JANUARY/FEBRUARY 2017

•AirVenture Photo Essay •Tri-Motor Time Traveler

Model 10 Luscombe Vintage Airplane 2017 Ford F-150. Straight & Level STAFF GEOFF ROBISON EAA Publisher/Chairman of the Board VAA PRESIDENT, EAA Lifetime 268346, VAA Lifetime 12606 ...... Jack J. Pelton Editor ...... Jim Busha The New Speed ...... [email protected]

VAA Executive Administrator. Hannah Hupfer of Tough. A year to remember 920-426-6110...... [email protected] Here’s hoping everybody had a very Merry Christmas and a Art Director...... Olivia Phillip Trabbold Happy New Year! Graphic Designer. . . . Amanda Million Many wonderful tributes have been published in the media and on social media about the loss of our VAA director Ron Alexander, during ADVERTISING: Vice President of Business Development a flight of his beloved Jenny on November 17. There truly are no words Dave Chaimson. . . . . [email protected] sufficient to appropriately describe the kind of man Ron was. The best Advertising Manager descriptor I heard of Ron was him being referred to as a “quiet giant of Sue Anderson...... [email protected] aviation.” Even that terminology doesn’t fully describe this man. To say the least, he will be sadly missed by all. VAA, PO Box 3086, Oshkosh, WI 54903 Rest in peace, my friend. We are all very certain that you now reside Website: www.vintageaircraft.org Email: [email protected] next to God and all of the angels in heaven. 2016 was an excellent year for our association, as well as our many VISIT thousands of members all over the globe. FAA medical reform was one www.vintageaircraft.org of the largest issues to impact our members who fly vintage aircraft. for the latest in information and news This is potentially a real game-changer for us all. Hopefully, by the time and for the electronic newsletter: you read this column we will know how these new rules will personally Vintage AirMail impact each of us on being able to continue to operate our beloved vin- tage aircraft with as little regulation as possible, and without a third- class medical. All we can really do at this point is hope for the best. EAA VINTAGE AIRCRAFT ASSOCIATION staff members’ efforts to see this initiative through to the finish line Current EAA members may join the Vintage has been stellar and very impactful. They have proven themselves to Aircraft Association and receive VINTAGE AIR- be a true force to be reckoned with. I hope everyone feels as I do that PLANE magazine for an additional $45/year. Ford F-Series – America’s best-selling truck for 39 years – continues to innovate for The Privilege of Partnership the efforts put forth by our government relations team have truly been EAA Membership, VINTAGE AIRPLANE 2017. With a second-generation 3.5-liter EcoBoost® V6 engine and all-new 10-speed magazine and one-year membership in the EAA members are eligible for special amazing. Yes, I suspect that there will be a need for some additional automatic transmission, the 2017 Ford F-150 delivers more torque, more horsepower EAA Vintage Aircraft Association are available conversations with the FAA when a final ruling is released and we begin and improved fuel efficiency to make it the toughest, smartest, safest, most capable pricing on Ford Motor Company for $55 per year (SPORT AVIATION magazine not the process of working through the new regulations that will become F-150 ever. vehicles through Ford’s Partner included). (Add $7 for International Postage.) Recognition Program. To learn more the final list of conditions on how we all remain compliant with these • Massive towing – 12,200 lbs. maximum capability about this exclusive opportunity new rules and conditions. FOREIGN MEMBERSHIPS • High-strength, military-grade, aluminum-alloy body, up to 700 lbs. lighter for EAA members to save on a Another good example of successes in the Vintage area at AirVen- Please submit your remittance with a ture Oshkosh are the many enhancements we invested in this past year. • Outstanding fuel efficiency – 19 city / 26 highway / 22 combined MPG1 new Ford vehicle, please visit check or draft drawn on a United States You have to see it to really appreciate the results of these amazing en- bank payable in United States dollars. Add www.eaa.org/ford. • Safest F-150 ever gets a 5-Star rating, the highest score possible, from the hancements, most of which were financed by many of our generous VAA required Foreign Postage amount for each National Highway Traffic Safety Administration (NHTSA), thanks to 31 safety- members, and we are forever indebted to those of you who contributed membership. related innovations to the success of our organization. Membership Service • Insurance Institute for Highway Safety (IIHS) Top Safety Pick2 Be assured, we are not yet finished in our efforts to invest in these PO Box 3086 Oshkosh, WI 54903-3086 capital projects. Monday–Friday, 8:00 AM—6:00 PM CST That’s how you become America’s best-selling brand! It is our desire to continue to enhance the member experience in the Join/Renew 800-564-6322 Vintage area in the future. We have two additional capital projects on [email protected] 1 2.7L EcoBoost, 4x2. Actual mileage will vary. 2 When equipped with optional Forward Collision Warning. our plate that we hope to execute on in early 2017. Again, we have ex- EAA AirVenture Oshkosh perienced an amazing level of generosity from our friends throughout www.eaa.org/airventure the country who are leaders among the many golden age of aviation 888-322-4636 continued on page 63 www.vintageaircraft.org 1

2017-Jan_F150_EAA_Divis_Ad-Final.indd 1 11/10/16 4:34 PM Vol. 45, No. 1 CONTENTS JANUARY/FEBRUARY 2017 18 Time Traveler 1930 Tri-Motor air travel Kurt Adams 26 AirVenture 2016 Picture Perfect 50 Back From the Grave—Sort Of Bill Bradford’s reincarnation of the Model 10 Luscombe Budd Davisson

COLUMNS 1 Straight & Level A year to remember Geoff Robison

8 Ask the AME Sleep apnea John Patterson, M.D., AME

10 How to? Construct a cap strip bending form Robert G. Lock

COVERS 12 Good Old Days FRONT COVER: Bill Bradford’s Model 10 Luscombe. Photo by Michael Kelly 14 News/Gone West BACK COVER: Ron Alexander at the 58 The Vintage Mechanic controls of his beloved DC-3. Inset photo Teaching a nation how to fly by Christopher Buff. Robert G. Lock

63 VAA New Members

ANY COMMENTS? For missing or replacement magazines, or any other Send your thoughts to the membership-related questions, Vintage Editor at: jbusha@ please call EAA Member Services eaa.org at 800-JOIN-EAA (564-6322).

2 JANUARY/FEBRUARY 2017 www.vintageaircraft.org 3 TM Friends of the RED BARN

Friends of the Red Barn program is our only annual fundraiser to support the VAA members, volunteers, and Vintage hospitality at Oshkosh. The VAA Red Barn is the centerpiece, the central gathering place for virtually all Vintage members during EAA Oshkosh each year. The Red Barn is where we meet our friends, get our questions answered, sit on the front porch to rest a bit, drink lemonade, and thoroughly enjoy our aviation friends and the spectacular events of the day. We never meet a stranger at the Red Barn; everyone is on cloud nine just to be enjoying being in a place we so thoroughly enjoy and appreciate. But the Red Barn as we know it today did not just happen. In 2000-2001, Vintage found itself attempting to provide a proper, acceptable facility to meet, greet, and accommodate its members. The Red Barn was old. We had used it since 1973 and it was used long before that as a real barn. It was tired and not in keeping with EAA and Vintage standards in terms of condition and acceptability. Vintage had no money to improve it; our dues were pitifully small and completely insufficient to assist in any way. We had to remedy an unacceptable situation . . . and we did. We created the Friends of the Red Barn program in 2001. We kicked off our first campaign in early 2002. Our goal was to interest a small number of dedicated Vintage members to financially support the physical improvement of the Red Barn and, far more important, upgrade and support it to the point where it became an inviting, pleasant place to meet, greet, relax, and simply enjoy the magic and magnificence that is Oshkosh each summer. TheFriends of the Red Barn has become a wonderfully successful support program for Vintage members and guests during the convention. 2017 will be its 16th year, and you will be amazed to know that the majority of the Barn’s loyal supporters have been a part of the group since the very first year. Vintage is extremely proud of this dedicated group of members. Their names are listed annually at the Barn and in the pages of Vintage Airplane. These donors have made the Red Barn and its gracious hospitality what you enjoy today . . . and we are just beginning. The Barn is upwards of 80-90 years old. Every year it receives countless physical and cosmetic upgrades, but like many of us, one of these days soon the old girl is going to have to undergo big-time reconstruction. When that day comes Friends of the Red Barn will be there to do our part. We hope each Vintage member realizes what a treasure we have in our own facility to serve all of us each summer, and also know that it is member-created and member-maintained, principally through our Friends. Vintage is privileged to provide some very neat thank-yous when you become a Friend in return for your contribution. It is a win-win for all. Vintage is the very finest such organization in the world. We attract visitors from all over the world to the Red Barn and our newly expanded Vintage airplane area each summer. We have grown from one lone, abandoned barn to an entire complex replicating a small country airport. With your help, every year we will provide more enhanced hospitality for all. Please stand tall and join with us in Friends of the Red Barn; you will be forever proud and happy that you did. Charlie Harris, Director Emeritus EAA Life Member 96978, VAA Life Member 2158

4 JANUARY/FEBRUARY 2017 CALL FOR VINTAGE AIRCRAFT ASSOCIATION

Nominate your favorite vintage aviatorNominations for the EAA Vin- the present day. His or her contribution can be in the areas tage Aircraft Association Hall of Fame. A great honor could be of flying, design, mechanical or aerodynamic developments, bestowed upon that man or woman working next to you on administration, writing, some other vital and relevant field, your airplane, sitting next to you in the chapter meeting, or or any combination of fields that support aviation.The per- walking next to you at EAA AirVenture Oshkosh. Think about son you nominate must be or have been a member of the the people in your circle of aviation friends: the mechanic, Vintage Aircraft Association or the Antique/Classic Divi- historian, photographer, or pilot who has shared innumerable sion of EAA, and preference is given to those whose ac- tips with you and with many others. They could be the next tions have contributed to the VAA in some way, perhaps VAA Hall of Fame inductee—but only if they are nominated. as a volunteer, a restorer who shares his expertise with The person you nominate can be a citizen of any coun- others, a writer, a photographer, or a pilot sharing sto- try and may be living or deceased; his or her involvement ries, preserving aviation history, and encouraging new in vintage aviation must have occurred between 1950 and pilots and enthusiasts.

To nominate someone is easy. It just takes a little time and a little reminiscing on your part. •Think of a person; think of his or her contributions to vintage aviation. •Write those contributions in the various categories of the nomination form. •Write a simple letter highlighting these attributes and contributions. Make copies of newspaper or magazine articles that may substantiate your view. •If at all possible, have another individual (or more) complete a form or write a letter about this person, confirming why the person is a good candidate for induction.

We would like to take this opportunity to mention that if you have nominated someone for the VAA Hall of Fame; nominations for the honor are kept on file for 3 years, after which the nomination must be resubmitted. Mail nominating materials to: VAA Hall of Fame, c/o Charles W. Harris, Transportation Leasing Corp. PO Box 470350 Tulsa, OK 74147 E-mail: [email protected] Remember, your “contemporary” may be a candidate; nominate someone today! Find the nomination form at www.VintageAircraft.org, or call the VAA office for a copy (920-426-6110), or on your own sheet of paper, simply include the following information: •Date submitted. •Name of person nominated. •Address and phone number of nominee. •E-mail address of nominee. •Date of birth of nominee. If deceased, date of death. •Name and relationship of nominee’s closest living relative. •Address and phone of nominee’s closest living relative. •VAA and EAA number, if known. (Nominee must have been or is a VAA member.) •Time span (dates) of the nominee’s contributions to vintage aviation. (Must be between 1950 to present day.) •Area(s) of contributions to aviation. •Describe the event(s) or nature of activities the nominee has undertaken in aviation to be worthy of induction into the VAA Hall of Fame. •Describe achievements the nominee has made in other related fields in aviation. •Has the nominee already been honored for his or her involvement in aviation and/or the contribution you are stating in this petition? If yes, please explain the nature of the honor and/or award the nominee has received. •Any additional supporting information. •Submitter’s address and phone number, plus e-mail address. •Include any supporting material with your petition.

6 JANUARY/FEBRUARY 2017 Ask the AME Air Mail

John Patterson, M.D., AME Letters to the editor

Hello, I recently sent a short note to EAA, briefly com- menting on my connection to Buck and to his Fleet 10F. I only just a few weeks ago came to be the care- Sleep apnea taker of the Fleet and more recently received my first issue of Vintage Airplane. My association to flying and to Buck really came full circle when I flew the Fleet for the first time. As I shut the engine off and sat in the quiet of the cockpit I said a thank you to Buck, M.O. writes: for use in the treatment of obstructive sleep apnea. These include a body mass index (BMI) of greater Charlie Smith, and those that inspired a lifelong pas- “My primary care physician recommended a Dental devices or positional devices can also be than 35 and other conditions listed in the guide- sion of flying and old airplanes especially. I actually sleep study, and the results show that I have used, but an annual compliance report from the treat- lines that raise concerns and probably are special learned of Buck’s passing on the very day that Charlie sleep apnea. The use of a CPAP machine during ing physician will need to be obtained. issuance situations by themselves. These include Smith’s son, Paul, went to take a look at the Fleet for sleep has been recommended. What can expect So, why all the concern? Sleep apnea is a poten- congestive heart failure, atrial fibrillation, refrac- me. I have enough memories of these old-timers (at at my next FAA medical?” tially serious disorder that results in breathing to tory hypertension, diabetes, nocturnal cardiac dys- least they seemed old to me at the time!) growing up be repeatedly stopping and starting during sleep. rhythmias, stroke, etc. Therefore, according to these to fill a book. I look forward to reading the tribute to The short answer is that the aviation medical ex- This can result in lack of adequate oxygenation dur- guidelines, any airman with a BMI of greater than Buck in the November/December issue. aminer can issue the medical if the airman is other- ing sleep, and can result in significant sleepiness and 35 will need to be categorized as either group four Regards, wise qualified. However, the diagnosis of sleep apnea fatigue during waking hours. It is also thought to or five. By definition, individuals are considered Dave Griffith, N14GN caretaker requires special issuance, and the AME will need to contribute to the development of hypertension and morbidly obese if their BMI is over 40. I suspect any submit all documentation from the sleep study. The cardiac disease in the long term. The main complaint airman in those categories will receive a letter from airman will need to sign compliance with the treat- against mandatory testing, however, is the expense the FAA requiring a sleep study. You might remem- ment form, and a current status report from the involved in the sleep study, and the treatment itself ber about a year ago the controversy created when treating physician needs to be sent to the FAA. After can be aggravating. the FAA proposed that any airman with a BMI over a favorable review from the FAA, the airman will be Currently the FAA requires the aviation medical 40 be required to have a sleep study. Opposition was given authorization for a 12-month limited medical. examiner to categorize the airman applicant into six based primarily on the expense of the sleep study At the yearly interval, the airman will be required to categories. Groups one and two are individuals who requirements and the feeling that government had submit a current status report from the treating phy- have already been diagnosed with sleep apnea and overstepped its bounds. Well, we now have a poten- sician regarding the obstructive sleep apnea and is are either on treatment or not on treatment. Group tial requirement for sleep study at the BMI 35 level. contingent on the daily usage of the CPAP machine. three includes those individuals determined not to How this will be impacted by third-class medical Most of these machines have internal software be at risk for sleep apnea. Group four airmen are at reform remains to be seen. I anxiously await the FAA Jim, that documents its use. The FAA has determined a risk, and educational materials are to be given to the “solution” to the congressional mandate. As in the old Reference Stinson NC18445. This picture is from target goal of use for at least 75 percent of the sleep airman by the AME. Group five is a high-risk group, Who song, I hope “we don’t get fooled again.” my dad’s collection, Jack Carr. It was taken at Lake period and an average minimum of six hours’ use per and a sleep apnea study is required, and group six is Spenard in Anchorage, Alaska, in the late 1930s or sleep period. Machines approved may be a CPAP (con- a deferred airman felt to be an immediate safety risk. early 1940s. Yes, I know that the plane in November/ tinuous positive airway pressure), which uses a single I would think that there would be few individuals in December Vintage Airplane is actually NC18446, but I pressure to keep air passages open, or an APAP (au- group six, unless the pilot had a history of a motor thought you may want to see this picture and share it tomatic positive airway pressure), where the machine vehicle incident in which the accident occurred be- with Moose Peterson and Woodson K. Woods III. adjusts the pressure to keep airway passages open au- cause the individual fell asleep. I may have another picture, not sure, but if you are tomatically and may be able to minimize the pressure Airmen categorized into groups four and five are interested I will look. needed. A third type of machine is the BiPAP (bilevel highly subjective. Guidelines are given to the avia- Thank you for all your effort with the old planes positive airway pressure), and it uses different pres- tion medical examiner by the FAA to identify sub- and this magazine. sures on inhalation and exhalation. All are approved jects that are high risk for obstructive sleep apnea. Donald A. Carr, EAA 153268 & VAA 12815 8 JANUARY/FEBRUARY 2017 www.vintageaircraft.org 9 How to?

ROBERT G. LOCK

Construct a cap strip bending form

A cap strip bending form is a fixture in which To soak the cap strips you will need to construct a tube wing rib cap strips are bent to proper curvature. capable of holding water. There is no need to soak the en- The cap strips will have their fibers softened in tire cap strip but rather the forward section only, about hot water and then are clamped in this fixture from the front spar forward. I use a section of 4-inch di- while still wet. When the moisture has dried they ameter PVC pipe about 3-feet long and bond a cap on one may be removed from the form and will retain end. When ready to soak I put enough hot water in the pipe their curvature. to wet out the cap strips and then drop the strips into the To make the form it will be necessary to se- water. Since wood likes to float, if needed add some weight cure a large section of soft wood—I like to find to hold the cap strips down in the water. Let them soak for a really good piece of fine-grained and knot-free one to two hours. Remove and immediately place in the redwood about 18 inches in length that measures form block, clamp down using two C-clamps, and leave at least 4 inches by 4 feet. Using an existing wing overnight to dry. The dry redwood form block will absorb rib, trace the outline of the upper (and if neces- most of the moisture of the cap strips. sary the lower) cap strip nose section where the bend is the most extreme. Since the formed cap strips will tend to “spring back” somewhat after they are removed from the form, it is a good idea to saw the block with a slightly sharper curve than needed. Cut the form with a band saw and sand the cut smooth.

These three illustrations depict the drawn curve, the band saw’s guideline, and the two pieces that result from the cut.

Above, a 1929 Command-Aire 5C3 main wing rib when I built it way back in 1985. 10 JANUARY/FEBRUARY 2017 www.vintageaircraft.org 11 Good Old Days

From pages of what was . . . Take a quick look through history by enjoying images pulled from publications past.

12 JANUARY/FEBRUARY 2017 News Gone West by Rich Davidson

Ron Alexander 1942-2016

became a check airman for Delta before going on to the plane in which he would finish his career, the 767. During those final years at the airline he was also chief pilot on its restored DC-3. merely a synopsis of the greater Ron Alexander Of course, there was his passion for aircraft res- story as written by Ron Alexander. (www.AircraftS- torations that fostered a business career, too. In pruce.com/catalog/kitspages/ron_alexander.php) 1979 he founded Alexander Aeroplane Company. Note that he himself mentions the accomplish- This led to the creation of the SportAir Workshops, ments and accumulations of his life, never consid- which would become so successful EAA would buy ering the greatest thing in his life may have been the program from him a few years before Aircraft his zest for living, positive impact on people, his Spruce bought the remaining business. kindness to others, or the number of people who Ron would then go on to buy a languishing air- called him “friend.” port and turn it into the Peach State Aerodrome I’ve often said that I can instantly identify a and fly-in community, home of the Candler Field person who has met Ron because they will always Museum, which he also founded, the Barnstormer’s identify him or herself as one of his friends. To Grill, and the highly successful Candler Field Flying that point, he and I became close friends because Club and Candler Field Youth Mentorship Program, of our passion for antique aircraft and a desire to where kids would learn to fly planes they rebuilt. save a few old flying fields for future generations. Soon after, he was inducted into the Georgia Avia- Through those common interests I came to know tion Hall of Fame. one of the greatest men I’ve ever known. And like Incredibly, he also served many groups, an ex- all the other friends of Ron, I mourn his loss. ample being his position on the board of the EAA Gone was not a person, but something a little Vintage Aircraft Association. His influence was more. An all-around good spirit had left us behind. When great men pass it happens in one of two everywhere and always ushered in a revival of any He was the good you could count on, that reassur- ways, death comes in the night to a person forgot- group he touched. The man’s life was purely amaz- ing voice on the other end of the line. Still, there ten to time, or the light is snatched unexpectedly ing. But can you spot the high point? I would argue was more to him than many of his friends may from a luminous star. In popular culture the latter none of these were it. have felt but never taken time to consider. equates to going out on top. For Ron Alexander that Among the conversations of aviators, a common Ron was a great man with an acute nose for rats. point would be difficult to identify. cliché is that our sport is about the people. “I go When someone put money over friendship, showed At the age of 20, after only a few short years of for the people,” or “It’s the people that make it,” or themselves to be dishonest, or egregiously crossed flying, he was attending college, flight instructing, even “It’s not so much the planes but the people him, he was done with them. This was not an easy and serving as first officer on a DC-3. During his that make it special” will be heard or read within distinction to earn. Because of it, his friends could 24th year he earned two Air Medals and the Distin- every extended discussion about flying. Yet, when look to him for guidance and be confident that if guished Flying Cross flying a de Havilland Caribou our brightest stars pass it is their accumulations or someone was on the wrong side of Ron, they were throughout Vietnam. When he was 32 he was liv- accomplishments we list, as I have done. on the wrong side of right. ing on an airport “in base,” working for Delta Air That simply does not do Ron Alexander justice. Simultaneously, he could be the most gener- Lines, and flying his Cub on days off. Eventually he Interestingly enough, the words above are ous man you knew. Kids who wanted to fly, people 14 JANUARY/FEBRUARY 2017 www.vintageaircraft.org 15 Dorothy Chase

Dorothy (Mrs. Gene) Chase ner, Wisconsin, and in 1973, Gene died peacefully in her sleep on her and Dorothy moved to Wisconsin. 90th birthday November 21, 2016 Gene became Associate Editor of in Tulsa, Oklahoma. the EAA Antique/Classic publica- Dorothy Meyer Chase was a na- tion Vintage Airplane; Dorothy be- tive of Scottsbluff, Nebraska; she came secretary to Antique/Classic dence to fly it. He truly was an amazing man whose attended the Scottsbluff public President Buck Hilbert. Gene and scope of impact on aviation and his local commu- school system and was Valedicto- Dorothy became valued and trea- nity is only starting to be understood. rian of her high school graduating sured members of the EAA staff. And of course I have to mention Ron’s attitude to- class of May 1944. She then at- They lived in Oshkosh the next 38 ward life. It is an important point for coming to grips tended Scottsbluff Junior College years and were among EAA’s most with his loss. Ron was a man who believed in living. in 1944-1946 where she met Gene beloved couples. Their mutual con- Somewhere along the way, aviation, and much of Chase who was also a student and tributions to EAA and sport avia- the world, decided safety was better than freedom; a returning WW II Naval Aviator. tion in general were immense. security was better than living. The day that memo They married in 1946 and by 1953 Dorothy became involved was released Ron was out flying some old plane. He had four lovely daughters. Hus- and highly supportive of all the never got it. Moreover, that may very well be what band Gene became a professional groups, circles and friends wher- I believe to be his high point. corporate pilot, first flying cloud ever they lived. She was a supe- What made Ron so amazing was the way he lived seeding operations out of Den- rior wife, mother, homemaker and his life, filling it with so much living there wasn’t ver, Colorado in a P-40N and then friend to all with whom she met. time for not. It was probably missed by most be- moving the family to Tulsa, Okla- She treasured her German-Russian cause they saw it as kindness, generosity, or one of homa in the 1950s where Gene ancestry and was famous for her Dorothy and Gene Chase the many other great traits attributed to the man. flew corporately for Standard Oil cooking and baking of traditional Instead, each of those things came from his em- of Indiana’s Service Pipeline. German foods and pastries. brace of life and the desire to see others live the Dorothy and Gene embraced In 2011 as Gene’s health began ing family event. Dorothy’s fond- way he knew possible. the Tulsa corporate and sport avia- to show early signs of diminish- est hope then was to be sure Gene With his direction kids could experience the tion culture and community in ev- ing, Dorothy made the decision to would be well cared for and that freedom self-reliance and respect brings with ery way. Aviation was the family’s move back to Tulsa for the family she would live to her 90th birthday. them. People who felt different or left out could “other life”. They together wrote and medical support Gene would On midnight November 20, 2016, experience the freedom that comes from having a and distributed the sport avia- require in the days ahead. They her three daughters assured her who needed a break, or friends with business ideas friend who saw them as important. When friends tion monthly publication “Spit relocated to Tulsa and resided in she had indeed lived to complete were all potential targets of his generosity. There were pushing up against perceived roadblocks, Ron and Wire’ for nearly 10 years. They a beautiful, standalone residence 90 years; she left us at 4:00 a.m. was a catch, though. He believed in “teaching a man was always there to offer examples around them. were a major moving force in the within the University Village com- that morning. Gene remains be- to fish” over “giving a man a fish.” Because of this, I suppose, though, Ron’s last day will serve as Tulsa aviation world of friendships plex, a retirement center. hind but in the very capable care some of tomorrow’s brightest stars were born under the most difficult example of his belief in living to and fly-ins all during the time the In the spring of 2016 Dorothy of their three living daughters. his watch. Many of whom are now surely wishing come to terms with. Here was a man who wanted a daughters were blossoming into was diagnosed with a form of Lym- Dorothy Meyer Chase was a they had thanked him for his interest in their lives. Jenny, and with the help of friends he made it hap- fine young ladies. phoma, the condition advanced lovely, lovely lady who graced the One only has to look to his still active Facebook pen. He never believed these old planes should be Their productive achievements and by the early fall of 2016, her lives of all of whom she came in page to see the outpouring of love for the guy who static in museums. That notion is for people who attracted the attention of national time was short. contact. She lived a beautiful life believed in people when others would not, gave live in fear. That was not an option. Good God he EAA President Paul Poberezny, Dorothy and Gene celebrated and raised a beautiful family … someone willing to work a break he or she needed, was an inspiring man. who in 1973 invited them to join their 70th wedding anniversary on who could ever ask for more! and kids the skills to build a plane and the confi- That day, at that moment, Ron went out on top. the select EAA staff at Hales Cor- August 15, 2016, a heartwarm- We will miss her. 16 JANUARY/FEBRUARY 2017 www.vintageaircraft.org 17 1930 Tri-Motor air travel

By Kurt Adams

Photos Jason Toney

The date is March 5, 1930, a Wednesday morning in Columbus, Ohio, and an unknown traveler, after an over- night train trip from Penn Station in New York in a luxury Pullman sleeping car, boards the magnificent gleaming Ford Tri-Motor City of Wichita for the first air leg of a transcontinental Time voyage to Los Angeles. “Left @ 8:15 am-hazy but cloudless-air smooth.

JASON TONEY Route @ 1200’ Ar 10:15.” So reads the first entry in this passenger’s sou- venir booklet, copies of 18 JANUARY/FEBRUARY 2017 Traveler www.vintageaircraft.org 19 A beautiful souvenir document of the TAT coast to coast flight illustrated and documented. which were given to all the intrepid gers who were willing to risk their opens to reveal an entire route travelers who bravely chose to span lives on the emerging adventure map of the voyage from New York the continent in an unheard of 48 that was early aviation. I was very to Los Angeles. Made expressly for hours as advertised by the new lucky, then, to find the intriguing TAT by Rand McNally, the map in- Transcontinental Air Transport: artifact described above at a lo- cludes spaces on its flip side for “Coast to Coast by Plane and Train.” cal yard sale several years ago (for passenger comments for each leg I am a retired airline pilot and about a dollar!). It gives a glimpse, of the journey. And this unknown have always been fascinated by the through personal handwritten en- passenger on this particular jour- stories of the early days of com- tries, into the reality of the very ney did, in fact, fill in most of the mercial air travel — not only the early days of commercial air travel, spaces with entries about weather, stories about the planes and pilots, with all its inherent dangers and turbulence, speed, and other de- but also those of the early passen- discomforts. The booklet itself tails that bring the trip to life. 20 JANUARY/FEBRUARY 2017 www.vintageaircraft.org 21 to 1,800 feet, afforded Mr. Adams excellent sightseeing opportuni- ties as he noted, “Hood River oil re- fineries at confluence of Mo+Miss. Rivers. Ar 12:30.” After a quick ground stop to re- fuel and stretch, they were off to Kansas City 240 miles down the line. By now we might imagine that the initial thrill was wearing off a bit as the air heated up and the af- ternoon turbulence and deafening roar of the engines began to take their toll. In those early days, long before the invention of Drama- mine, a two-hour flight could be an endurance test that no amount of luxury could alleviate, and the only relief offered by the steward for airsickness was lemon slices and the suggestion to slide one’s side window open for a breath of fresh So let’s go back in time to March rewarded in style with a gift of a Indianapolis. Imagine the anxious air. (Try that next time you’re on a 1930 and imagine what it might solid-gold Tiffany pen with each excitement passengers felt while cross-country flight!) have been like to attempt such a purchase of a transcon ticket. walking from the specially built On this leg, our intrepid and voyage and what sort of person TAT train station out to the airfield maybe a bit green Mr. Adams re- our passenger may have been. For where the massive shiny new air- ported, perhaps understating the starters, it is not evident from the liner awaited. conditions, “Bit bumpy-heavily handwriting if our traveler is a man For starters, it Seventy-seven feet from wing- wooded country + Mo. River, seen or a woman, so let’s just call our tip to wingtip, the silver-skinned from 2000’.” In its advertising copy passenger Mr. Adams (why not?). is not evident ship no doubt inspired confidence and in this booklet, TAT proclaimed Perhaps Mr. Adams was an impor- with its three mighty engines and that “an accurate conception of the tant and impatient businessman from the hand- its modern corrugated aluminum country’s vast expanse and varied who was lured and flattered by wings. Once seated onboard, the geographic features can be obtained the TAT advertising tag line, “For writing if our 10 passengers were cocooned in only when seen from the air,” and in those whose time is too important luxurious appointments of velvet 1930 it was certainly true that very to waste,” and by the text in the traveler is a man curtains and lacquered woods, and few people had seen the country brochure referring to “the execu- attended to by a steward serving from this vantage point. Mr. Adams tive whose wealth is estimated in light snacks aloft. seemed quite receptive to this pitch, hours as well as dollars.” TAT was or a woman... Mr. Adams reports that on this as his remarks indicate. all about touting its incredible abil- first leg, which covered 178 miles And so the day wore on. And on. ity to span the continent in only 48 In 1930, because of inadequate and took two hours, the air was Following a quick pit stop in Wich- hours. One thing that we can safely navigation capabilities, TAT air- smooth at just 1,200 feet, and they ita, Mr. Adams was no doubt happy infer about Mr. Adams is that he planes were not permitted to fly arrived on time at 10:15. Though to report a “very smooth” flight at was fairly affluent, since a one- at night, and for the first leg from it was impressive in appearance, 2,200 feet on the last leg of the day way ticket to LA was $352 (about New York, Mr. Adams no doubt en- the Tri-Motor was a rather modest to a little airfield in the nowhere $3,700 in today’s dollars) and was joyed a luxurious overnight train performer, with a cruising speed of town of Waynoka, Oklahoma, cho- more than 50 percent costlier than trip ending in Port Columbus, just about 100 mph. On this leg to sen by TAT simply for its one-day the most luxurious transcontinen- where just a walk away from the Indy, the aircraft slowed to about flying distance from Columbus. Mr. tal train ticket. Clearly, the target station the gleaming City of Wichita 90 mph over the ground. Not too Adams wrote, “Arr 7:12 pm,” and clientele were well-heeled, upper awaited its passengers’ arrival and much faster than the train! The seemed to enjoy doing some calcu- crust customers, and they were was prepared for the first air leg to 230-mile leg to St. Louis, at 1,200 ADAMS KURT COURTESY PHOTO lations for the 938 miles flown that 22 JANUARY/FEBRUARY 2017 www.vintageaircraft.org 23 less to say, had a severe impact on came Transcontinental and West- Author’s note: After research- the business at TAT, and ridership ern Air, which later became the ing and writing this article, I was dropped dramatically. This event global giant TWA. So farewell to motivated to travel to Oshkosh to experience for myself a flight in also marked the beginning of the TAT and to Mr. Adams, who both a Ford Tri-Motor. There were two new era of lurid media headlines disappear into the fog of history. giving rides that day, and under a about air disasters: “ALL DEAD But what about our beautiful City bright blue sky I boarded the one ON BURNED TAT PLANE FOUND of Wichita? Well, a long and color- with “TAT” written on its gleam- NEAR MT. TAYLOR” screamed The ful story unfolds for our beloved ing corrugated side. The ride was extraordinary, and in a dreamy Albuquerque Journal in 3-inch type Tri-Motor, including a stint with reverie I was transported back to on September 7. All of a sudden the early TWA, a period of flying 1929 to the early days of air travel. affluent businesspeople decided sightseeing tours over the Boulder Little did I know at the time that that maybe they didn’t need to get Dam, five years in Honduras fly- the Tri-Motor I was on was City of across the country quite that fast ing for TACA Airlines, an unknown Wichita, the exact same airplane after all. spell in Mexico, then back to the that made the cross-country flight our unknown traveler described in But back to our Mr. Adams, States for a time as a static display his souvenir brochure. day. “Actual time in the air: 8’34” and the thick and rigid wings of the after takeoff they were faced, in an who now with a great sigh of relief at Harrah’s Casino in Las Vegas. It What are the chances my ran- avrg speed=109.2 mph.” (Perhaps lurching Tri-Motor. Nonetheless, increasingly tension-filled cockpit, finds himself safely on the ground later made its way to a museum in dom purchase of an aviation ar- Mr. Adams was a mathematician?!) despite being slowed by the winds, with a dark and threatening wall in Winslow. From there came the Oregon, and finally, in July 2014, tifact describing a flight on a In any case, what a relief it must they safely completed the 206-mile of weather as they made their way home stretch to Kingman, Arizona: the newly restored, nearly 87-year- particular airplane 87 years ago would eventually lead to a flight have been to get out of that thun- leg to ABQ in 2:37, no doubt happy west toward Winslow. Without the “Bumpy- rain squalls- up 9000’ old ship found its new home at the on that same airplane? Was it cos- dering tin can, have a lavish dinner to be on the ground in one piece. aid of modern weather radar, the ridges snow covered,” and finally Liberty Aviation Museum in Port mic convergence? Was I maybe at a specially arranged restaurant, The next leg was ABQ to Win- crew could rely only on their expe- the last leg to LA arriving in the Clinton, Ohio. And today you can sitting in the same seat as our un- and then board another luxury slow, Arizona. The entry in the log rience and an educated guess as to late afternoon, and really just 48 once again board the elegant old known traveler? I’ll never know. Pullman sleeper for the 310-mile for this leg is straightforward and which way to go to hopefully get hours since boarding the train in lady and take your own flight into But it was the high point for me of overnight trip to Clovis, New Mex- includes only a hint of the unspo- around the storms. (In my 31 years New York, as advertised! aviation history. a spectacular EAA AirVenture 2016. ico, just over the Texas border. ken anxiety almost certainly weigh- of airline flying, I have flown that Quite an amazing adventure, Arriving around 6 a.m., our band ing heavily on the minds of every transcon route hundreds of times and wouldn’t it be fun to know who of by now well-bonded travelers, passenger on board, and especially and well know the threat posed by “Mr. Adams” really was? A busi- hopefully well rested, had time for on the pilots: “Lv 11:15 Eastbound the awesome supercell thunder- nessman signing a big contract, an breakfast before the 8 a.m. depar- plane had to put up overnight @ storms common in that region, actor auditioning for a big part in ture for Albuquerque 206 miles Winslow b/c storms. Arr just af- spawned by moist air from the Pa- Hollywood, a son rushing to see his west and the first leg of the final ter us. Clear today-Became rough cific colliding with the dry desert ailing mother? We will never know, day of the voyage. Now as we look + bumpy soon after leaving ABQ. air of the Southwest. No match but what we do know is that it was at the colorful map in our souvenir Headwind held us back to 60-65 even for modern jetliners.) bold and adventurous people like booklet, we can see that this day mph. Hour late.” This particular leg was over the him who were willing to give this will certainly afford dramatic scen- Nervous words: Storms, rough, highest terrain of the entire trip, shaky new industry a try and in ery as we leave the Plains behind winds. But they arrived. Perhaps required a climb to clear the Conti- some small way promote its evo- and fly at much higher altitudes to it was unspoken, but what every- nental Divide at more than 7,000 lution into the incredibly safe and cross the mountains of the Conti- one on that plane knew was that feet, and was just south of the reliable air transportation system nental Divide. just six months earlier, on the 11,400-foot-high Mount Taylor we take for granted today. And fi- Now it is March 6, and Mr. Ad- same leg to Winslow, the passen- near Grants, New Mexico. Capt. nally, let’s not forget to honor and ams, hopefully refreshed and eager, gers and crew of the TAT Tri-Mo- Stowe’s choices were limited: press remember Capt. J.B. Stowe and his reports, “Lv Cl 8:08 am, clear-high tor sister ship City of San Francisco on, attempt to deviate around the copilot, E.A. Dietel, for their pio- wind-dust-Elev. 8500’ bumpy over were not so lucky. On the morn- storms, or turn back to ABQ. Trag- neering bravery and sacrifice, and mts- crystal clear @10,000ft.” ing of Tuesday, September 3, 1929, ically, the choice to deviate north for paving the way for the future of Based on my experience, I can on the same westbound departure, ended horribly 45 minutes after safe and comfortable air travel. imagine, with high winds kicking they left on schedule at 10:20 a.m. takeoff when the struggling Tri-Mo- After this tragic air crash came up dust and the aircraft flying with with five passengers and a crew of tor, attempting to clear the peaks in the stock market crash, and the only a few thousand feet of clear- three. Capt. J.B. Stowe, who had a violent thunderstorm, impacted handwriting was on the wall. About ance over the mountains, “bumpy recently moved with his young wife the slopes of Mount Taylor, result- six months after Mr. Adams’ flight, over mts” may have been an under- to Clovis, and copilot E.A. Dietel ing in the loss of all on board. struggling TAT, in a convoluted statement, given those conditions were on duty that day, and shortly This devastating event, need- series of corporate gyrations, be- 24 JANUARY/FEBRUARY 2017 www.vintageaircraft.org 25 AIRVENTURE 2016 PICTURE

PERFECT JIM KOEPNICK 26 JANUARY/FEBRUARY 2017 www.vintageaircraft.org 27 CONNOR MADISON

JIM KOEPNICK

CHRIS MILLER

TYSON RININGER ERIN BRUEGGEN

28 JANUARY/FEBRUARY 2017 www.vintageaircraft.org 29 A Family Tradition

TYSON RININGER Since 1953

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30 JANUARY/FEBRUARY 2017 JIM KOEPNICK

JIM KOEPNICK JIM KOEPNICK

DAVID K. WITTY JIM KOEPNICK

ERIN BRUEGGEN

JAY BECKMAN CONNOR MADISON

32 JANUARY/FEBRUARY 2017 www.vintageaircraft.org 33 LAURIE GOOSENS

CONNOR MADISON

LAURIE GOOSENS

34 JANUARY/FEBRUARY 2017 www.vintageaircraft.org 35 DAVID K. WITTY DAVID K. WITTY DAVID K. WITTY TYSON RININGER DAVID K.WITTY PHOTOS DAVID K. WITTYDAVID

36 JANUARY/FEBRUARY 2017 www.vintageaircraft.org 37 CONNOR MADISON

DENNIS BEILA

JAY BECKMAN

CONNOR MADISON JJ GAINES CONNOR MADISON

CONNOR MADISON

DAVID K. WITTY ANDREW ZABACK

38 JANUARY/FEBRUARY 2017 www.vintageaircraft.org 39 CONNOR MADISON

40 JANUARY/FEBRUARY 2017 www.vintageaircraft.org 41 ERIN BRUEGGEN

TYSON RININGER

CONNOR MADISON

LAURIE GOOSENS

CONNOR MADISON

JAY BECKMAN CONNOR MADISON PHOTOS CONNOR

42 JANUARY/FEBRUARY 2017 www.vintageaircraft.org 43 CHRISTOPHER MILLER

ANDREW ZABACK

JIM KOEPNICK

JIM KOEPNICK AMY GESCH ERIN BRUEGGEN LAURIE GOOSENS

44 JANUARY/FEBRUARY 2017 www.vintageaircraft.org 45 LAURIE GOOSENS

ERIN BRUEGGEN

CONNOR MADISON JIM KOEPNICK

MICHAEL KELLY CRAIG VANDER KOLK JIM KOEPNICK

46 JANUARY/FEBRUARY 2017 www.vintageaircraft.org 47 TYSON RININGER

STEVE MOYER

CHRISTOPHER MILLER

JIM KOEPNICK CHRISTOPHER MILLER

JIM KOEPNICK

TYSON RININGER

48 JANUARY/FEBRUARY 2017 www.vintageaircraft.org 49 Back From the Grave— Sort Of Bill Bradford’s reincarnation of the Model 10 Luscombe By Budd Davisson MICHAEL KELLY

50 JANUARY/FEBRUARY 2017 www.vintageaircraft.org 51 ing GIs, especially pilots, would all want personal airplanes. It was a logical assumption. Hundreds of thousands of young men were taught to fly by Uncle Sam, and it was expected that they’d want to continue flying. The assumption had the American aircraft indus- try in an absolute building tizzy: Nearly 50,000 airplanes were pro- duced in 1946-47 alone. The only problem was that the assumption was dead wrong, and unsold air- planes carpeted small airports na- tionwide for years. This group of airplanes is now known as Classics,

JAY BECKMAN PHOTOS but the fact that we have such a huge pool of wonderful little air- planes from that era is the result of a classic marketing error.

Luscombe was among those that JAY BECKMAN were cranking out airplanes like cookies. Further, according to leg- years with the railroad. Now I’m restore a number of other airplanes, the major parts and then figuring end, the Model 10 was designed at retired and can really concentrate from Smith miniplanes to gliders, out what went inside that outline that time by Luscombe engineer on helping others with building and the clipped Luscombe proj- in terms of structure while think- Misha Kantor as a low-dollar aero- projects. In fact, I’ve been heav- ect had him doing major structural batic airplane. It used basic compo- ily involved with a number of RV metal work on it. Then it was the nents of the Luscombe Model 8 in builds, and that, combined with Model 10’s turn to occupy his life. some areas but was more of a clean my A&P, is what gave me much “From the first time I saw a sheet of paper design than a modi- of what I needed to do the Model photo of the Model 10, I wanted to fied 8A. Also, according to legend, 10. On top of that, my dad, who build it,” he says. “I’ve always liked it was flown only a few times before had spent 35 years wrenching for its looks and wanted to do some- it was either destroyed in a wind- TWA, had airplanes since I was a thing about owning one even be- storm along with other aircraft and kid, and he learned quickly that it fore I started the clip-wing in ’99. What do you do when an air- favorites at AirVenture 2016. It’s buried, or it was simply chopped was easier to send me into the tail I’ve been asked why I wanted to plane creeps in and grabs you by pretty amazing what a guy can do up to get a tax write-off. Either cone of an airplane than try to do build it, and I can honestly say I CLIMB AT 3500 FPM your imagination and just won’t with aluminum, tin snips, and a way, when the airplane died, the it himself.” built it simply because I’ve wanted let go? Much worse, you know that rivet gun when he’s as driven as paperwork died right along with Bill’s dad was known as Brad, to do it for so long that I couldn’t IN YOUR OWN P-12! this particular airplane no longer Bill Bradford. it, so when Bill Bradford pulled the and Brad’s Clip was emblazoned on not build it. I would never forgive 90-95% complete P-12 reproduction exists. In fact, only one was built The object of Bill’s affection, trigger on his dream, other than a the side of the clipped-wing Lus- myself if I didn’t.” and only a few photos, maybe a the Luscombe Model 10, is one of few dimensions in a book here and combe he brought to AirVenture a Normally when a re-creation Offered for sale at 430.000 USD half-dozen, remain to remind us those “A what?” type of airplanes there, all he had to work with were few years ago. He says, “I’m a hard- project like this is started, the It is one of six reproductions of P-12/F4B that it existed at all. Logically, to because of the aforementioned lack a few photos. core Luscombe guy because of my builder bores through dusty piles own and fly one is an impossible of information about it. In fact, Although it was a daunting dad and because they are one of the of documents and sifts through Producer Willow Aircraft, Nevada dream. However, to Bill Bradford even Luscombe gurus can only talk task, Bill wasn’t a greenhorn with best two-seat airplanes from that museum archives looking for pho- P&W SR-1340-E of Independence, Missouri, own- about it in generalities. Legend has a dream. He had the right back- era. Dad bought a ’46 8A and taught tos, but Bill didn’t have that luxury. ing an all-but-forgotten Luscombe it the sole prototype was built in ground to reincarnate a Model 10. me to fly in it. I still have it, and it’s “Really, the only thing I had was Contact owner Øyvind Munch Ellingsen Model 10 became his goal, and a 1945, probably for the same reason “You might say I went to col- on its fourth restoration and paint pictures out of John Swick’s Lus- [email protected] goal is nothing more than a dream many other manufacturers fever- lege in ‘Canoe U,’ the Navy, right job. I’m a total Luscombe freak! No combe book that also include wing- with a plan and a deadline. The ishly began building 65-hp flivvers out of high school,” he says. “Then doubt about it.” span and fuselage length,” he says. ph +47 99048707 (Norway) net result was that his Luscombe (Cubs, Champs, T-crafts, etc.): it was A&P school, 15 years with Along the way he allowed himself “From there it was a matter of com- Facebook: Øyvinds P-12 Model 10 was one of the crowd The assumption was that return- Zantop Airlines, and another 17 to stray off the Luscombe path and ing up with the overall outline of 52 JANUARY/FEBRUARY 2017 www.vintageaircraft.org 53 JAY BECKMAN

PHOTOS COUTESY OF BILL BRADFORD concrete mold from them. Ham- amateur-built. “When I was sitting at the end mering them out will be a winter- The finished airplane came out of the runway, I wasn’t thinking time project.” weighing 889 pounds, but Bill says, about the so-called dream aspect of Firewall forward, the airplane is “That was before I put wheelpants the project,” he says. “I was just fo- pure Luscombe with the Continen- on along with a little alternator. I cused on flying it. The flight turned tal C-85 hiding behind a Luscombe haven’t weighed it since. The origi- out to go really well. Right from the nosebowl. nal was reputed to be 840 pounds start I was surprised at how well it When it came to duplicating the empty, but that could be pure con- got off the ground. It rolled maybe they attach, and I used what are curvaceous Model 10 canopy, Bill jecture. No one knows for sure.” 650-700 feet, and it was off. basically Luscombe-type postwar turned to the legendary Jeff Rog- Bill’s dream of flying a Model 10 “In the air, it was just a hair compression ribs out to the aile- ers and Airplane Plastics in Tipp became real on November 19, 2015. right-wing-heavy, but I tweaked a ron bay. City, Ohio. Bill says, “They’re good “I used a lot of RV type of con- people who build all sorts of can- struction in the wings, then built opies for lots of unusual applica- the center section around them. tions including everything from Open Your ing in terms of the way Luscombe There is a major frame that runs the Batmobile to Reno racers. I

built their airplanes.” completely around the fuselage sent them a cardboard template, WWW.BANDC.AERO Although the finished airplane and canopy. It’s pretty stout and and in much less time than I ex- Cowl gives the impression that he took doubles as a rollover structure and pected, Jeff called and said it was Test flight complete. Approval forthcoming. a Luscombe apart and used major the mount for the rear of the wind- finished. I took a road trip to pick it components, that’s not the case. shield. It also picks up the main up, and it’s flawless. It would have BC400 Alternator for your Piper. One just doesn’t take a strut-braced spar center section carry-through, taken me forever to be able to do wing, for example, and make it into which is 5/16-inch heat-treated that kind of work on my own — as- a cantilevered structure. It’s far 4130 that’s about 12 inches long. suming I could do it at all.” more complex than that. “With the landing gear so far out When it came time to license “I did use a couple of Luscombe in the wings, I also paid a lot of at- the airplane, he used a DER, and bulkheads and a rib or two, but tention to strength in that area. there was never any doubt that, I’m guessing 85 percent of the air- The gear legs themselves are DIY, a even though it was a re-creation frame is new,” Bill says. “Nothing tube inside a tube that uses Champ of a factory-built design, it would else would fit. To help, I built a springs for suspension. I guess I be licensed in the experimental J-5C, PA-11, PA-12, PA-14, wood jig out of 2-by-6s that was re- lucked out in picking the springs amateur-built category. This was ally stiff and used that for both the because the whole thing works re- a safe bet because the original de- PA-16, PA-18, PA-20, & PA-22 fuselage and the wings. ally well. The Cleveland wheels and sign itself was never certified, and “I did the tail cone first, then brakes are hidden within some fi- other than the general outline of Fits Lycoming Wide- or Narrow-Deck engines . . . the wings. I started with a few Lus- berglass pants I got from Jim the airplane, all of the construction with NO change of oil cooler location required! combe parts and heavily modified Younkin. I’ll probably replace them details came out of Bill’s imagina- everything. The main spar, for in- with aluminum units in the future, tion. It wasn’t 51 percent amateur- 316-283-8000 • BandC.aero stance, is over 2 inches thick where and with that in mind, I made a built, but basically 100 percent 54 JANUARY/FEBRUARY 2017 www.vintageaircraft.org 55 Shop

Now!

MICHAEL KELLY

150 doing testing and aerobatics. It likes rolls and loops, but with only 85 hp, you need a longer dive and more speed than most airplanes.” As the cliché goes, no man is an island, not even someone building an airplane, and Bill goes out of his way to recognize the help given him by Mark Anderson and Rick Show Your Miller. He is also quick to point out that his wife, Karen, loves to fly Vintage Aircraft and is behind the project. “She had no problem with the Association Pride one seat,” Bill says. “When I’m go- ing to a fly-in in the 10, she just finds someone with an empty seat We’ve got what you need JAY BECKMAN and tags along. Both of my girls are grown, Allison and Emily, and they to deck out your home, trim tab, and it was dead straight til rotating into three-point atti- like to fly, too. So, I’m blessed all on the second flight. The whole tude and touchdown at around 55 the way around.” workshop, or hangar! process was almost too easy! I mph. It sits on the ground at 14.5 The Luscombe fever that has Bill three-pointed it off, and at 85 mph degrees, which is pretty steep, but so thoroughly in its grip didn’t re- it was climbing at about 800 fpm, typical for the era. lease him with the completion of which for a 26-foot wing and 85 “On the runway its handling the Model 10. Right now he says hp is pretty good. The ailerons are is just a little quicker than a Lus- that he and Mark Anderson are smooth, but in rough air it does the combe. More like a Vagabond, but restoring a Luscombe Model 4. Bonanza or RV tail-wiggle. It has it’s certainly not a challenge, and That’s another “What’s that?” air- a full 4 degrees of dihedral, which it’s perfectly happy on 1,500-foot plane (shaped like a normal Model slows the roll rate, but it still does runways. I flew it quite a bit at 8 but with a 90-hp Warner radial pretty good, but not as good as my Blakesburg, which has 2,300 feet engine — very cute!). Seems like clip-wing. of grass, and it was a no-brainer. Bill doesn’t spend much time sit- “On landing, it’s pure Luscombe. “At altitude I’m generally indicat- ting around on the back porch in I use 70 mph on final, and you can ing about 110 mph and burning 5 his retirement. EAA.org/ShopVintage | 800-564-6322 see over the nose really well un- gallons per hour, but I’ve dived it to 56 JANUARY/FEBRUARY 2017 The Vintage Mechanic

ROBERT G. LOCK

Teaching a Nation How to Fly The Lon Cooper story, Part 1

Being a student of history particularly focused plane. Lon’s father was an automobile mechanic who on aviation interests in aircraft design and devel- owned two shops in Maryville, Tennessee, where opment, I find that those individuals who were in- Lon was born. Maryville was located in the foot- volved in all facets of the industry I have grown to hills of the Great Smoky Mountains, but Lon’s par- admire make these columns most interesting. I do ents relocated to the St. Petersburg, Florida, area in enjoy listening to the old-timers who came before 1923, determined to be a part of the building and The 1914 Benoist seaplane in flight at St. Petersburg, Florida. me and achieved noteworthy success in aviation, to expansion boom in the state. capture and write their stories. Lon’s father, Cedric, opened his automobile re- St. Petersburg, Florida, was no stranger to aviation In 1938 a visionary elected official from Utah by Several years ago I met Lon Cooper and his wife, pair garage but was hired to assist in engine main- in the early days for it was there on January 1, 1914, the name of Robert Hinckley developed an idea to Dot, while flying at Fantasy of Flight in Polk City, tenance at the newly constructed Piper-Fuller that the very first scheduled airline began operation. stimulate civil aviation, which was suffering from Florida. He came to the fence, and we started talk- Field, St. Petersburg’s first airport constructed It was a flight in a Benoist seaplane flown by noted the devastating effects of the Great Depression that ing about the Stearman PT-17 and how it was de- around 1925. His father also delivered Gulf No- aviator Tony Jannus across the bay from St. Peters- began with the stock market collapse of 1929. There signed and used for primary flight training of Nox aviation gasoline to the airport, thus the avia- burg to Tampa. The 100th anniversary was celebrated was very little movement in the aviation industry, future combat pilots during World War II. He be- tion connection for Lon. Lon remembered, “Dad in 2014 when a replica of the Benoist ship was con- which included manufacturing of small airplanes, gan by telling me that he was a flight instructor took me to the many airplane activities in our area structed and water taxied by Kermit Weeks. so Hinckley began to explore how the government in nearby Lakeland for Albert Lodwick, owner and until I was old enough to go on my own. As public Albert Whitted Airport was opened in 1929, built could subsidize, in an efficient manner, the expan- operator of the Lodwick School of Aeronautics. We interest in aviation increased, Albert Whitted Air- on landfill dredged from the bay, and located near sion of civilian aviation. He developed the Civil- immediately began discussing his role as a flight port was built on the waterfront in St. Petersburg. the downtown area of St. Petersburg. Adequate ian Pilot Training Program (CPTP) and envisioned instructor in Boeing Stearman aircraft from 1943 I spent Sunday afternoon after church watching all runways and a seaplane ramp to the bay were con- training thousands of pilots. The program bought to 1945 when the school closed as the war neared the activities. There were passenger hops in open- structed. There was a large Coast Guard depot build- no airplanes, built no classrooms, and hired no in- an end. Lon was in his early 80s at the time I first cockpit biplanes, high-wing cabin monoplanes, ing, and students landing toward the north were structors, but it successfully trained thousands of met him, and his memory was outstanding, recall- and seaplanes. Passenger rides were also available required to glide the airplane below the roofline of pilots. From the CPTP inception in late 1938 until it ing events that happened more than 60 years ago. in a Ford Tri-Motor, a Curtiss Condor, a Goodyear the large building. Landing toward the south re- ceased in 1944, 1,132 educational institutions were Lon was one of those rare individuals of the great- blimp, and an autogyro. Biplanes would perform a quired touching down very close to the sea wall, so involved, training approximately 435,165 students est generation who was ready to share all those few stunts to thrill the crowd of several hundred. spot landings were a must when operating in and using 1,460 private contractors, an admirable record stories from the past as if they happened yester- The afternoon usually ended with a parachute out of Whitted. of success considering the program was subsidized day. He was flight-instructing in Stearmans at the jumper collecting tips in his helmet after which he Lon graduated from St. Petersburg High School by the U.S. government. Existing instructors at the young age of just 22. would jump from one of the biplanes.” in June 1940 and enrolled at St. Petersburg Junior college and university level provided ground instruc- Looking back to his early years, Lon recalled get- And so here is Lon’s story. But first, let’s set the College in September to continue his education. But tion while established flight instructors in the local ting a ride in a Kinner-powered Bird biplane owned stage with some background information about there was another reason for attending college, and area provided actual flight instruction. These flight by Bill Butters at age 6. It was this introduction to early local civilian flying and flight training in the it was the Civilian Pilot Training Program, of which operators were reimbursed at the rate of $6 per aviation that inspired Lon to learn how to fly an air- late 1930s. the college would become a participant in 1941. hour, and each student enrolled in CPTP paid a $35 58 JANUARY/FEBRUARY 2017 www.vintageaircraft.org 59 to $50 lab fee that also paid for a life insurance pol- When a student enrolled in the CPTP, there was icy. It was in this program that Lon Cooper enrolled a signed statement that at the conclusion of the Univair Has Kept Classic in the summer of 1941. training the pilot would volunteer for the U.S. Aircraft Flying Since 1946 Army Air Corps in the event our country became involved in military action anywhere in the world. For 71 years, Univair has been providing factory original Primary flight instruction began for Lon at and FAA/PMA approved parts to aviation enthusiasts with Whitted Airport under the direction of Johnston classic, vintage, and homebuilt aircraft. We carry a huge Flying Service. Primary flight training required the selection of parts, supplies, and distributor items for contract school to furnish light aircraft powered Aeronca, Champion, Bellanca, Citabria, Decathlon, Scout, by a minimum 50 hp. Owner Jimmy Johnston had Cessna 120-140, Ercoupe, Luscombe, Piper J-3 through Piper J-3 Cub, Taylorcraft BC-65, and Aeronca 50-C PA-22 and PA-25, Stinson, and Taylorcraft. aircraft. Lon recalled, “My instructor was Matt Pel- ling, certificate number C20076. Mr. Pelling was Call us today to get your an excellent instructor — he was patient, stressed free catalog with over safety, and required a precision performance of ev- 16,000 parts (foreign orders pay postage.). Or download ery maneuver.” free from our website.

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Extract from April 1943 issue of Aviation magazine AERO CLASSIC “COLLECTOR SERIES” Picture postcard of 1930s Albert Whitted Airport, St. Civilian Pilot Training Manual used by all students Petersburg, Florida. Street North that was paved to where it met Gandy Vintage Tires enrolled in CPTP. Boulevard,” he said. “It was an excellent emergency New USA Production landing strip as there were no wires or houses, just Show off your pride and joy with a The first phase of instruction in CPTP was called Left, a 1930s postcard from Whitted Airport, vacant lots. High work, stalls, spins, and steep turns fresh set of Vintage Rubber. These Primary, and Lon’s class began June 27, 1941, with showing right the large blimp hangar located in the were practiced over Snell Isle or Tampa Bay east of newly minted tires are FAA-TSO’d and speed rated to 120 MPH. Some ground school classes held evenings at St. Peters- southwest corner and used by Rex McDonald for Albert Whitted. These practice areas were visible things are better left the way they burg Junior College, then located on 5th Street at his flight school. Beard’s Flying Service used the from our field, and students not flying watched as were, and in the 40’s and 50’s, these tires were perfectly in 2nd Avenue North. As previously discussed, CPTP hangar to the left of the blimp hangar, while John- maneuvers were critiqued by an instructor.” tune to the exciting times in aviation. hired no instructors but rather used staff already ston Flying Service used a booth on the west side Since the CPTP was very well standardized, all Not only do these tires set your vintage plane apart from the rest, but also look exceptional on all General Aviation under contract to the college. Here, a chemistry and of the field. Food was always a necessity, and Lon flight training was critiqued carefully by the instruc- aircraft. Deep 8/32nd tread depth offers above average physics professor named Dr. Wakefield taught the remembered, “Aunt Hattie’s Diner was across 1st tor. And there was a section of the “rating sheet” to tread life and UV treated rubber resists aging. ground school phase of instruction. Ground school Street South and had great hamburgers.” critique the student’s attitude, physical traits, men- First impressions last a lifetime, so put these jewels on and consisted of theory of flight, Civil Aeronautics Ad- Lon’s first flight at Johnston Flying Service was tal traits, flying habits, and special faults. Even the bring back the good times..… ministration (CAA) rules and regulations, naviga- June 28, 1941, in a Piper J-3 Cub, NC30607. After student’s logbook was furnished by the government. New General Aviation Sizes Available: tion, and meteorology. Textbooks written by the only eight hours and 15 minutes of dual instruc- Lon passed his written examination for a private 500 x 5, 600 x 6, 700 x 8 federal government were required and had to be tion, he soloed. It is interesting to note that about pilot certificate and had logged 23 hours of dual and Desser has the largest stock and purchased by each student. Hinckley’s CPTP was 75 percent of all CPTP students learned to fly in a 16 hours of solo in the Cub. His flight instructor rec- selection of Vintage and Warbird very standardized to keep training the same, no Piper Cub. First manufactured in 1938, the Piper ommended Lon for a flight check for the certificate. tires in the world. Contact us matter which part of the country provided instruc- Cub ended production in 1947 with Piper having Lon remembered, “Civil Aeronautics Administra- with your requirements. tion. Right is a sample of an instructor’s training constructed 19,888 aircraft. tion Inspector E.J. Ulrich flew over from his office Telephone: 800-247-8473 or manual. There was a whole series of these text- Lon remembered the details of his flying in 1941 in Tampa to check the CPT students. After success- 323-721-4900 FAX: 323-721-7888 6900 Acco St., Montebello, CA 90640 books, one book for each of the ground school sub- from Whitted Airport. “Low work was practiced fully completing my 20-minute checkride, I received 3400 Chelsea Ave, Memphis, TN 38106 www.desser.com ject areas. north of the airport over the vacant area along 9th my private pilot certificate on August 26, 1941. With In Support Of Aviation Since 1920…. 60 JANUARY/FEBRUARY 2017 www.vintageaircraft.org 61 my newly acquired certificate and airplane rental at $6 per hour, I added another 24 Straight & Level TM hours and 30 minutes to my solo time. All continued from page 1 flights were short hops from Whitted with New Members an occasional landing at Piper-Fuller Field. supporters. We are most appreciative of the leadership of Randal Alden...... Tijeras, NM Planes flown were Piper Cub, NC35514, the National Biplane Association from Tulsa, Oklahoma, Lance Allen...... Jamestown, ND Donna Barker...... Waterloo, IN Piper J-3 Cub, NC41285, Taylorcraft which has recently donated many thousands of dollars Keith Baumann...... Fairfield, IL NC24060, and Aeronca 50-C, NC31786. of support to the Vintage Aircraft Association for two Stuart Baxter...... Sycamore, IL Roberval Bomfim ...... Brazil My certificate number was 123630.” much-needed enhancements on the Vintage grounds at Edward Bouissey...... Ukiah, CA Juvenal Beuno Benito ...... Brazil All the aircraft that Lon flew in 1941 Oshkosh. We will share more information on these plans Benjamin Bundt...... Montebello, CA had their beginnings in 1938, the year with you as the final phases of this initiative become Robert Champlin...... Milford, OH Aaron Dabney...... Hewitt, TX that civilian pilot training was created. firmed up. Rodrigo Fernandez Alonso ...... Spain Today we would call this program a stimu- As always, your thoughts and comments regarding our David Finamore...... Louisville, CO Rick Forseth...... Janesville, WI Lon Cooper’s student pilot rating logbook from CPTP days. lus, and that is just what it was, except organization and our Vintage Airplane magazine are al- Darryl Gilbert ...... Canada Mike Gossett...... Birmingham, AL it was directed toward the private avia- ways very much welcome! Please feel free to drop us a line David Griffith...... Dallas, TX tion industry. CPTP built no airplanes, at [email protected] and let us know what you think Robert Harrison...... Frederick, MD Granger Haugh...... Scottsdale, AZ but it caused thousands of light two-place about our plans and our initiatives, or anything else that Peter Hill...... Canada tandem and side-by-side ships to be con- may be on your mind. If you desire to communicate di- Jordan Hill...... Nashville, TN Gayle Hill...... Nashville, TN structed. Just think of all the jobs that rectly with our editor, simply address your e-mail to Jim Rob Latta...... Edina, MN David Leslie ...... Omaha, NE were created by this boom in civil avia- Busha at the above address, or directly to [email protected]. Brian MacNamara...... Warwick, NY tion. A market was created and filled. In We would like to hear your thoughts, positive or other- Brian McBurney...... Baldwinsville, NY Mike Merritt...... Acworth, GA 1938 the CAA issued 30 approved type wise, regarding these issues. George Moore...... Magnolia, TX certificates for new aircraft. Most of these As always, please do us all the favor of inviting a friend Moose Peterson...... Mammoth Lakes, CA Sam Powell ...... Malden, MO newly certificated aircraft were 50- to 65- to join the VAA, and help keep us the strong association Ronald Quackenbush...... Clarksville, MD Jonathan Ross ...... Northport, NY hp, light, fabric-covered ships specifically we have all enjoyed for so many years. Jean-Louis Serres ...... France designed for the CPTP. Piper Aircraft of VAA is about participation: Be a member! Be a volun- Daniel Shanahan...... Sebastopol, CA Michael Smith...... Fremont, CA Lock Haven, Pennsylvania, Aeronca Cor- teer! Be there! Rebecca Smith ...... Fremont, CA poration of Middletown, Ohio, Taylorcraft Let’s all pull in the same direction for the overall good Dennis Thomas...... Little Rock, AR Standards for flight training of CPTP students. Paul Thompson...... Mesa, AZ of Alliance, Ohio, and Porterfield Aircraft of aviation. Remember, we are better together. Join us Jeff Thompson ...... Bishop, CA Frank Toth ...... San Mateo, CA of Kansas City, Missouri, were the primary manu- and have it all. Brian Tryon...... Spokane, WA facturers of light training aircraft. These ships still James Urgo...... Carmel Valley, CA William Wallace ...... Frederick, MD appear in great numbers at airports throughout the Rosemary Wisnosky...... Naperville, IL United States. Robert Hinckley’s calling was to establish a pro- gram subsidized by the federal government, through the Civil Aeronautics Administration, that would bol- ster and expand civil aviation in the United States, and his dream included expansion of the educational base from which civilian aviation could grow. Hinckley was born in Fillmore, Utah, and was elected to the Utah House of Representatives from 1918 to 1920 at the age of 27. He was a member and chairman of the CAA under Presidents Frank- lin Roosevelt and Harry Truman. He was presented the FAA’s highest award in 1983, the Award for Ex- traordinary Service for his role in developing and Checkout Code administering the nationwide Civilian Pilot Train- ing Program. Many credited Hinckley and his vision save15%3 of the CPTP with shortening World War II as many as two years by preparing thousands of college stu- Father of the Civilian Pilot Training Program, Robert H. dents to fly, using the same standards required for Hinckley of Utah. military pilot cadets at the time. 62 JANUARY/FEBRUARY 2017 www.vintageaircraft.org 63 Vintage VAA © 2016 Experimental Aircraft Association, Inc. Trader Directory Something to buy, sell, or trade? THE NEW STANDARD IN ANTIQUE WANTED OFFICERS Donate your factory built plane, RV or President Secretary vehicle to leave a significant legacy! A Geoff Robison Steve Nesse The EAA and Vintage Aircraft Association Aircraft Insurance Plan has all the TM charity that provides mission/medical 1521 E. MacGregor Dr. 2009 Highland Ave. LuxVite Naturals Vision Protect New Haven, IN 46774 Albert Lea, MN 56007 is created by an eye surgeon and services to remote areas of the world. 260-493-4724 507-373-1674 special coverage options VAA Members require for hand propping, tailwheel, pilot to promote eye health with www.samaviation.com 970-249-4341 [email protected] [email protected] ingredients for macular protection. grass strips, and unique aircraft. Visit EAA.org/Insurance today Classified Word Ads: $5.50 per 10 words, 180 Vice-President Treasurer Dave Clark www.LuxvitePilot.com Jerry Brown words maximum, with boldface lead-in on first line. 635 Vestal Lane 4605 Hickory Wood Row for the right coverage at the best price for you. 855-LUX-VITE (855-589-8483) Classified Display Ads: One column wide (2.167 Plainfield, IN 46168 Greenwood, IN 46143 317-839-4500 317-422-9366 inches) by 1, 2, or 3 inches high at $20 per inch. 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