 4-6 in Eau Claire, Check our website often for additional events, informa- when the “Warner” Curtiss Pusher model that EAA tion, and news releases about Wisconsin’s Centennial of Chapter 60 members in Beloit are building will be un- Flight, and please plan to participate. veiled. WAHF board members will staff a booth at the event to share additional details of the statewide celebra- tory events. The events include speaking engagements and an ex- hibit that will travel with the model airplane. It was im- portant to WAHF board members that the celebration be accessible to people throughout the state, so that more people could participate. So, when you hear news of the Centennial model in your neighborhood, please attend, and share the news with your friends! Another exciting part of the Centennial Celebration is the opportunity to reward our members for their contin- ued support. A membership appreciation program gives The “Warner” Curtiss model is progressing! current members a chance to win valuable prizes, and
3 Forward in Flight ~ Spring 2009
ASSOCIATION NEWS
Wisconsin’s Centennial of Flight Plans move forward for grand celebration
By Michael Goc
Work on the Centennial of Flight is pro- Curtiss Museum in New York, so the screen at aviation events, the history will gressing on many fronts. Here’s the latest Centennial model will be as accurate as a have approximately 200 images depicting exciting news. replica can be. EAA Chapter 60 meets for the story of aviation in our state over the Rose Dorcey composed a news release work sessions on Wednesday evenings. If last 100 years. to announce Wisconsin’s Centennial of you want to help out, call Al Draeger at Work has also begun on an exhibit that Flight to the world. She sent it to dozens 608-757-2338 or email AlDrae- will accompany the Warner Curtiss of media outlets, friends, aviation groups, [email protected]. model throughout the state. It will display historical societies, and other interested The Centennial is a statewide celebra- the story of A.P. Warner, his inaugural parties around the country. We have al- tion, so if any other organization is inter- flight and the legacy of the man and his ready received feedback and requests for ested in building a model of the Warner airplane. No one can take away the credit our traveling exhibit to visit this summer. Curtiss, please contact WAHF as we are owed to the Wright brothers, Glenn Cur- WAHF Member Gary Dikkers did a willing to share the plans. tiss, and other internationally significant splendid job designing our official Cen- aviation pioneers, but people throughout tennial logo and exhibited saintly pa- the world, such as A.P. Warner of Wis- tience when the WAHF board suggested consin, assisted them in the development “improvements” to his work. One of of aviation. The exhibit will also empha- those changes consisted of a bar or ban- size the names of Centennial supporters. ner to be added beneath the logo that can The model, exhibit, and PowerPoint his- be personalized by organizations or tory are on schedule to make a grand individuals interested in joining debut on May 4-6 at the Wisconsin WAHF as partners in the Centennial. Aviation Conference in Eau Claire, They can add their names and join where we will personally introduce the Beloit EAA Chapter 60 and the Beloit Centennial to the aviation community. Convention and Visitors Bureau as We are making plans to take the Partners of WAHF in this project. The show on the road this summer. The logo will appear on all Centennial cor- Centennial celebration will culminate in respondence, exhibits, and displays, and Beloit in the first week in November. Our we have discussed creating Centennial friends at the Beloit Convention and Visi- decals, patches, t-shirts, and/or hats as tors Bureau, the Beloit Historical Society, fundraisers and mementos. Contact and other community groups are helping WAHF if you’re interested in sponsoring us plan for an event to take place at the or purchasing these items. To reinforce the message statewide, our A.P. Warner Wisconsin Historical Despite some delays due to the frigid committee has been working with State Marker on Hwy 81. We will rededicate January weather, Beloit EAA Chapter 60 Representative Gary Hebl and State the marker, reenact A. P. Warner’s flight, is making headway on our model of the Senators Mark Miller and Judy Robson to and mark the event on a site as close as “Warner” Curtiss airplane. Led by Al compose a resolution heralding the Cen- possible to where it occurred a century Draeger and Archie Henkelmann, chapter tennial of Flight and proclaiming Novem- ago. members are assembling the parts into ber 2009 to be the Centennial of Flight We are also working with the Beloit what will be an impressive antique- month in Wisconsin. Martha Mitchell of Historical Society to sponsor a reception looking flying machine. Although many the Beloit Convention and Visitors Bu- and lecture on Saturday, November 7, by of the early Curtiss aircraft appear at first reau is contacting the Wisconsin Depart- a yet undetermined aviation author or to be identical, each one was different ment of Tourism to include Warner on scholar. By holding this event on a week- from the model before and after. The its list of “Wisconsin Originals” whose end, we hope people from all over Wis- Warner Curtiss is one of a kind. We ob- contributions will be celebrated this year. consin—and the world—will find it eas- tained a full set of plans for the Curtiss Work has begun on a PowerPoint Cen- ier to attend. Model B (next in line to the Warner Cur- tennial History of Aviation in Wisconsin Fundraising efforts from private and tiss) for Chapter 60 to use, and Archie presentation. Programmed to run on its public sources has begun. Your hands-on obtained additional plans from the Glenn own on a laptop or projected on a large and financial support is needed.
4 Forward in Flight ~ Spring 2009 ~ Quarterly Magazine of the Wisconsin Aviation Hall of Fame
ASSOCIATION NEWS
Centennial Celebration Centennial Updates Become a Partner Includes Member at WAHF Online In Wisconsin’s
Appreciation Program Get the latest info about prizes, events, Centennial of Flight All current WAHF members qualify for a and where you can see the model at WAHF is looking for additional partners prize drawing. We won’t announce the www.aviationhalloffamewisconsin.com. in this exciting, important effort. There
“big prizes” just yet, but take it from us, are a number of ways to help: you’ll like them! Here are the details: Centennial Partners Schedule a WAHF speaker at your WAHF members who are paid through next aviation, civic, or other meeting. 2009, or those who join by October 17, Centennial of Flight planning wouldn’t Attend the Wisconsin Aviation Con- 2009, are eligible. be progressing as well as it is without the ference and other events where the Life members, inductees, family dedication and support of EAA Chapter “Warner” model will be displayed. 60 members in Beloit. The Beloit His- (couple) memberships, and individual Offer your suggestions or to lend a torical Society and the Beloit Convention annual membership categories apply. helping hand. Call us to learn more. To honor our longtime members, and Visitors Bureau are also vital part- Send a donation. Every few dollars one additional entry will be added if ners in these exciting events. will help! you’ve been a supporter for five con- Renew your membership. Sign up a secutive years. You will also receive one additional Thank you EAA Chapter 60 Builders... new member. (See page 31). entry by recruiting at least one new Visit Beloit in November to celebrate Gene Blair Al Draeger Centennial events. member in 2009. WAHF has set a goal Jeff Goode Paul Dries of 100 new members by the end of Check the WAHF website often for Tom Jenks Dan Duesterbeck event updates. 2009…you can help make it happen! Prize winners will be drawn at our Joe McNally Bob McLaughlin Get on board today to become a Wiscon- 2009 induction banquet on October 17. Glen Phillips Phil Owens sin Centennial of Flight supporter. Call Join, renew, or recruit today (see page Kurt Shipman Bob Rauscher Mike at 608-339-7191 or Rose at 920- 31). Thank you and good luck! Archie Henkelmann Steve Stauber 385-1483, and let’s celebrate together! EAA Chapter 60 photo These members of EAA Chapter 60 are working on the “Warner” Curtiss: (l-r) Glen Phillips, Paul Dries, Al Draeger, Dan Duesterbeck, Robert Rauscher, Tom Jenks, and Joe McNally. The builders “showed off” their progress at a recent chapter meeting.
5 Forward in Flight ~ Spring 2009
ASSOCIATION NEWS
Wisconsin Aviation Hall of Fame 2009 Inductees Five to be honored at October banquet
The Wisconsin Aviation Hall of Fame (WAHF) will induct five aviators at a ceremony to be held this fall. John Jerstad, Paul Johns, LaVern Reller, Gunter Voltz, and Giles Meisenheimer will be honored for their achievements and contributions to aviation in Wisconsin.
Racine native John “Jack” Jerstad was a B-24 pilot in the Ploesti Raid during World War II. He was awarded the Con- gressional Medal of Honor posthumously on October 28, 1943. Paul Johns soloed a glider in 1929 and a Curtiss Pusher in 1931. During WWII, he crossed the Pacific 230 times in Con- solidated PBYs and Boeing 314s. He has served as a corporate pilot, has built and flown a Kitfox, and at 95, continues to sell a VHF aircraft antenna of his own design. He flew for 67 years. LaVern Reller served as chief pilot for the State of Wiscon- sin and flew seven governors during his tenure. He built a Smith Mini and flew it for 30 years. Reller passed away in 1995. Gunter Voltz was born in Germany. Drafted in 1939, he flew a Fieseler Storch and fought on the Eastern Front until 1945. He came to Wisconsin in 1951 and started glider instruction at West Bend and Hartford, eventually soloing more than 400 glider pilots. He was inducted into the Soaring Society of Amer- John Jerstad ica’s Hall of Fame, and in 2008, received the FAA’s Wright Brothers Master Pilot Award. Jacobs of Mary courtesy Photo
Giles Meisenheimer will be inducted in WAHF’s pioneer category, for those who made significant aviation achievements before 1927. The Milwaukee native served in the 1st Wisconsin Calvary National Guard on the Mexican border in 1916. He joined the Royal Air Force when he was injured and unable to serve the United States in World War I. Giles served as an airport manager and a flight instructor in southeast Wisconsin be- fore he passed away in 1963. Giles is pic- tured here with Billy Mitchell in the early Gunter Voltz 1920s. Gary Dikkers photo photo Gary Dikkers
6 Forward in Flight ~ Spring 2009 ~ Quarterly Magazine of the Wisconsin Aviation Hall of Fame
ASSOCIATION NEWS Photo by Rose Dorcey Dorcey Rose by Photo
Paul Johns (left) will be inducted into the Wisconsin Aviation Hall of Fame this fall. You can often find Paul at the weekly Friday dinners held at the Central County Airport (68C) in Iola, where this photo was taken. Photos of Paul and aviation memorabilia from his more than 50 years of flying are dis- played in the airport’s clubhouse, as seen in the background of this photo. Paul is shown here with WAHF Member Ken Klima, who nominated Paul for induction.
Date Set for 2009 Banquet win, being a part of the Centennial celebration is reason enough Saturday evening, October 17, is the date of the Wisconsin to attend! Plus, you’ll be joined by some of your aviation Aviation Hall of Fame annual induction banquet, when five friends and colleagues from around the state that you may not aviators will be honored for their aviation have seen in a while...making it a great place to catch up on achievements. Don’t miss this exciting what’s happening in their lives. event, to be held at the EAA AirVenture In addition to all this fun, the event features a Museum in Oshkosh, as there are some silent auction that raises money for aviation extra special events in store this year. scholarships and other worthwhile WAHF Not only will WAHF pay tribute to this programs. Some people say the silent auction year’s inductees, John Jerstad, Paul Johns, is the most fun portion of the event, for the LaVern Reller, Gunter Voltz, and Giles benevolent (and sometimes competitive) na- Meisenheimer, you’ll also be a part of the ture of this fundraiser. You can go home with WAHF Centennial of Flight Celebration. some neat new stuff and feel good knowing The quarter-scale model of the “Warner” that you’ve helped grow aviation in Wiscon- Curtiss Pusher, nearly identical to the first sin! airplane that flew in Wisconsin, will be on All current WAHF members and supporters display during the banquet. will receive an invitation to the event. If you’re Also, the WAHF Membership Appreciation prize drawings not a member, fill out the form on page 31 and send it in, or find will be held at the event. While you don’t have to be present to an application online at www.aviationhalloffamewisconsin.com.
7 Forward in Flight ~ Spring 2009
AIR DOC’S MEDICAL MATTERS
Aero-Medical Quiz Number 2 By Dr. Tom Voelker, AME email: [email protected]
Hello again, airmen. It’s Alpha Mike, saying, “Welcome to spring! Let’s get rid of the snow, already…it’s time to do some flying!” Wait! Aero-medical news flash: Tom Cruse has heart attack while flying Cessna. Lives to tell about it! No, not that Tom Cruise. This one is a 65-year-old man from Ohio, an 800-hour private pilot with (at the time of the event) a current third class medical. You can read all about his ordeal in FAA Aviation News (which I’ll plug at the end of this column). His story is one from which we can learn. My last aero-medical quiz was quite popular. This one is a ten-question quiz. I’m obligated to consider 90 percent a great score.
1) It turns out Mr. Cruse had palpita- 4) On a different subject, how long do orthopedist, and you must carry a tions before his “heart attack you have to wait after a heavy night of note from that doctor with you flight.” (He did get this thoroughly drinking to operate an airplane? A. can fly when you feel able to per- checked out by his doctor long before A. eight hours form the required flight duties (and the recent heart attack.) Knowing that B. until you are no longer intoxicated are off your Vicodin!) he was having these “funny heart- C. until you hangover has resolved B. cannot fly until your next medical, beats,” (and before he had the heart D. 24 hours since surgeries need to be reported attack) he: on your 8500-8 application A. can fly whenever he wants, until his 5) If you are convicted of a DUI (and C. can’t afford to fly because you have current medical expires report this on your next medical appli- to pay the outlandish doctor bill B. must turn his medical into the FAA cation, as required), Aerospace Medical Certification A. your AME will probably be able to 8) Coumadin, or warfarin, is a com- Division (AMCD) at once issue your medical if you don’t have monly used blood thinner, often used C. can “self-certify” for flight if evalu- a pattern of problem drinking, but he for months or years at a time. It was ated by a doctor and is told “sudden or she may need to discuss the situa- discovered at he University of Wiscon- incapacitation” is very unlikely tion with the AMCD in Oklahoma sin in Madison. This drug has no seda- D. must consult with an Aviation Medi- City tion, agitation, or other side effects that cal Examiner B. you medical will automatically be would be dangerous in flight. Why will denied the mention of Coumadin attract at- 2) Assuming you currently hold an C. your medical will need to be de- tention by the AMCD on a medical unrestricted medical, if you have a ferred to the AMCD for a final deci- application? heart attack, you can expect your next sion A. Any medicine needs to be reported, medical to: D. you may as well kiss your airline and the FAA folks like to get their A. be issued by the AME (as long as career goodbye if you are diagnosed dander up. you have clearance from your doc- as an alcoholic B. My uncle is on Coumadin. tor) C. Coumadin is addictive. B. be “deferred” to the Aerospace 6) You broke your right arm and it is D. The underlying condition for which Medical Certification Division of the in a cast. You can get by with only Ty- the Coumadin is being taken could result in sudden incapacitation. FAA for a decision lenol for pain. You can fly: C. be denied by your AME A. only after the cast is removed 9) Aspirin is also a “blood thinner,” D. Forget it. You’ll never fly again! B. anytime – after all, there’s no restric- but the FAA isn’t as concerned about tion on your current medical it (even though its use should be re- 3) Of all pilots (“airmen”) who apply C. after a flight test with your local ported on your application) because: for a medical, ___ ultimately receive a FSDO A. it is commonly taken simply for pre- medical certificate, which allows them D. if you feel you can adequately per- vention of illness, in the absence of to fly as PIC. form all required duties as PIC any specific diagnosis A. 90% B. as a blood thinner, or anticoagulant, B. 95% 7) What if you needed surgery to fix it isn’t nearly as potent as Coumadin C. 98% the fractured arm? You: C. it is an OTC (over-the-counter) D. 99.9% A. cannot fly until cleared by your medicine.
8 Forward in Flight ~ Spring 2009 ~ Quarterly Magazine of the Wisconsin Aviation Hall of Fame
AIR DOC’S MEDICAL MATTERS
D. its use is too widespread to try to alcoholics who, after successful treatment beneficial in the future. However, herbal control and a satisfactory period of sobriety and medications are allowed to be marketed under a monitoring program, do fly for 10) Herbal medications: and sold in this country without any data the airlines. A. are invariably harmless regarding their safety or efficacy. Just as
B. can help detoxify other drugs which some of them will eventually be found to 6) D 7) B – (though I’d consider credit if would otherwise preclude safe flight have great benefits, it’s just as likely that you honestly answered D) – This is an C. can be taken while flying without they will be found to cause sudden sei- easy one. It is completely up to you to any concerns, in the eyes of the FAA zures or other events which, to a pilot, self-certify for the flight per FAR 61.53. D. are not recommended for use in avia- would be disastrous. (The correct answer Don’t be too cavalier with your decision, tors, as their safety, efficacy, mecha- to question 10 is taken directly from the though. Make sure you can move the nism of action and side-effects are textbook, Clinical Aviation Medicine.) controls, operate the throttle and carb often poorly understood and in many My opinion? If you fly, don’t do herbals! heat and work the radios before you fly. cases, have not been studied at all. So, how did you do? Remember, nine If “something happens” and your arm is correct is your goal! in a cast, the FAA enforcement arm will The Answers: Earlier I mentioned the publication probably be quick to cite you for 1) C 2) B 3) D – FAA’s main concern FAA Aviation News. The FAA publishes “reckless operation. when issuing medical certificates is rea- this terrific magazine specifically for sonable assurance that the airman will not general aviation pilots. The articles apply have any sudden incapacitation for the to the type of flying many of us do all the duration of the certificate. This is why a time. It is well written and the photos and medical issued under the “special issu- illustrations are great. Because this is one ance program” for heart conditions will example of your tax dollars at work, there often have a one year period of certifica- are no advertisements, but I think it’s tion, requiring further updated informa- worth the $21 annual subscription price. tion before re-issuance. AMEs are re- The real treat is that it’s available free on quired to defer applications of airmen the Internet. The January/February 2009 with most heart problems. If your heart issue is specifically devoted to aero- problem comes up after the flight physi- medical issues. For those of you trying to cal, however, you will have to self-certify get certified by “special issuance” for a your fitness for flight, according to FAR medical condition that usually is disquali- 61.53. If you know you have a condition fying for flight (such as heart disease), that would keep you from passing a flight check out the lead article. Yes, the FAA physical, you must ground yourself does want to get you flying again, and (straight from the FAR). Whether a con- this article tells you how to make it hap- 8) D 9) A 10) D – These questions illus- dition precludes flying is technically up pen. This is also where you can read trate a very important point. It is often the to you, but you should probably consult about Mr. Cruse’s medical emergency in disease or condition that is the concern, your doctor, or preferably your AME. flight. Seven years of back issues are not the medication. If you take Coumadin (1D is incorrect, as you could or should, available at that site as well. Visit for atrial fibrillation (a condition in which but not must, consult your AME.) Almost www.FAA.gov/news/aviation_news/. blood clots can form in your heart, then all flight physical applicants do ulti- With that, I’d best be on my way. Feel can break off and go to your brain, caus- mately get approved to fly. Sometimes, free to drop me an email if you have any though, it takes patience and persever- ing a stroke) and you (and your doctor) are not adequately monitoring the dose, aero-medical quandaries. Or call your ance. And when the AMCD says they AME. We’re here to help you fly—and need results of specific tests, get them you could have a sudden stroke in flight. fly safely. those specific tests, and not an alternative As previously mentioned, the FAA is —Alpha Mike Echo your treating physician thinks will be trying to assure that such a “sudden inca-
“good enough.” pacitation” will not occur in flight (or, in
other words, for the duration of the medi-
4) C 5) A – The rules about alcohol use cal certificate). If you are taking aspirin are well delineated in FAR 91.17. Be for a history of a heart attack, ears will sure you don’t get behind the yoke until perk up at the FAA. By itself, though, In “real” life, Dr. Alpha Mike Echo you are no longer under the influence, aspirin is no big deal for the flight physi- (AME) is Dr. Tom Voelker, a family meaning not intoxicated and not hung cian. Your AME, though, will probably practitioner in Wisconsin Rapids. He and over. The blood alcohol limit of 0.04% is, ask you why you take it. Finally, herbal his wife, Kathy, are the parents of four according to many experts, too high. At “medicines” are a real quandary. Un- daughters. Tom flies N6442P, a Coman- 0.04% your reaction times will still be doubtedly, some of these substances do che 250, out of Alexander Field, South diminished. Interestingly, there are have benefit, and some will prove to be Wood County Airport (ISW).
9 Forward in Flight ~ Spring 2009
PEOPLE, PLANES & PLACES
Too Young a Hero Mondovi’s Chris Hansemann
By Frederick Beseler
Photo by Photo by Frederick Beseler
Not a day goes by that Doug Ward does- Ward recalls the pilot asking the two training. In just about every letter, he’d n’t think of his good friend Chris Hanse- 16-year-olds how much they weighed. “I comment on how many guys had washed mann. Even if he didn’t, Ward’s weather told him my correct weight, but Chris out of flight training that day and he’d vane reminds him. was a big kid and he fudged a bit. Well, worry that they were going to wash out Doug’s weather vane is a five-foot span that Cub almost didn’t clear the trees at some more and he’d be among them. But replica of Lieutenant Christopher J. “The the end of the pasture and when we got he apparently had a lot on the ball—but Bull” Hansemann’s 339th Fighter Group back the pilot asked us again what we can you imagine, putting a 19-year-old P-51 Mustang “Eleanor IV.” Perched weighed. kid into a P-51 Mustang!” high on a 20-foot tall steel post, the “Chris admitted that he had lied,” Doug That’s exactly what happened. After gleaming silver Mustang looks like it’s recalled. “That pilot was just a little upset graduating from flight training in No- doing a 400-knot buzz job over the han- and told Hansemann to never do that vember 1943, Hansemann completed gars at the Log Cabin Airport (WS69) again!” replacement pilot training in P-47 Thun- Doug Ward operates a few miles east of derbolt fighters. In January 1944, he Mondovi, Wisconsin. Off to Service joined the 505th Squadron of the 339th Ward and Hansemann grew up together After his 18th birthday in August 1942, Fighter Group that was headed for ser- in the lush farmland of Western Wiscon- Hansemann signed up for the Army Air vice with the Eighth Air Force in Eng- sin along the Buffalo River. “We went to Corps cadets. Ward enlisted in the Air land. According to squadron history, school and played football together and Corps in 1943 for mechanics school—but Hansemann was the youngest pilot in the were co-captains of the high school bas- eventually found himself a ball turret 339th when it deployed. ketball team,” says Ward. gunner on B-17 bombers. Clarence Shockley, Hansemann’s crew They both loved flying. Ward recalls a Says Ward, “Chris was very bright, but chief, wrote in an article for a history of day when a fellow from nearby Strum, he was very clumsy and not at all coordi- the 339th Fighter Group, “When Chris Wisconsin, landed a three-seat Piper J-5 nated. But as far as learning, things came Hansemann became our pilot; my first in a pasture near the Mondovi High easily to him. It’s funny—just the other impression was not of an officer, but a School. He asked Chris and Doug if they day I was looking over the old V-mail big kid who should have been playing wanted to go for a ride. that I got from him while he was in flight football. In fact, he had sustained a minor
10 Forward in Flight ~ Spring 2009 ~ Quarterly Magazine of the Wisconsin Aviation Hall of Fame
PEOPLE, PLANES & PLACES knee injury that made him walk with a close to the ground that we couldn’t see slightly uneven gait. I thought that for a him pass. Then he pulled up and did six fighter pilot he sure is big—and my God, rolls on his way home!” he’s three years younger than I am!” According to Shockley, “Hansemann Final Mission was assigned to ‘A’ flight of the 505th The next day, July 28, perched in the ball Squadron. The ‘A’ flight leader was an turret of his B-17 Flying Fortress, Ward older, married pilot with little enthusiasm may have seen Hansemann. Both men for combat. Chris on the other hand had were on the same mission, the 339th keen eyesight and was eager to engage Mustangs escorting the 305th Bomb the enemy at every opportunity and with- Group’s B-17s to Merseberg, Germany. out much concern for his own safety. Hansemann’s squadron commander shot “On April 27, 1944, he flew a P-51 for down a German fighter that day to be- the first time (the 339th’s Mustangs did- come the 339th’s second ace of the n’t arrive in England until after the Group war—and as Shockley notes “six weeks had already been there a few weeks) and after ‘The Bull’ had become an Ace.” three days later he went on the Group’s The synthetic oil refinery at Merseberg first combat mission. was the target again on July 29, 1944. “Despite his status as a ‘junior bird- One of Hansemann’s squadron mates, man’ Chris was not impressed with the Ed Ball, reported what happened: “On 29 role of flying wingman for an unenthusi- July, 1944, I was flying Number Four astic flight leader. He would occasionally In his 4-months of combat, Chris position in Blue Flight. We had just bro- press the attack when his flight leader Hansemann was credited with shooting ken up an attack on the bombers and would just as soon leave well enough down one German training plane, three ended up below the overcast. We spotted Me-109 fighters, plus credit for one-half of alone.” another trainer and one-half of a Ju-88 two Ju-52 transports on the ground about Shockley adds that on one occasion bomber. He also destroyed two Ju-88s on 4-miles Northwest of Naumburg parked Hansemann’s flight leader threatened to the ground and damaged a third. in a meadow along a row of high trees. ground him for being too aggressive and We went down to strafe them and on the accused him of “charging into combat base at Fowlmere—with the freshly first pass, Lt. C.J. Hansemann, who was like a ‘bull in a China shop.’” Hanse- painted bull’s head—over to Ward’s air- flying Number Two position, evidently mann’s squadron mates started calling field to see if Ward could meet him in carried his pass too far, catching a wing him “The Bull,” a name that Hansemann London on August 3 to celebrate Hanse- in the ground and cart wheeling over the relished. On his fourth Mustang he had a mann’s 20th birthday, which was actually trees into a field. His plane caught fire bull’s head painted on the right forward on August 2. and scattered over a wide area.” fuselage. Ward and Hansemann had a nice talk Doug Ward, as promised, went to Lon- On June 10, about old times and then walked down to don on August 3 to meet his friend. Of 1944, Hansemann see his P-51. “The red paint in the bull’s course, Chris Hansemann never showed became the 339th’s nostrils looked like blood because Hanse- up. Ward later went over to Fowlmere first ace by shoot- mann had taken off for my airfield before where he learned of the death of his life- ing down a Mess- the artist’s paint was dry,” Ward recalls. long friend from Mondovi. erschmitt Me-109. “The slipstream had caused the wet red Lieutenant Christopher J. Hansemann On July 19, Hanse- paint to flow along the side of the fuse- was the first pilot of the 505th Squadron, mann destroyed lage and though not intended, Chris very 339th Fighter Group to receive the Dis- two German Ju-88 much liked the effect.” tinguished Flying Cross, a fact he did not bombers and damaged a third on the They also shared their flying stories. know because the citation, dated July 27, ground at Heilbronn Airfield. Shockley “Chris told me how one time he took off 1944, did not arrive at Fowlmere until wrote that Hansemann’s “combat success on a mission in his Mustang and the bub- shortly after he had been killed in action. was even more remarkable since he flew ble canopy came off. It’s the only mis- The citation reads: For extraordinary predominantly as a wingman rather than sion that I know of that he had to abort. achievement and heroism in aerial com- in an attacking position. Chris was deter- He told me that day how he would get bat and the destruction of four enemy mined to make the most of any combat after his commander for not letting him airplanes over enemy occupied continen- opportunity that came his way.” fly every day!” tal Europe. The skillful and zealous man- By this time, Hansemann’s Mondovi Ward says, “When he left Chelveston ner in which Lt. Hansemann has sought pal Doug Ward was in England with the that day, he put on a real show. We were out the enemy and destroyed him, his 305th Bomb Group based at Chelveston. standing on a bomb shelter level with the devotion to duty and courage under all Ward’s diary relates that on July 27, barracks roof, which was about 10-feet conditions serve as an inspiration to his 1944, Hansemann flew his P-51 from his high. After taking off, Chris flew by us so fellow flyers. His actions on all these
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PEOPLE, PLANES & PLACES
occasions reflect the highest credit upon himself and the Armed Forces of the United States. Chris was initially buried in a German cemetery with this marker in German: “Here rests quietly Hansemann who crashed to death on 29 July ’44, buried 1 Aug ’44”. His remains were transferred to the Lorraine U.S. Military Cemetery in France when the war ended, and later, at his parent’s request, to the Lutheran Church Cemetery at Tell, Wisconsin, just a few miles northeast of Alma, along the Mississippi River. Some believe that Wis- consin’s Chris Hansemann may be the youngest American Ace of all time to have served with the U.S. Air Force. In addition to the Distinguished Flying Cross (with Oak Leaf Cluster), Chris was also decorated with the Air Medal with five Photo by Frederick Beseler Oak Leaf Cluster and the Purple Heart.
Log Cabins and Airplanes Doug Ward—from the turret to the trees
By Frederick Beseler
Doug Ward wanted to be a flight engi- Between April 16 and May 19, 1944, as over as the lead airplane.” neer. He wound up being a ball turret part of the 15th Air Force, Ward flew on On another mission, the brake lines on gunner on the B-17 Flying Fortress heavy 15 missions out of Italy against targets in Ward’s B-17 were severed by flak. “All bombers. He did go to mechanic school Italy, France, Austria, Rumania, and the hydraulic fluid was running out so I while in the Army Air Corps, but as Yugoslavia. just crimped the brake lines with pliers to Ward said, “Everybody in the plane, ex- Later, with the 364th Bomb Squadron stop the leaking. We lost an engine on cept the pilots, had to go to gunnery of the 305th Bomb Group based at that trip and I had the windows chopped school.” Chelveston, England, Staff Sergeant out and everyone’s parachutes ready to Ward completed his gunnery training at Ward flew 23 combat missions between go in case we had to bail out. Wendover Field—the same field that June 12 and September 3, 1944. These “Funny thing—and I didn’t think about later became the training base for the missions included targets in France plus this until later—but there I was down in 509th Composite Bomb Group that missions into Belgium and Germany— that ball turret with my shoes tied to- dropped the atomic bombs on Japan. including a nearly 10-hour long trip to gether lying up in the belly of the plane The Mondovi, Wisconsin, native was Berlin and back on June 21, 1944. with my chute. Ball turret gunners wore first assigned to the 419th Bomb Squad- Including the missions flying out of Italy, felt, electrically heated boots in the turret. ron of the 301st Bomb Group. “We Ward was credited with 268 hours of Well, if anything had happened and the picked up our new Consolidated B-24 combat flying time. “We were always plane had turned upside down or went Liberator bombers at the Willow Run catching flak. There were always holes in into a spin, I’d have been lucky just to get factory near Detroit. We flew the planes the plane when we’d get back.” out of the turret, much less find my chute over to Holman Field at St. Paul, Minne- For 65 years, Ward has kept a nearly or shoes!” sota, where our planes were fitted with four-inch by half-inch piece of German From his view in the ball turret on an- the Norden bombsight. From there we steel as a souvenir. He picked the piece other mission, Ward counted more than flew to North Africa,” says Ward. of antiaircraft shell out of one of his 100 parachutes in the air as German Once the 301st got to North Africa, plane’s engine cowlings after they got fighters attacked the huge formations of however, things changed. “One of the back to England. American bombers. veteran bomb groups saw the new air- “On one mission we saw our lead air- Ward says the fog was as bad as facing planes,” Ward recalls. “We had to give plane blow up. It took a direct hit from German fighters and flak. “We’d takeoff up our planes and we were given tired, antiaircraft fire in the bomb bay. We had from England in fog so bad you couldn’t old B-17s instead.” to move up in the formation and take see the wingtips of our own airplane. And
12 Forward in Flight ~ Spring 2009 ~ Quarterly Magazine of the Wisconsin Aviation Hall of Fame
PEOPLE, PLANES & PLACES sometimes there would be 1000 or 1300 bombers forming up over England! That was scary—worse than combat!” When the war in Europe ended, Ward says he was afraid he’d be sent to the Pacific. B-17 outfits were being retrained on B-29 Super Fortresses for duty over Japan. Fortunately, for Ward, and many other Americans, the war with Japan ended later that summer of 1945. Doug Ward came home and became Mondovi’s first mail carrier, a job he held for 37-years. Along the way, he renewed his interest in flying and started the Log Cabin Airport (WS69) east of Mondovi. “I bought a J-3
Cub about 1980. Before Photo courtesy Doug Ward long, I had six Cubs out here. I had to cut more Doug (above) wanted to be a flight engineer. This photo shows what trees to build more log he did instead. When he returned home from service in World War II, hangars.” he started the Log Cabin Airport in northwestern Wisconsin. His an- Today, Doug has “only” nual fly-in events have become very popular, with 100 airplanes and three Cubs, a Taylorcraft, hundreds of people showing up. Doug is pictured below showing some and a Citabria. He taught his son to fly, of the aviation memorabilia he displays at the Log Cabin Airport. who soloed in just three hours.
Popular Place The Log Cabin Airport is home to one of the largest grass airstrip fly-ins in the region. Ward started the fly-in (held an- nually around Labor Day) about 15 years ago “to stay on good terms with the neighbors, more or less.” The first few fly-ins didn’t attract more than a dozen or so planes, but in 2008 nearly 100 air- planes were on the field. Nearly 500 peo- ple—some who drove in—enjoyed sweet corn, hot dogs, and soda. No charge; just a donation, thank you! About 10 years ago, Doug started an annual ski plane fly-in held in late Janu- ary. While it’s fun to see the airplanes, it’s all about the people, says Ward. “Airplane people are the friendliest, most outgoing people I know. I don’t care where you go, if you run into other airplane people, you’ll develop wonder- ful friendships that can last a lifetime!” Photo by Photo by Frederick Beseler
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Air Refueling The Receiver’s View
By Gary Dikkers
red Beseler’s article in the Winter F 2008/2009 issue of Forward in Flight, with his observations of air refuel- ing while flying on a Wisconsin Air Na- tional Guard KC-135, made me think back to what it was like to be on the re- ceiving end. I spent four great years fly- ing the Air Force’s F-4 Phantom II dur- ing which air-to-air refueling was a com- mon occurrence—both for long distance deployments and during operational training.
History of Aerial Refueling Early in the history of aviation, it became obvious that air-to-air refueling could extend the range and usefulness of air- planes. Naval ships had refueled at sea from tankers for many years while en route, and both Army and Navy aviators longed to do the same with their aircraft. The first time air-to-air refueling is known to have occurred was in 1923, when two Army Air Service DH.4 bi- The first documented air-to-air refueling took place in 1923 when two U.S. Army DH.4 biplanes transferred fuel through a flexible rubber hose. U.S. Air Force photo. planes successfully transferred fuel through a flexible hose. Later that year, the same two airplanes set an endurance record of 37 hours using aerial refueling. The “Flying Boom” fast as 6,000 lbs/minute. It is then up to It was obvious that air refueling had The “flying boom” played a significant the pilot of the receiving aircraft to main- potential, but in those early years, refuel- role in making aerial refueling common tain a steady position as the fuel adds ing remained both primitive and danger- practice. With the flying boom, all the weight and shifts the center of gravity. ous. Early techniques used flexible hoses pilot of the receiving aircraft has to do is The key to success is anticipating the that would whip around in the wind; the fly in close trail behind and under the increase in weight, and being ultra- hoses lacked secure connections into fuel tanker, using light bars on the bottom of smooth with both the stick and throttles, tanks and constantly leaked fuel onto the the tanker to find the correct spot. The making constant, almost imperceptible airplane. And, the operators had to crank pilot then opens a fueling receptacle door adjustments. If the pilot of the fighter manual pumps to move the fuel. and once stabilized, maintains position makes any rapid or erratic control inputs, Air-to-air refueling didn’t blossom until while a skilled boom operator (known as it is possible to buckle, jam, or even snap the late 1940s when the U.S. Air Force’s the “boomer”) “flies” the boom’s refuel- off the tanker’s refueling boom. Strategic Air Command (SAC) realized ing probe into the receptacle using the V- Once the fuel is offloaded, the tanker the only way to give its nuclear bombers shaped elevons at the end of the boom. stops pumping, withdraws the boom, and true intercontinental range was by using (The boomer has a control stick that the pilot of the receiving aircraft moves aerial refueling. Chief of Staff Carl looks exactly like the stick of an airplane. down and away from the tanker. “Tooey” Spaatz gave development of Using the stick, the boomer can “fly” the There is a second type of air refueling aerial refueling the highest priority; the probe up and down, to the left and right, in use called “probe and drogue.” This is KB-50, KC-97, KC-135 “Stratotanker,” and extend the boom in and out.) where the fighter is equipped with a and the Boeing-designed “flying boom” Once the boom probe is locked into the probe that the pilot extends and then flies soon followed. receptacle, the boomer can pump fuel as it into a basket-shaped drogue attached to
14 Forward in Flight ~ Spring 2009 ~ Quarterly Magazine of the Wisconsin Aviation Hall of Fame
CHECK SIX a flexible hose trailing behind the tanker. ity for separation of aircraft) and com- I won’t go into detail on the “probe and plete the rendezvous. drogue” technique due to space limita- If the tanker was flying alone, we tions in this issue—perhaps another time. would use a point parallel intercept and tell the tanker when to turn, while we Operational Air Refueling headed toward the tanker with closure My first experience at aerial refueling rates that could be as high as 800- to 900- was while at an Air Force replacement knots. (With an 800-knot closure speed training unit (RTU) learning to fly the F- the WSO would tell the tanker to start its 4. It wasn’t particularly difficult, al- turn 21 miles out.) It was always fun sit- though it did require intense concentra- ting in the front of the F-4 watching the tion. Perhaps the most challenging aspect tanker start its turn on radar long before it was the rendezvous with the tanker— was visible to the eye. Then about half- especially at night. way through its turn, I could pick up the Tankers normally anchored in what we tanker visually, and watch as it com- called an air-refueling track where they pleted its turn, rolling out in front of the flew a constant orbit, not unlike a giant approaching fighters. When everything Gary Dikkers in the cockpit of an F-4 at holding pattern. As we approached the went right, the tanker would complete its Spangdahlem Air Base, Germany. refueling track, a military ground con- 180-degree turn about 400 yards in front trolled intercept (GCI) operator or FAA of the joining fighters. It then took only a air traffic controller, would vector us bit of speed adjustment and maneuvering eling track while we did a fighter turn-on toward the tanker until the weapons sys- to close the remaining distance. and a “stern conversion” intercept. Those tem operator (WSO) in the F-4 could If the tanker had “chicks in tow” mean- were the most fun. Again the WSO pick up the tanker on radar. At that point, ing the tanker was passing gas to other would use radar to call the fighter turn we would tell the controller we were fighters and couldn’t turn in front of us, long before the tanker was visual, and as “MARSA” (military assumes responsibil- the tanker would continue along the refu- soon as the pilot got a “tally ho” on the
“If all went well, we would roll out about 400 yards behind the tanker, and then stabilize in position, waiting until the tanker finished refueling the fighters already in position.”
—Gary Dikkers
Refueling while flying across the French Alps during a redeployment from Turkey to Spangdahlem Air Base, Germany. On this flight, the four F-4s had a dedicated tanker and flew a loose formation following a single tanker the length of the Mediterranean and across France. This tanker has "chicks in tow." Photo by Gary Dikkers.
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tanker and its chicks, we would maneu- ver to complete the rendezvous, using whatever combination of airspeed, bank angle, speed brakes, and afterburner was needed. If all went well, we would roll out about 400 yards behind the tanker, and then stabilize in position, waiting until the tanker finished refueling the fighters already in position. We trained often to stay proficient, and once each quarter a tanker crew and air- craft would deploy to our fighter base for a week of concentrated practice. During that week, we would do both day and night refueling. The image (right) accom- panying this story of me flying an F-4 while refueling was taken during one of those weeks. One of the WSOs in our squadron spent a day flying with the tanker so he could take a picture of each crew in our squadron while on the boom. Aerial refueling is most useful during long distance deployments. My longest flight in the F-4 was more than 11 hours going from Spangdahlem AB, Germany, to Eglin AFB, Florida. During that flight, four KC-135 tankers “dragged” 16 F-4s across the Atlantic. On that flight, I made nine separate refueling hookups. The reason for the high number was that we never waited until the tanks were almost empty before refueling—instead we al- ways wanted enough fuel on board in the event something went wrong and we had to divert. The 16 fighters on that deploy- ment kept cycling onto and off the tank- ers to keep their tanks topped. In fact, one of our pilots did divert to Saint Johns, Newfoundland, after he got into a pilot Photo courtesy of the Gary Dikkers Collection induced oscillation (PIO) while on the Gary Dikkers flying an F-4 while refueling from a KC-135. It was important to maintain a stable position without making any sudden aircraft movements. Although the refueling boom, fouled his air refueling door, and boom was free to move from side to side and up and down, any sudden movement could was unable to take any more fuel. damage, buckle, or even snap the refueling boom before the "boomer" could pull the The image of the KC-135 refueling boom from the receiver aircraft. three F-4s was during a squadron- redeployment from eastern Turkey back to Germany. On this flight, we had a dedicated tanker for every four fighters and we flew a very loose route formation the length of the Mediterranean following the tanker, topping off when needed. I moved out to the side to take the image of the other three F-4s with the tanker as we crossed the French Alps. Gary Dikkers was a Forward Air Controller and Air-to-air refueling offers tremendous fighter pilot in the Air Force. After retiring from the capability. It has added much to the use- Air Force, he and his family settled in Madison. He fulness and potential of tactical and is now with the WisDOT/Bureau of Aeronautics strategic aircraft since World War II. and is Wisconsin’s airspace manager.
16 Forward in Flight ~ Spring 2009 ~ Quarterly Magazine of the Wisconsin Aviation Hall of Fame
TANKER TALES
Air Refueling The Tanker’s View By Tom Thomas
I began flying tankers at Castle Air Force 1978 and flew it until October when I Base in Central California in the fall of transferred to the Madison Air Guard and 1967. Those were the KC-135As that we flew O-2As, but that’s another story. referred to as “water wagons.” Our train- Flying the strong, reliable, stable, and ing flights included multiple crews and dependable Boeing 377/KC-97L was we would trade off positions throughout great! The horror stories about the 97 I the flight. had heard while on active duty proved to Most of our training flights at that time be untrue. It was a great bird to fly and were at takeoff weights between 250,000 what made it fun was that it worked so to 275,000 pounds, which was mostly well, thanks to our maintenance crews fuel. In warm or hot weather, 5,581 and base support. When flying a two- pounds of water was injected into the week mission at Edwards Air Force Base exhaust chambers of the J57 jet engines refueling the YF-17 we completed all our Tom climbs into an A-10 for a night on takeoff, which basically gave the missions and returned to Milwaukee with refueling mission in 1992. equivalent of a fifth engine of thrust for only one write-up, and that was about our approximately 125 seconds. That extra VHF radio. When we landed, we learned that nine bit of push got us off the ground and up seagulls had struck the airplane, one of to 500-feet above ground level (AGL), KC 135 and KC97-L Experiences which was impaled into the leading edge where we’d level off and accelerate to In Frederick Beseler’s article from the of the left wing. 200kts and then retract the flaps before Winter 2008-2009 issue of Forward in Most memorable, perhaps, was in 1969 the water ran out. By that time we had Flight, a picture showed an F-4 being when we flew nonstop from Hickam reasonable flying speed and would con- refueled by the KC-135. I’ve refueled the AFB, Hawaii, to an airport near Boston, tinue to accelerate to 285kts for climb F-4 from both the 97 and the 135. Inter- Massachusetts, with troops returning out. It was an exciting part of the takeoff estingly, in the 97 we refueled them from the Vietnam War. as the water produced additional sound around FL200 at 230-knots indicated My flying experiences with the Mil- and large dark clouds of exhaust, which airspeed (KIAS), and in the 135 we refu- waukee Air Guard in the 97 included was mostly steam from the water. eled them around FL300 at 315 (KIAS), landing uphill on Thule, Greenland’s While flying the 135 in the Air Force in or .83Mach. In the 97, when the F-4 was asphalt runway, which was painted white; the late 1960s and early ’70s, I’d heard a getting full it got difficult for them to flying emergency food supplies to Nica- lot of stories from old head crew mem- hang on the boom so we had a procedure ragua after an earthquake there in 1973; bers who had flown the KC-97. They told we called ‘toboggan,’ which meant we and refueling the YF-17 during flight of getting their flight suits covered with were initiating a slight descent to give the tests in its fly-off competition with the oil when losing engines was a common F-4 crew just enough added control to YF-16. Once we flew nine hours from the experience. Little did I know at the time hang on for the top off. We didn’t have to Azores to Bermuda, and then got vec- I’d have the opportunity to fly the grand do that with fighters in the 135s as it was tored 4-miles east of the Bermuda run- old bird myself. easy to keep up with them. Depending on way in IFR conditions and almost into I’d been checked out as a flight instruc- our mission, we’d easily cruise at .9Mach the Atlantic Ocean before we broke out tor in the KC-135A prior to leaving ac- and also refuel in-flight at that speed, about 500-feet AGL descending on a tive duty and had visited the Milwaukee depending on the receiver’s need. precision approach. It could only happen Air Guard Tanker Unit to talk about pos- My experiences on active duty in the in the Bermuda Triangle. sible openings. I was told they’d be mov- 135 are many, including MITOs Another time, Chicago Center vectored ing out of the KC-97 in a matter of (minimum interval take-offs), off loading us to a reported stationary UFO at night months and would be able to use my fly- more than 200,000 pounds of JP-4 fuel in over Muskegon, Michigan, at flight level ing skills as a 135 instructor pilot. When 6 hours, and getting struck by lightning 210 en route to a rendezvous with F-100s my commitment was completed with the and loosing all our instruments while in from Selfridge ANG Base. Once during Air Force in the fall of 1971, I joined the the clouds. On one mission in Southeast an air show back in the 1970s, we were Wisconsin Air National Guard (ANG) in Asia, we offloaded fuel to 26 aircraft. actually transferring fuel to an F-100 at Milwaukee. As things turned out, my first We’ll never forget taking off into a large 1000-feet AGL down the air show run- flight in the KC-97L was in February of flock of seagulls at rotation (155-kts) way with a drog (basket). 1972 and my last flight was in January with the result being a closed runway so Flying both tankers was a joy; each had 1978. I re-qualified in the 135 in January it could be swept of the birds’ remains. a unique personality.
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WISCONSIN AIRPORTS
From Hayfield to Vibrant Airpark Waunakee Airport
By Duane Esse
In August 1946, Jerome Ripp mowed a strip of hay from his father’s farm and began flying his airplane from it. His dream of having his own airport evolved into what is today a vibrant community airpark in Wauna- kee, Wisconsin. Dreams like that have come and gone by other pilots hundreds of times over the past 100 years but not all airports were able to survive. Owning your own airport isn’t easy, as most private owners will attest. There’s always the encroachment of housing develop- ments and the ensuing noise com- plaints. There’s the responsibility of mowing grass, plowing snow, keeping runway lights operating, and occasion- ally, the complaints of neighbors about low flying aircraft. Jerome handled those things for many years until his son, Don, became interested and earned his pilot certifi- cate. Don willingly assisted his dad with those responsibilities, and helped maintain the airport as best they could. It wasn’t long before Jerome’s pilot Photo by Rose Dorcey friends began asking if they could use The late Jerome Ripp (bottom row, right) and his his runway. Then in 1959, a pilot bought a piece of land from wife, Delores, along with their son, Don his wife, Jerome in order to build a house and hangar. Soon other pilots Jean, in 2005. Jerome’s dream of flying his airplane saw the uniqueness of having their airplane in the backyard and from his own strip was the start of what became one soon, he sold more lots. Today, there are 45 homeowners with of Wisconsin’s most popular airparks. access to the runway.
Pilots Get Involved Concerned with airport upkeep, many Waunakee pilots began The Waunakee Airport (6P3), 5-miles northwest of Madison’s pitching in. In 1960, they held an airport breakfast with pro- Dane County Regional Airport (MSN) was in the Ripp family ceeds to be used for airport improvement. In 1979, the users for 59 years. Jerome stated numerous times over the years that formed the Waunakee Airport and Pilots Association (WAPA) he would do everything he could to keep the airport open. There in order to continue assisting Jerome. Through the years, were challenges, and with continual maintenance and steep in- WAPA has held an annual breakfast on the airport with the creases in property taxes, Jerome became weary of it all. Mem- main objectives of developing good community relations and of bers of WAPA had approached him several times over the years supporting the airport’s upkeep. They have served up to 1200 with an offer to purchase the airport, but he declined each offer. breakfasts at some events. In March 2005, a group of pilots who have homes on the
18 Forward in Flight ~ Spring 2009 ~ Quarterly Magazine of the Wisconsin Aviation Hall of Fame
WISCONSIN AIRPORTS airport began seriously pursuing the purchase. Lynn Erickson assisted with construction of the basic building, and then helped put together a plan to purchase the airport and formed an LLC. individual T-hangar owners complete construction of their part After 24 participants agreed to become partners in the airport of the building. Today, attractive and functional buildings house ownership, Jerome accepted their offer. The Waunakee Airpark 10 aircraft, a WAPA storage area, and an office with meeting LLC became new owners on Sept. 1, 2005. room. Neighbors in the area have commented on how the build- There were 15 T-hangars on the east end of the airport, owned ing improves the neighborhood’s esthetics. by individual pilots, who were leasing land from Jerome. Most of the hangars were old and in need of repair. Lynn approached those hangar owners with a plan to raze the hangars and con- Why Live Here? struct a new building, one that would include 10 T-hangars, a Dr. John Rowe is an emergency room doctor and an airport storage area, and a meeting room. After a great deal of negotiat- resident for 20 years. His work has taken him to hospitals in ing and planning, 10 pilots agreed to the plan. They would lease Iowa and southern Illinois. He said his airplane has allowed him land from the LLC. to travel to those jobs and be home most evenings. He also The next step was for each hangar to be torn down by its stated that he enjoys being able to fly rather than drive, and owner. A number of WAPA members joined in to assist in the having the airplane in his backyard makes it very convenient. razing process and on May 2006, the process was completed. Another airpark resident, Bob Erickson, put it this way, Construction of the new building began in June and was “Having an airport in the backyard is about as close as we are completed by December 2006. Numerous WAPA members going to get to heaven without dying.” A close friend of Bob’s
If you are able to keep your airplane close, you will sleep better when you hear the wind blowing or see hailstones in the driveway.
—Bill Erickson
Before (above) and after photos show the transfor- mation from rundown hangars to a modern community asset. The new building has room for 10 aircraft, storage, and a comfortable space for meetings and com- munity events. Photos by WAHF Member Lynn Erickson Lynn WAHF Member Photos by
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WISCONSIN AIRPORTS
had built on the Waunakee Airport and he liked the idea. Bob Jerome thoroughly enjoyed aviation and spent most of his life and his wife bought a lot and have been residents of the airport sharing his joy with others. The airport was there to share with for 39 years. He said the biggest benefit of an airport in the anyone interested in aviation. The Badger Skydivers got its backyard is keeping the airplane close. “Your airplane is a start at the Waunakee Airport, and Jerome allowed individuals large monetary investment and a huge emotional one as well. If to start fixed base operations on several occasions. He loaned you can keep your airplane close, you will sleep better when airplanes to pilots, flew parts for the local implement dealer, you hear the wind blowing or see hailstones in the driveway. If flew “med flights” when farmers needed medicine for their you own a boat, you want to live on the water. If you own an livestock, and gave numerous flights to individuals. That inter- airplane, you want to live on an airport. It’s that simple!” est and dedication has carried through to the third generation. Jerome’s grandson, Randy, is currently flying for Republic Airlines out of Chicago. Jerome’s Legacy The Waunakee Airpark LLC members intend to continue The Waunakee Airpark is situated in the heart of the commu- the Ripp legacy for at least the next 60 years. A residential air- nity. The airport owners, village politicians, and school offi- park is a community where residents have common interests. cials have communicated and cooperated exceptionally well to They all don’t always agree, but the camaraderie is closer than allow for village and school development near the airport, in the average neighborhood. while keeping airport operations in mind. This has resulted in Having your airplane in your hangar connected to the house satisfaction for all involved. and being able to pull it out and be flying in a few minutes is as The Waunakee Airpark has a deep and interesting history. Bob Erickson said, about as close to heaven without dying. Once Jerome cut the hay and began flying off the farm strip, he began courting a girl named Dolores. One year on Valentine’s Day, he flew over her parents’ farm and dropped her a box of candy. Fortunately, it landed on a haystack and wasn’t dam- Author Duane Esse is a Waunakee Airpark resident who has aged. She eventually became his wife. enjoyed living there for the past 17 years.
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View of the Waunakee Airpark, from southeast looking northwest. Photo courtesy SkotPhoto courtesy Weidemann. Visit www.WeidemannPhoto.com
20 Forward in Flight ~ Spring 2009 ~ Quarterly Magazine of the Wisconsin Aviation Hall of Fame
FIF UPDATE
Milwaukee’s Steel Curtain—Sun Prairie Update By Gary Dikkers In the Winter 2008/2009 issue of For- warheads would ward in Flight, my article, “Milwaukee’s have exploded Steel Curtain” told of the U.S. Army high above Wis- Nike missile bases that ringed Milwaukee consin cities as far during the Cold War. Since then, WAHF away as Eau inductee/board member Tom Thomas Claire, Wausau, found an article from a 1958 issue of the Rhinelander, Truax Air Force Base newspaper (The Green Bay, and Scorpion). I learned that Sun Prairie, even Rochester, Wisconsin, had been selected to become Minnesota. a base for the Air Force’s BOMARC, a The Sun Prairie surface-to-air missile designed to shoot BOMARC base down the waves of Soviet bombers we would have been feared would attack the U.S. after cross- designated an out- ing the North Pole and Canada. lying facility of Through research, I found that con- Madison’s Truax struction of Sun Prairie Air Force Base Air Force Base, began in 1958, but had not progressed far which in turn was before being cancelled at the same time headquarters for the Air Force stopped construction of the Air Defense Richard I. Bong Air Force Base in Command’s Chi- Kenosha County. cago Air Defense Sector. Truax was THE BOMARC MISSILE also home to the Sun Prairie Air Force Base would have Semi-Automatic received the BOMARC, a long-range, air Ground Environ- -breathing missile. BOMARC was an ment (SAGE) site acronym from the Boeing Airplane Com- for the Upper pany (BO), the missile’s builder, and the Midwest. The SAGE system A BOMARC test launch. Just prior to launch, the two Michigan Aeronautical Research Center collected and merged radar hangar halves slid apart and a launch rail raised the missile to the vertical. U.S. Air Force photo. (MARC), a research arm of the Univer- information from many sity of Michigan that worked with Boeing sources; its operators would have set tar- to design the missile. The BOMARC was get priorities, controlled jet fighter inter- nearly the size of a jet fighter (47-feet cepts, and directed anti-aircraft missile long with an 18-foot wingspan) and had launches against incoming bombers. two ramjet engines that burned regular Although the Sun Prairie site was never Genie missile, and when at the height of automobile gasoline. The missile completed, 15 BOMARC bases were the Cuban Missile Crisis in 1962, the launched vertically using two solid fuel eventually built around the U.S. The New pilots of two F-106 fighters armed with booster rockets. Once up to speed, the Jersey BOMARC base had 56 hangars, nuclear missiles at Volk Field near Camp missile jettisoned the boosters and the each holding a single BOMARC missile. Douglas mistakenly received word that ramjets took over, carrying the missile to When the time came to launch, the han- World War III had started, and had actu- more than 60,000-feet where it cruised to gar halves slid apart, and a missile rail ally started their takeoff rolls before they its target at a speed of almost Mach Three raised the BOMARC to the vertical be- were stopped. (2,000+ mph). The BOMARC was our fore solid rocket boosters launched the country’s longest-range air defense mis- missile straight up, accelerating to a sile with a maximum range of more than speed of almost Mach Two before the 1. A ramjet is the simplest jet engine, with 200 miles. Like the Army’s Nike Hercu- two ramjets1 ignited and took over. The few moving parts. The forward motion of les missile, the BOMARC could carry a missiles at the U.S. and two Canadian the engine compresses incoming air into nuclear warhead. It was designed to ex- sites remained on alert until 1971. a combustion chamber where gasoline is plode in the middle of an enemy bomber In the summer issue of Forward in mixed with the air and ignited. Ramjets formation, knocking many aircraft out of Flight, I’ll share more about Wisconsin’s can’t light until air is flowing through the sky at once. Had the Sun Prairie base air defense during the Cold War, when jet them at several hundred miles per hour. been built, and the missiles ever fired in fighters at Madison’s Truax Air Force A version of a ramjet (the pulsejet) pow- anger against an enemy attack, nuclear Base sat alert with the nuclear air-to-air ered the German V-1missile in WW II.
21 Forward in Flight ~ Spring 2009
FROM THE ARCHIVES
From Circus Performers to Props Fred Leidel’s love of aviation remains
By Michael Goc
A Corben Jr Ace at the Madison Airport in 1934, one of the airplanes that impressed Fred Leidel
when he was young. Photo Courtesy EAA Archives
Fred Leidel was 18-years-old in the summer of 1934 when he walked six blocks from his home on the east side of Madison to the North Street Airport. For a bright young man look- ing for adventure, he was in the right place at the right time.
Perched on the edge of the city in enlisted to sell tickets for rides in a was the “fat lady” who more than the shadow of the tall Oscar Meyer six-place Travelaire owned and oper- filled the front seat and required help plant, the North Street Airport was ated by Walter Blake. Even at the re- from five men to climb aboard. It was about 5-years-old. Louis Schoelkopf, duced Depression rate of $1per head a good day for Fred, who sold more the first Ford auto dealer in Madison, per ride, the going was slow. Then the tickets than ever. had followed Henry Ford’s directive Ringling Brothers Circus came to In time, he made a deal with Walter that Ford people should also become town. The circus train unloaded in the Blake to sell tickets in exchange for aviation people. Weighed down by the yards on the east side and set up the flight lessons. They traveled around Great Depression, North Street was tent with its fabled three rings at the southern Wisconsin in the Junior Ace not a beehive of activity, although the end of the runway at North Street. Blake had acquired from Corben. On place had started to buzz a few years Leidel helped the roustabouts raise rainy days, Fred built airplane ribs in earlier when Orland “Ace” Corben the tent and let them know he was the Corben shop. Already a model came to town. authorized to sell them tickets for a builder, Fred decided to make minia- Inventive mechanically and a natu- plane ride discounted to fifty cents. It ture Corbens. He made his own draw- ral showman who had honed his talent was an offer they couldn’t pass up. ings and printed them on the blue as a circus performer, Corben had Then the circus performers came, printer at Madison East High. acquired the Ace Aircraft Company both headliners and sideshow “freaks” The aviation bug had so bitten him and set up shop to manufacture and as they were known in those “less that he spent his pay on train tickets market kits and completed airplanes at sensitive” days. There was the “tallest to downtown Chicago where he North Street. He and Schoelkopf part- man in the world,” who carefully hopped on the trolley running to the nered up to sell airplanes and promote folded his long limbs into the Trave- city airport not yet named Midway. the airport. laire. He was accompanied by the He would spend the day near the run- On the day young Fred Leidel “girl with no limbs” zipped up in her way taking snapshots of the planes turned up at North Street, he was custom traveling bag. Last to board big and small as they landed there. He
22 Forward in Flight ~ Spring 2009 ~ Quarterly Magazine of the Wisconsin Aviation Hall of Fame
FROM THE ARCHIVES
hub of the action, so to speak, and so was Fred Leidel. As a design engi- neer, he helped create, test and perfect the props for some of the most important airplanes in the American military fleet, including the P-51, B-29, B-25, and B-26. He invented and
built a test rig for Photo Courtesy EAA Archives propeller spinners. Despite construction work, Corben parked a Super Ace on Madi- The prop can’t spin son’s State Street to promote a film at the Orpheum Theater. without a spinner Orland “Ace” Corben. and testing a spin- Photo courtesy of EAA Archives. ner after it is mounted on an airplane faculty of the university to teach engi- motor costs time and money and of neering, drawing, and descriptive ge- course, is potentially dangerous. ometry. He eventually rose to the rank just happened to be around with his Fred’s rig enabled designers and engi- of full professor and Associate Dean camera when Ace Corben landed a neers to test a spinner for efficiency of Engineering, even though he did Baby Ace and parked it next to the and reliability before it left the fac- not acquire a postgraduate degree. largest commercial aircraft of its tory. It was one of many unheralded Fred has never lost his interest in days, the Curtiss Condor. contributions to the American vic- aviation, spending many hours in the After logging about 5-hours in tory in World War II made by civil- air with friends like Madison’s Bill Blake’s aircraft, Fred was ready for ians working in industry. Rewey. He is an EAA Corben Chapter his license but the eye exam revealed When the war ended, Fred saw the 93 member in Madison and since that he had monocular vision. His demand for propellers diminishing as 1993, has volunteered for every EAA dream to be a pilot was not to be real- jet engines replaced prop jobs. He AirVenture Oshkosh. ized, but his interest in flight was not returned to Madison and joined the diminished and his experience in the Corben shop showed where he could use it. He enrolled in the University of Wisconsin School of Mechanical Engineering and perfected his skill as a draftsman. He was so proficient that, after two years as a student, he hired on as an instructor, and contin- ued in his dual role as teacher/student until graduating in 1940. Although many doors were open to a mechanical engineer of his ability, Fred chose to stay in aviation. He sur- veyed every corporation related to aircraft design and manufacture in the country and found that he could head to the West Coast, Kansas, or the East Coast. He went east to the Hamilton Standard Company of East Hartford, Connecticut. The United States began to rearm for war just as Fred moved east. Ham- Dorcey by Rose Photo ilton Standard propellers were at the Fred Leidel, far right, is a longtime volunteer at EAA AirVenture Oshkosh.
25 Forward in Flight ~ Spring 2009
MEMBER SPOTLIGHT
Frederick O. (Fred) Leidel
Occupation or job title: From 1940, Favorite quote or words of wis- The latest book I read or favorite Design Layout Engineer (propeller dom: From my entry in Who’s Who in book: “The Wild Blue” by Stephen blade designer) Hamilton Standard America: “The rewards for effort are Ambrose. Favorite Author: James Props. 1945, instructor, assistant, almost always greater than the effort. Michener. associate and full professor, Associ- Therefore effort seems to be a good ate Dean 1982, University of Wiscon- way of getting something for nothing. Why I became a member/supporter sin College of Engineering, Depart- The result is an upward spiral for the of WAHF: To increase my involve- ment of Drawing and Descriptive Ge- pleasure of the reward leads to ment in aviation. ometry. Retired in 1982. greater effort.”
What I enjoyed most about my job: Creating things (prop blades and re- lated items) and helping students find appropriate goals and then helping them accomplish them.
When I’m not at work I am: Active in church, the Masonic Lodge, The Or- der of the Eastern Star, and since 1994, active in EAA.
Aviation affiliations: EAA Corben Chapter 93, Warbirds (Janesville).
Favorite airplane: P-51 (partly be- cause I designed the propeller blades), Pietenpol, and the Corben Jr. Ace. (because I soloed on in 1939.)
One thing most people don’t know about me: Thanks to the encourage- ment of Dr. Bruno Balke, from age 50 to age 85, I ran 33,000 miles (earth circumference about 24,000).
My greatest accomplishment in life so far: Advancing at the University of Wisconsin as I did, plus earning the “Benjamin Smith Reynolds Teaching Award” with only a Bachelor of Sci- ence in mechanical engineering.
One thing I want to do before I die: I’ve been toying with the idea of mak- ing a tandem parachute jump.
The person I most admire: Probably Anne Morrow Lindbergh.
24 Forward in Flight ~ Spring 2009 ~ Quarterly Magazine of the Wisconsin Aviation Hall of Fame
MEMBER SPOTLIGHT II
Pat O’Malley
Occupation or job title: Owner/ One thing most people don’t Operator of the Jet Room Restau- know about me: I am a charter rant at Dane County Regional Air- member of the C.C. Riders Motorcy- port (MSN) in Madison, Wisconsin. cle Club.
What I enjoy most about my job/ The person I most admire: My dad, what I do: The opportunity to chat who was in the state legislature for with pilots of all types and people 18-years and a farmer before that. who enjoy the world of aviation. Unfortunately, my appreciation for Also, the excitement of the children what he did came way too late. watching the airplanes. Favorite quote or words of wis- When I’m not at work I am: Flying, dom: “If you’re born to hang, you’ll snowboarding, cross-country skiing, never drown.” I recite this when I fly motorcycle riding, or on a vacation over Lake Michigan. scuba diving, bicycling, or canoeing. My greatest accomplishment in Aviation affiliations: Aircraft Own- life so far: Finding out what I really ers and Pilots Association (AOPA), want to do for a living (restaurant Experimental Aircraft Association business) and being able to combine (EAA), Waunakee Pilot’s Associa- it with aviation (restaurant at airport.) tion, and of course, WAHF. Pat Wants to Know... Why I became a member/ The latest book I read or favorite supporter of WAHF: Because of Have You Sent In Your book: Glacier Pilot is my favorite. the dedication of the people who Member Spotlight? keep it going. Favorite airplane: My Piper Colt All WAHF members receive a Member with taildragger conversion. Spotlight form when you join or send your renewal. If you haven’t received it, call WAHF and we’ll send you one! Or, just answer the questions Pat did, and email them to WAHF. Mail it soon, along with a sharp photo, so that you can be featured in a future issue of Forward in Flight, and then Pat can read about you! Send to:
Rose Dorcey Wisconsin Aviation Hall of Fame 3980 Sharratt Drive Oshkosh WI 54901-1276
[email protected] or call 920-385-1483
Address Changes
If you have moved recently, please in-
O’Malley photo photo O’Malley form WAHF of your address change. Use Pam and Pat O’Malley, owners of the Jet Room Restaurant at MSN. the contact information above.
25 Forward in Flight ~ Spring 2009
PIREPS
Wisconsin Students Are NASA’s Top Choice By Tom Thomas
n Thursday, February 12th, theO Lake Mills community burst with pride as staff from NASA’s John F. Ken- nedy Center and Astronaut Daniel Tani visited the Lake Mills High School to present two former Lake Mills Middle School students and their sci- ence teacher with the top prize in a na- tional contest. Lake Mills is Number One! The national contest was sponsored by NASA and Seventeen Magazine. Partici- pants completed NASA applications that consisted of individual and group essays on the topic “Your Dream Experience.” The essay topics ranged from personal goals to examining possible uses of NASA’s space research and development to factors here on Earth. Evelyn Libal, NASA’s Daniel Tani, and Nick Kreutziger (above). The Lake Mills winning team included Jeanne Nye, below, with her winning team. The award winners will visit John F. Nick Kreutziger, a 9th grade student at iQ Kennedy Space Center in Florida for job shadowing and educational activities. Academy Wisconsin, Evelyn Libal, a 12th grade student at iQ Academy Wis- consin, and Lake Mills Middle School science teacher Jeanne Nye. All applica- tions were evaluated and those applicants who ranked highest received a telephone interview as a follow up. Nick, Evelyn, and Ms. Nye’s team finished the best overall. As winners, they will receive an all expense paid trip to John F. Kennedy Space Center in Florida to job shadow various professionals in the engineering and scientific fields for three days in March. This isn’t the first time Wisconsin has earned special recognition from NASA. Lake Mills also proudly boasts of Dr. Rainer Effenhauser, MD, a NASA physi- cian working in Aerospace Medicine at the NASA Houston Space Center. In nearby Watertown, Wisconsin, the city can boast of a Space Shuttle astro- Tom Thomas Photos Tom Thomas naut, Dan Brandenstein. In addition, just 50 years ago NASA selected Wisconsinite Deke Slayton of To Evelyn, Nick, and Jeanne, congratula- your trip to the Florida Space Center. Sparta to be a Mercury 7 Astronaut on tions! We are proud of you for winning Clearly, as you move forward, your fu-
April 19, 1959. this national contest and excited about ture is in the stars.
26 Forward in Flight ~ Spring 2009 ~ Quarterly Magazine of the Wisconsin Aviation Hall of Fame
PIREPS
Best Wishes & Congratulations to...... Bob and Grace Wylie, who celebrated 60 years of marriage on Saturday, January 31. Bob is a ...Rob Hom, who has moved south former WAHF board member to become airport manager at Eagle and the author of Wings North: River Union Airport (EGV). Rob left Wausau’s Aviation History. Ashland, Wisconsin’s John F. Ken- Bob and Grace were at the nedy Memorial Airport (ASX) to take chili dinner and ski plane fly the place of previous airport manager -in at the Wausau Down- Scott Volberding, who has a new air- town Airport (AUW) be- port job (below). Rob said he is look- fore going home to cele- ing forward to working with the cur- brate with family. Bob rent airport staff and the Eagle River Mohr, head chili cook, airport commission. prepared a heart- Rob Hom, new airport “The Eagle River Union Airport has shaped cake for the manager at EGV. earned a reputation in the aviation longtime lovebirds, community as being well run and supported by the local com- and served it up with a munity, and I hope to continue that trend,” Rob said. “Eagle bouquet of balloons River is a busier airport with higher traffic counts than ASX, and good wishes. Happy 60th! and I expect it to be a pleasant challenge to adjust to in coming months.” ...a few doors down, WAHF Member Syd Cohen provided ...Scott Volberding has accepted the position of airfield op- Wausau airport visitors a tour of his hangar, where he and a erations supervisor at Austin Straubel International Airport in band of volunteers are restoring a World War II-era Waco CG- Green Bay. He served as airport manager at Eagle River for 8- 4A glider. The progress is remarkable; Syd reports the project years. Scott has a Bachelor of Science degree in airport man- is about halfway complete. Below, Syd describes a wooden agement from the University of North Dakota. He originally container in which air sick bags were likely stored. wanted to be a commercial pilot, but a professor influenced him to get into airport management. The Eagle River Airport Commission accepted his resignation “with regrets along with congratulations” on his future position in Green Bay.
...WAHF 2004 Inductee Field Morey received the Wright Brothers Master Pilot Award from the Federal Aviation Administration in November 2008. Belated congratulations go to WAHF Member Dan Donovan who received the same award in August 2007. The award recognizes pilots who have demonstrated professionalism, skill, and aviation expertise by maintaining safe operations for 50 or more years. Field Morey
Morey Airplane Company Since 1932
Middleton Municipal Airport/Morey Field Self-service 100LL & Jet A 24-7
27 Forward in Flight ~ Spring 2009
FROM THE AIRWAYS
Wisconsin Aviation Learn TAFs with Midwest Sport Named Conference Aviation Tutorials Flightmaster Distributor The 54th Annual Wisconsin Aviation Aviation Tutorials Company, LLC has Midwest Sport Aviation, LLC, based at Conference will be held released Weather Statement Ground- Richland Airport (93C) in Richland Cen- May 4-6, 2009 at the school 3.0, an interactive course on ter, Wisconsin, has been named the ex- Ramada Inn Conven- METARs, TAFs, and Pilot Reports, clusive world- tion Center in Eau available on CD-ROM or by computer wide distributor Claire, Wisconsin. The download. Nearly 3 hours of interactive of FlightMaster conference is cospon- training is provided, with a focus on the Aviation GPS sored by the Wisconsin new 30-hour TAF weather forecasts that Software that Airport Management Association, Wis- became effective in November 2008. works on Palm consin Aviation Trades Association, the Weather Statement Groundschool 3.0 OS-based de- Wisconsin Business Aviation Associa- promotes learning through interaction— vices such as tion, and consultants and suppliers. The not just rote Palm TX, Treo conference will feature educational ses- memorization, phones, and sions, exhibits, award presentations, and featuring inter- Palm Centro more. For more information, visit active weather phones. www.Wiama.org. controls that As a result of enable the user this agreement, Advanced Composite to “control the the AeroPalm weather.” brand Midwest MT Propellers Now For example, Sport has been marketing will be discon- Available at Knot’s2U the user can tinued. The company will continue to Flight Resource, LLC; a distributor of specify wind support existing AeroPalm customers and MT Propellers, has named Knots2U, speed, gust fac- will provide a free migration for those Ltd., Burlington, Wis- tor, direction, who switch to FlightMaster. Features consin, as an author- and other vari- include terrain and conflict display, con- ized sales representa- ables, and then view how the weather figurable maps and timers, voice com- tive for its composite statement displays this information. Visit mands, HIS, turn anticipation, waypoint MT Propeller STCs. www.AviationTutorials.com, or call the search, and more. “Flight Resource is Franklin, Wisconsin, based company at Learn more by calling 608-467-0233 or pleased to have 414-525-8005. visit www.FlightMaster.aero or Knots2U join our sales network for the www.MWSportAviation.com. MT Propellers,” said John Nielsen, Flight Resource’s Senior Partner. “In joining Free Movie Night: The forces, Flight Resource and Knots2U will be able to continue to improve the speed Blue Max at Aviation and efficiency of Beech, Cessna, and Heritage Center Piper aircraft and bring even more utility The Aviation Heritage Center of Sheboy- to their owners and pilots.” gan County is sponsoring a free movie Knot’s2U has long been a supplier of night on Friday, March 13. The Blue STCs and PMAd parts and equipment. Max will play on the Center’s 36-foot The company currently has more than 70 wide screen. The SHARKS (Sheboygan STC modifications and more than 30,000 Area Radio Kontrol Society) will provide kits installed worldwide. “Now, our cus- pre-movie entertainment with expert in- tomers have access to an even larger vari- door flying demonstrations. ety of the excellent advanced technology Doors open at 6:30 p.m. A local histo- available in the marketplace today,” said rian will introduce the film and provide John Bailey, Knot’s2U general manager. interesting film facts at 7 p.m. The han- “Everyone is looking to improve their gar is climate controlled for your comfort bottom line, and pilots are no exception,” and freshly popped popcorn, candy, and Neilson added. “We look forward to a soda will be available for purchase. long and rewarding relationship with Call Lorri at 920-467-2043, email Knots2U in providing pilots more oppor- [email protected] or visit tunities for a more efficient aircraft.” www.SheboyganAviation.com for more Learn more at www.Flight-Resource.com. information.
28 Forward in Flight ~ Spring 2009 ~ Quarterly Magazine of the Wisconsin Aviation Hall of Fame
FROM THE AIRWAYS
Phonetic Alphabet for Kids A new book by Sue Hughes teaches the phonetic alphabet to DR. TOM VOELKER children. Claire Bear Pre- Aviation Medical Examiner sents...The Pilot Alphabet 2nd and 3rd Class features whimsical, color-rich illustrations and rhyming lyr- Aviation Medicals ics to help children remember Phone 715-423-0122 the word designated for each Aspirus Doctor’s Clinic letter, such as: G is for Golf, where the ball takes flight. H 420 Dewey Street is for Hotel, where you can Wisconsin Rapids WI 54494 spend the night. Located at Riverview East Medical Office Bldg. The book aims to intro- duce children, especially girls, to aviation. “I envision The Pilot Alphabet being read by pilots to their children,” Hughes said. “It teaches a facet of aviation that young children can easily relate to and helps children get more involved during flights with their parents.” For more information or to order this 30-page book, visit www.PowderPuffPilot.com or call 877-843-1007 ext 11.
Third Down And A War To Go Third Down and a War To Go, by Terry Frei, is a fascinating, well-documented part of Wisconsin history that includes sto- ries about the young men who were part of the “Greatest Generation.” They grew up in communities across the state, from Milwaukee to Hurley and some 15 additional cities. The storyline centers on the 1942 Wisconsin Badger football team and covers the player’s enlistments into the military to aid the national war effort. A number of them flew in the Army Air Corps and Navy, serving in bombers, fighters, reconnaissance, and flight instruction in aircraft including P38, P40, P47, P51, F4U, A26, B17, B24, B25, B26, and B29. Others enlisted in the Marines and Army, serving as both officers and enlisted men. One was in the Battle of the Bulge in 1944, set- ting up and directing mortar fire. As a University of Wisconsin-Madison graduate and one who entered the Air Force, the players who chose flying as their path of service were of special interest to me. Raised in Madison, the rich history of the city, State Street, and Camp Randall portrayed in the book brought back many of my own college experiences. This is a wonderful book for Wisconsinites, Badger football fans, and those interested in learning more about some of the Wisconsin men who served our country. Order at www.WisconsinHistory.org or www.Amazon.com.
—Tomas J. Thomas
29 Forward in Flight ~ Spring 2009
MEMBER’S LOGBOOK
Enjoyed 2008 Along the way, I bought a copy of Ber- Wagner Induction Makes nice Lee Kripene’s book [Wingwalker, Induction Banquet From Wisconsin to Norway, The Larson Illinois Happy, Too
I can't tell you enough how much I en- Brothers and Clyde Lee] and have read it Just a note to tell you how much we en- joyed the care and attention you all had several times. Most of the people de- joy your Forward In Flight publication. for the inductees to the Wisconsin Avia- scribed in the book I either knew or knew We were very pleased to see Dick and tion Hall of Fame in October. Your atten- of! Bobbie Wagner were inducted into the tion to detail was so appreciated. Then, this last year at EAA, I heard Wisconsin Aviation Hall of Fame. Their Bob had, and still has, a recognized about a nice wall chart that had a history foundation activities have helped people name in our community, even 28 years of Wisconsin aviation. I asked around from all over the world. after his death. He touched so many with about it and someone directed me to the his wit, sense of humor, and his “Eagle Wisconsin Aviation Hall of Fame, where Walt Kessler, president Scout” honesty. His flying record was I picked up membership information. Illinois Aviation Hall of Fame superior. I think he would have been That’s when I discovered that Leonard bursting with pride, but would have been Larson was the number four inductee! I extremely modest had he been there to signed up right away! accept this award! As I said that night, I still have the Cessna 140, but with “He was my Jimmy Stewart, he was a other priorities along the way, I’ve only straight arrow, and I loved him to death.” accumulated about 400 hours in it and it has been about 5 years since I’ve flown Judy Sasse, Daughter of 2008 it. (It’s stored in a nice dry hanger and I WAHF Inductee Robert Stuckey fog the engine and pull it through every year to keep in good condition.) I found the Wisconsin Aviation Hall of Knew Larson Brothers, Fame while looking for the wall chart Wisconsin Pioneer Pilots and then joined because I knew Leonard As a boy and teenager, our family rented Larson and enjoyed learning more about land from Loyal Larson, across from the early days of flying. Your publica- Leonard Larson. Loyal and Leo- tions have great stories. I very much en- 2008 Inductees Dick and Bobbie Wagner nard owned a hay baler together and kept joy them. it in the hangar with Leonard’s J-3 Cub Bruce Bondow, (which I think he shared with Birchy Larsen, Wisconsin Hawk from Dale, Wisconsin) and hay and other items. Also stored neatly against the back wall was an antique air- Editor’s Note: plane, possibly a Jenny. My dad told sto- Wingwalker ries about their Sunday airplane was written by rides; told about the aerobatics and how Clyde Lee’s the engine was “steaming” when they got sister, Bernice back on the ground. Lee Krippene. When my sister and I were younger, Clyde Lee we sometimes had a babysitter, Bonnie attempted to Larson; so we knew Leonard and the become the family. My first airplane ride as a boy first aviator to was with Steve Wittman—along with my cross the mother, father, and sister—at the Osh- north Atlantic kosh airport...circa 1952. from Newfoundland to Norway in 1932. I made my first visit to the EAA mu- Clyde Lee is a cousin of Roy, Leonard, Rose Dorcey photo seum in Hales Corners about 1968 and Clarence, and Newell Larson. The Lar- attended the convention when it moved to sons established the first commercial Oshkosh. Later, when I could afford it, I airport in Wisconsin, located in the town WAHF wants to hear from you! got my private license at Anoka County of Clayton between Larsen and Winches- Airport in Minnesota in 1975 and then ter. A Wisconsin Historical Marker com- Send your comments, questions, bought a Cessna 140 with two partners. memorates the airport; read the text and suggestions, and stories to: On several visits to EAA, I particularly learn more about the Larsons on their [email protected] enjoyed listening to Steve Wittman tell pages on the WAHF website: or to the address on the back page. stories about his early flying. www.aviationhalloffamewisconsin.com.
30 Forward in Flight ~ Spring 2009 ~ Quarterly Magazine of the Wisconsin Aviation Hall of Fame
MEMBERSHIP MATTERS
Renewal Reminder! New Twist WAHF Creates Blog—Share To ’09 Membership Renewal Effort Your Wisconsin Aviation Stories What? There are still a few WAHF members who haven’t sent Interaction, discussion, and sharing are the goals. renewals? Good heavens, we need to get them current again! WAHF has joined the blogging world—and you should be a This year has never been a better year to be a supporter of part of it. The Wisconsin Aviation History blog was created so WAHF, due to the prize-winning opportunities 2009 brings. We that WAHF members and friends can share stories about their know you send in your $20 every year because you believe in aviation memories—whether recent, or not so recent. Tell us and support the mission of the Wisconsin Aviation Hall of about your role in aviation, and read about the roles of others. Fame, which is to collect, preserve, and share Wisconsin avia- Bloggers are invited to comment on postings of others and to tion history. We know you want to be a part of an organization share their own stories by sending them to WAHF for posting. that recognizes men and women for their outstanding contribu- It’s easy...Links are provided on the blog page that allow you to tions to aviation. We know that you don’t want to miss an issue comment or send an email. of Forward in Flight, WAHF’s quarterly magazine that has be- Visit the blog soon to start interacting with aviation fans...you come so popular because of your kind words and contributions. don’t have to be a pilot to join in and almost any aviation topic We also know you don’t support WAHF for a chance to win is appropriate. If you have an interest in aviation, from today or prizes...but this year, if you’re current, your name will be in a yesterday, we want to hear from you. drawing to win some nifty prizes anyway. WAHF has put together a Wisconsin Centennial of Flight http://aviationhalloffamewisconsin.com/blog
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31 Forward in Flight ~ Spring 2009
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Preserving Wisconsin’s Aviation History
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Welcome New Members: Wisconsin Aviation Claude McFarlane David Linton John A. Poppy Beverly Pingel Hall of Fame Richard Lieven Fred Leidel Tom Keunn Savanna Seeliger Officers and Board of Directors Antony Wojnar Neil Robinson Tanya Cunningham James Hammonds
Martine Hammonds John Rowe Arthur Simpson Norm Poberezny Rose Dorcey, President Anna Dubois Dick Adduci Bernard Micke, MD Michael Goc, Vice President
John Dorcey, Secretary/Treasurer
—Thanks for coming on board! We hope to see you at a WAHF event soon. Duane Esse Past issues of Forward in Flight ...are available! If you would like to order, contact Keith Glasshof WAHF. Just $2 each including shipping. See WAHF merchandise, including hats and Tom Thomas pins, at www.aviationhalloffamewisconsin.com. Charles Swain
LaFonda Kinnaman Events: Staber “Bill” Reese 16th Annual Ultralight and Sport Pilot Safety Seminar. Saturday March 7, 2009, Charles Marotske, Wisconsin Rapids at Hotel Mead from 9 to 4. FAA Wings Qualifier. For more informa- Honorary Chairman of the Board tion on this free event, call 715-536-8828 or 715-854-2111, or visit www.AV8Safe.org. Wisconsin Aviation Conference Wisconsin Aviation Hall of Fame May 4-6, 2009. Ramada Inn Convention Center, Eau Claire, Wisconsin. 3980 Sharratt Drive
Learn more at www.wiama.org. Oshkosh WI 54901-1276 Southern Wisconsin AirFest Become a supporter today! The ABC Supply Southern Wisconsin AirFEST will host the U.S. Navy For information call Blue Angels and U.S. Army Golden Knights May 30 - 31, 2009. Learn Rose Dorcey at 920-385-1483
more at www.SWAirFest.org. www.aviationhalloffamewisconsin.com
Wisconsin Aviation Hall of Fame Induction Banquet Saturday, October 17, 2009. [email protected] EAA Museum, Oshkosh, Wisconsin. Watch for more details.