STRAIGHT & LEVEU Espie "Butch " Joyce

2 AlC NEWS

3 WHAT OUR MEMBERS ARE RESTORING/ H. C. Frautschy

4 A CLASSIC TRIP IN CLASSIC AIRPLANES/ Dip Davis

5 NAVIGATING THE CLOUDS OVER SAN DIEGO BAY Miss Ida Roschmann

8 REMEMBERING THE BIRD BOY/ Bill Truax

11 FROM THE ARCHIVES

12 PLEASANT TO FLY.. . WITHOUT THE STING!! Walt Kessler

17 1938 J-3C/ H. G. Frautschy

21 MYSTERY PLANE H. G. Frautschy

23 PASS IT TO BUCK ~ , . E. E. "Buck" Hilbert .~ ...... '. ':. ': .. .. ,',:,:::: ...... , :.: >":-',i: 27 CALENDAR

29 WELCOME NEW MEMBERS

33 VINTAGE MERCHANDISE

Publisher TOM POBEREZNY

Editor-in-Chie! JACK COX

Editor HENRY G. FRAUTSCHY

Ma'Jaging Editor GOLDA COX

COlllribming Editor JOHN UNDERWOOD

Computer Graphic Specialists BETH BLANCK OLIVIA L. PHILLIP PIERRE KOTZE

Photography Staff JIM KOEPNICK LEEANN ABRAMS KEN LICHTENBERG MARK SCHAIBLE

AdvertisinglEditorial Assistant ISABELLE WISKE

SEE PAGE 30 FOR FURTHER VINTAGE AIRCRAFT ASSOCIATION INFORMATION ST AIGHT & LEVEL by ESPIE "BUTCH " JOYCE PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION

April is here, and almost everyone has gotten out their great front porch, is hosted by Chapter I of the Vintage dust rags and polish to get their birds up to speed and Aircraft Association. During the balance of the year this ready for the flying season. building is home base for the Chapter. During the fly-in I don't want to sound like a broken record, but permit you can relax there, drink some lemonade or iced tea and me to once again say, "Let's be careful out there!" munch on some popcorn. It's also the place to go to regis­ We need to be very cautious at all times, but the during ter your aircraft. These folks also are a great source for the flight hours right after a long layoff, you should take information about almost anything you need to know extra care. It seems that the ground is involved with about about the fly-in. Just writing about Sun 'n Fun gets me 95% of the accident reports I see. You know the old say­ more excited about going to the fly-in for the week! I hope ing, "It isn 't the speed that kills, but it is the sudden stop at to see you there as well. the end." Keep thinking about it - you will live longer. It was with great interest that I read this past month ' s There will be a great many of you at Sun 'n Fun this article written by Buck. I can relate to his experience with year, and so will I. It's remarkable how this fly-in has a computer, but don't count him out because it won't be a grown over the past two and a half decades to become an year before he will be putting floats on his one-eyed box! internationally recognized gathering ofaviation individuals. Hang in there, Buck. It is a direct result of the dedication and great leadership of After Sun ' n Fun almost everyone will be enjoying the management team, Officers, Directors, and Volunteers, quite a few local fly-ins. Some of the type clubs will also past and present, that have made this success possible. be holding their fly-ins at different locations in different I have heard some people talk about the location of a areas of the U. S. You can check the dates for many of fly-in from time to time. In my humble opinion, that is of these activities by reviewing the Calendar section of a lesser concern, except from a weather standpoint. We your Vintage Airplane. can use our aircraft to go to almost any locality with ease. Joe Dickey, Vintage Aircraft Association Director and Think about it - who would have ever thought that a Type Club Chairman for your area, has written to inform town in mid-eastern Wisconsin would be visited by so me that he is stepping down as a Director and also is giv­ many, just to look at an airplane or two? Congratulations ing up the Chairmanship of the Type Club Headquarters. to the Sun 'n Fun EAA Fly-In on your 25th anniversary. If Joe was there to help you, you'll also recall that his May you continue to be successful in the years to come! wife, Julia, was right there too. They make a powerful Here are some of the things you can look forward to team and I never had to worry about any project they during your visit at the 25th Sun 'n Fun EAA Fly-In at agreed to complete! It would be completed on time and Lakeland, FL: with a high quality level. The type club headquarters lo­ • The Seaplane Splash-In on Thursday, not Friday as in cated just to the south of the V AA Red Barn on the EAA years past. AirVenture grounds is one of the more important areas of • 451 Antique, Classic and Contemporary aircraft service to your membership that we offer, and they helped parked in the Vintage Aircraft area last year - will bring it up to the next level of participation and organiza­ yours be one of them this year? tion. On behalf of the membership and the Officers, • Check the forums schedule, too - how about Henry Directors, and Advisors of the VAA, I'd like to say: Holden's "The Fabulous Ford Trimotor" (Sunday, I "Joe and Julia, thank you for giving your time and talents p.m., Tent 8) or Robert Czego's "Bellanca-Champion to be of service to the membership. You have been a great Club" Forum (Sunday at 11 a.m ., Tent 7). There's help to me personally, and I thank you for that time and plenty more to take in. Check your program when you friendship. Best wishes in your future endeavors!" arrive and register. Ask your friends to join up with the Vintage Airplane Be sure and visit with the folks at the Vintage Aircraft Association. Let's all pull in the same direction for the Headquarters building, located in the northeast corner of good of aviation. Remember we are better together. Join the Vintage Aircraft area. This building, complete with a us and have it all! ......

I PI F A FEW QUESTIONS . . . VAANEWS Our eastern sage, Bob Whittier, compiled by H.G. Frautschy P.O. Box T, Duxbury, MA 02331 has a few items he'd like to know more about, and I'm certain there are a few of you who can help. First, Can anyone accurately 1999 BIPLANE EXPO explain why the Stinson 108 se­ ries have very different vertical The 1999 Biplane Expo, June tail surfaces? Bartlesville, OK has announced that Where can he find useful read­ Brigadier General Paul W. Tibbets, Jr. , ing on the characteristics of these famed pilot of the legendary B-29 THE GASTRONOMICAL two different forms of tai l surfaces: Enola Gay has accepted the invitation m STORY OF AVIATION of the National Biplane Association to by Nicholas Frirsz, EAA Chapter 1070 be their honored guest. General Tib­ Newsletter "Leatherstocking Flyers" Editor bets, one the nation's great heroes of WW-Il will join a select list offamous The history of aviation is closely tied to aviators who have been honored by the that of the pancake breakfast. We are all fa­ NBA for their contributions to aviation miliar with the events leading up to that and to the USA. December afternoon when the Wright Broth­ General Tibbets organized, com­ ers took to the air for the first time. However, manded and piloted the most significant few realize that their attempts were based on single mission in the history of military their intense drive to reach the pancake house aviation. The mission on August 6, on the other side of Kill Devil Hills. 1945 to Hiroshima, Japan to drop the So, with maple syrup in hand, young first atomic bomb effectively ended Orville bravely set out to where no man had WW-Il, saving an estimated one million gone before - the first fly-in breakfast! Why were the magnetos lives of allied forces who were gearing News of this great development spread fast mounted on the front of the Wright up for the planned invasion of Japan. across the continents. A few years later a fel­ J-5 engine? The Biplane Expo is the largest gather­ low named Louis Bleriot, tired of crepes What is usually done to make ing of biplane in the world, annually suzette and with a longing to make a name for the upright members of wooden attracting 400-500 aircraft, of which himself in the annals of breakfast food, took ribs fit the spars properly in swept­ 130-\50 are of the classic biplane con­ to the air, crossed the English Channel in his back wings? figuration. frail craft, and in what has become a mile­ For information, call the Biplane stone in aviation history, discovered the Expo Information office at 9181 bottomless cup ofcoffee. 622-8400. I '\ In 1927, Lindbergh added his name to the list of greats. His transatlantic crossing cre­ ated an instant media sensation by becoming f11[S2111t the most expensive breakfast hop in history. THE COVERS Lindbergh also set up the three golden rules of the fly-in breakfast: I) the best pancakes are always the fur­ FRONT COVER .. . Cubin ', 1938 style thest away; with John Meyer's 1938 J-3C Cub Sport. It RYAN DRAGONFLY 2) they will always be in was restored to the original configuration by Our good friend Dr. Harvey the shortest field; and John , Clyde Smith , Jr. , and John's cousin, Pastel, 802 Bolton Rd, Vernon 3) they will always be Sam Beach. EAA photo by Jim Koepnick , Rockville, CT 06066 is looking for shot with a Canon Eos1 nequipped with an closing just as you arrive. 80-200mm lens. EAA Cessna 210 photo information on the Ryan YO-51 The postwar years were plane flown by Bruce Moore. Dragonfly. He has copies of the kind to general aviation, Apri l, 1940 edition of Aviation, aviation in general and a and Flying Review, Feb., 1964, BACK COVER . .. The only one of it's type few captains and lieutenants in the United States, Walt Kessler runs up but has yet to be able to come up 1111. as well. the Gipsy Major engine on his DeHaviliand with a good three-view drawing of 'lJ,i Technology blossomed in DH .87 Hornet Moth , which was restored by the airplane. We've checked here q ~ the 1940s, bringing names Ed Clark of California. The Hornet Moth in the EAA Aviation Foundation's like Aunt Jemima, Hungry now resides near Marengo , IL on Walt 's Library, and we were unable to Jack and Bisquick to the fore­ home strip. The photo was taken by long­ add to that information, but per­ front of aviation science ­ time EAA volunteer Ted Koston, of Ted haps one of you may be able to ~ THE INSTANT PANCAKE Koston Photography in Melrose Park, IL. help. You can write to Harvey at ~ ~~ MIX HAS ARRIVED! the above address...... ~ ~------~ 2 APRIL 1999 WHAT OUR MEMBERS ARE RESTORING by H.G. Frautschy

ALASKANTAYLORCRAFT RON PARKER'S Nestled in the tall grass of an Alaskan waterway, Robert E. Taylor of Kenai, AK uses his 1946 Taylorcraft BC12D to STINSON 108 visit pristine spots like this all over the USA's 49th state. Restored by Dennis McCormack of Yelm, W A, Ron Based in Texas after being produced in the Alliance, OH fac­ Parker is tickled to own and fly this 1947 Stinson 108-2, tory, it later was moved to the Fairbanks, AK area. Robert powered by a Franklin 6A4165. Covered with Ceconite in purchased the "basket case" project in 1987, and spent the the mid-1980s, Ron bases the airplane at Harvey Field in next two years rebuilding it into a all season flyer. It has a Snohomish, WA. He's looking forward to flying it exten­ Lycoming 125 hp 0290D engine with a custom Piper-like sively this summer, and spending a little time detailing the cowl, new seats, extended baggage compartment, and a sky­ little items that still need to be done. light. Of course, shoulder harnesses were installed, as well as removable seat flotation cushions and lower door windows. Fitted for Federal 2000 skis, and 8.5x6 in. tires and tubes, it is shown here on its Edo 1400 floats with dual water rudders, splash rails and compartment pump outs. A nice medium blue and yellow color scheme tops off the job. The Taylor­ craft has become an old friend over the decade Bob has owned it, and he welcomes notes concerning flying in Alaska or questions about his restoration . You can reach him at: Robert E. Taylor, 2745 Set Net Ct., Kenai, AK 99611 or rtay­ [email protected]

THE GOLDEN BUZZARDS Based in Old Bridge, NJ at the local airport, these nine handsome gents are the "Golden Buzzards," who bought a 1940 J-3 Cub to "re­ ally learn how to fly." So far they've put over 70 hours on the Cub. In front, (L-R) we have: Dick Webb, Lew Levison, Jack Kurtz and Tony Schiano. In back, (L-R) are: Jack Marin, Tom Goeddel, Rich Bielak, Marty May and Philippe Marchal.

VINTAGE AIRPLANE 3 A Classic Trip in Classic Airplanes

By W D. "Dip" Davis Pen and Ink Artwork by Jim Newman

group always affords. They also asked if we would be willing to October, 1998 All of which brings us to plans for the take Larry's ashes with us and scatter them This story probably should begin with 1998 convention to be held in Chino, Cali­ over the Pacific Ocean. the International Cessna 1201140 Associa­ fornia. California is a considemble distance What can you say? tion convention of 1996 in Faribault, in a little 100 mph airplane and a great deal Saturday, September 19 - Marc had Minnesota. Larry, Marc and I had planned ofplanning took place among the diehard made the arrangements with his Dad to at­ to fly our respective little Cessnas to the Midwesterners who gave thought to mak­ tend a concert in Peoria, so he flew Larry's event. Marc had recently completed the re­ ing the trip. I was pleased to see the turnout 140 loaded with enough gear to last a cou­ pairs and restoration on his 140 and it was at a July session held at Cottonwood Air­ ple of weeks down there, and I met him at in pristine condition to compete for best port in Rockford. Several of the members Mt. Hawley on Sunday morning. I visited original 140. Larry had acquired what had made the trip (in larger, faster air­ with his parents for a few minutes and we may be the lowest time 140 in existence craft) and had interesting observations as departed for Pittsfield, Illinois sometime with less than 500 logged hours, and had to routes and favorite stopovers. Marc before noon . Pittsfield has a new, high polished it carefully to the point that my had done such a great job on the 120 that tech, credit card operated self fueling sys­ slightly ratty 120 would have to trail a someone came along before he was quite tem with reasonable prices. Good thing, ways behind so as not to be associated done and made him an offer he couldn't too, as the field was otherwise unattended with them. refuse. Larry convinced him that it was on a Sunday. We checked weather on the The night before we had planned to de­ too lake to back out ofthe journey though, phone and found that we must hustle a little part, Larry phoned with the news that the so Marc made tentative plans to borrow to beat a rapidly approaching front. It weather prognostication was not conducive another 140. looked kind of dark for just a short while to a VFR round - trip so he proposed that Exactly three weeks before our planned but got better as we motored southwest. we all pile in his Suburban and drive up. departure, Larry taxied out ofhis hangar at Two and half hours later we landed at Pt. As is so often the case, the weatherman Campbell Airport in Grayslake to attend Lookout, near Branson, Missouri, a brand was overly pessimistic and we could have another planning session at Poplar Grove. new facility with an imposing terminal flown without much strain. However, we As he descended the winding strip down to building where we gassed up and gmbbed a had a nice trip and, of course, a great time the runway, the airplane slowly diverted quick snack before we headed out for at the convention. toward the gas pit and lightly struck a McAlister, Oklahoma where we arrived The 1997 convention in Ona, West Vir­ pole. People in the operations office ran about 6:00 p.m .. Seven and half hours in ginia was our next target. This time Larry out to see what the problem was and the air was plenty for one day for these old had unbreakable commitments and Marc found Larry unconscious at the controls. bones, even though I was able to stick my had just sold rus shlny little 140 to liberate They summoned an ambulance but he feet over onto the right rudder pedals for funds for the completion of his even more died of a massive coronary before reach­ half the trip. I was really glad I didn't have comprehensive rebuilding project, a 120. ing the hospital. a passenger. We had kept up a running My 120 was airworthy, although stHI laok­ Two or three days after the funeral, conversation on 123.4 mhz the entire time, ing an interior, so Marc condescended to Marc and I received a conference call at so it never seemed lonel y. The folks at ride with me. His GPS navigation kept me our homes from Larry's partner who in­ McAlister provided a courtesy car to a from deviating more than a few feet off of formed us that Larry's family would like us nearby motel where we got a decent meal a straight line all the way and we again en­ to take rus airplane to the convention any­ and a good nights rest. joyed the marvelous hospitality that this how, since that had been such a fond dream. We decided we were on vacation so we

.4 APRil 1999 didn't set an alann clock any morning. We left there about nine a.m., headed for Olny,

Texas where we arrived at noon. Olny is ~ . ~ the home of Leland Snow 's Air Tractor and turbine powered Ag machines in vari­ ous stages of completion were all over the field. We were also treated to a guided tour of the CarterCopter by Carter's extremely enthusiastic PR man, Rod Anderson. If this machine should happen to fulfill its hype, ~ --~ - it will revolutionize aviation. ,<~. , The Olny airport is considerable dis­ tance from town and there were no vending machines for other than soft drinks, so MaFc dug -down in his b~g of tricks and produced a loaf of bread', a jar of peanut butter and a jar of jelly. It made a surpris­ ingly satisfying lunch and we were able to depart within a reasonable time frame. We plugged along for another 2.8 hours to Midland, Texas, across a not very exciting landscape but without too much of a head­ wind for that part of the world. to Dennis on the Unicorn to infonn him of port once before heading towards Tucson. Larry's original, carefully planned itin­ our progress and he expressed his thanks Tucson lies between two mountains, Inter­ erary, called for El Paso as the next stop, for our doing so. state 10 runs right through the middle of but weariness and no great urgency to go GPS groundspeed numbers in the low the city, and a major airport lies on either further dictated an overnight stop at Pecos 80s were about the best we saw as we side. Busy Davis-Monthan AFB on the where we arrived about 6:30. Dennis Blan­ slowly climbed towards Deming, New north and busier Tucson International on chard, the FBO at Pecos, made us glad we Mexico. Got there shortly after noon (Cen­ the south. had elected to do so. He treated us to a cold tral time - we had crossed the first time Marc had found that his altitude encoder drink and pointed us to his courtesy car zone at the state line). Deming is an old didn ' t jibe with his altimeter, so he had without being asked. A decent motel was military field with long runways but a new, turned off his transponder while I left mine just a few blocks away, served an enjoy­ modern terminal with a sharp FBO and on. He was in contact with ATC, calling us able dinner and gave us coupons for a friendly folks. There were no food dis­ a flight of two 140s as I kept my big mouth complimentary full breakfast. pensers but the line crew called the Grand shut. I mi sinterpreted one transmission The weather west looked just a trifle Hotel in town and they sent a van to pick us which had implied "hold short. " Marc iffy as we got ready to leave in the morn­ up within minutes. We had a delightful made a circling turn just as I put my head ing. We elected to have a look and headed lunch and again a van ride back to the air­ down to check a frequency. When I looked between two thunderstonns on either side port with a big smile and no charge. up, Marc was gone! of the pass. It was raining a little in the pass On departure from Deming we discov­ I didn't feel that I should wander around but we could see the hills on the other side ered why the runways were so long! Hot that sky looking for a little airplane, espe­ and made it through with only light turbu­ day, high density altitude and 85 little cially when I heard center talking to two lence in just a few minutes. We called back horses under the cowl. We circled the air­ F-16s coming out of Davis Monthan. I con­ tinued through the hornet's nest, saw the fighters cross well in front of me just a little lower and finally drew a breath when I got through the pass at the west end ofthe city. Our planned stop was at the Avra Valley airport a few miles northwest of Tucson and when I switched to the Unicorn fre­ quency Marc was called in for traffic advisories. He had swung south of the mountain and received a chewing out from Center for the transgression. Being the friend he is, he forgave my stupidity. Avra Valley is another neat airport. Lots of aerobatic activity and unusual airplanes with several open sided plane ports as well as lots of new looking tee hangars. We fu­ eled up and once more conned the operators into the use of a courtesy car for the night. It was a considerable distance to motel

VINTAGE AIRPLANE 5 by all our old and new pacity vans and we never had to wait more friends, we were shut­ than a few minutes for a ride back and forth tled off to the Ontario the entire time. Breakfast was scheduled for Hilton, headquarters Flo's Airport Cafe, a local institution, great for the convention. fun and good food at reasonable prices ­ The two hour time lag the adjoining pilot's supply shop is labeled was most welcome in "Over Flo's." We then shuttled our full bel­ the morning! lies to the tower area where we were briefed Convention activi­ on today's fly-out to Catalina Island and is­ ties officially started sued life vests, being assured that the US Thursday morning and Coast Guard was alerted and that we would after a somewhat be in the water for only a few minutes in pricey breakfast we case of a ditching. Again I accompanied hopped a shuttle van Marc in 95V - no sense getting both air­ back to the airport planes wet, and, besides, he would need a where we were little assistance with the task before us. briefed for the fly-out We embarked as a formation of six, Ken now, all the way back to the edge of the to Gillespie Field in San Diego. 1 climbed Morris and Don Alisi in Don's 120 in the city. We got a comfortable room and ade­ in 95V with Marc since he had been able lead. Again the formation deteriorated into quate dinner. Really dawdled in the to unload all the baggage, and we joined a a gaggle and one member turned back in morning and got back in the air at 10:30 our five aircraft formation - to use the term horror. He showed up at the island later, ei­ time. We pretty much followed Interstate very loosely. ther alone or with a following group. The 10 up towards Phoenix, cutting corners in The flight leader, Lloyd Sorensen, was trip was a delight, smooth air and somehow places where the mountains didn't look too familiar with the area and did a good job of less daunting than a flight across Lake formidable, but stayed south of the control threading through the hills, but the follow­ Michigan. The approach to the "Airport in zone til we were well west of it. Next stop, ing gaggle spread out so far that ATC called the sky" as it is billed, is a little hairy at first across the Colorado River to Blythe, Cali­ with a warning that one of the group was glance. The runway was scraped off the top fornia, an airport I was quite familiar with about to encroach on Miramar's Class B of a mountain and looks like a carrier deck. though it had been several years. airspace "and that would not be a good It's also quite wide which gives the illusion We caught up with another 140 there, thing!" That 140 got so far afield that the of being shorter than it really is. The land­ Ken Liggett from Colorado, with whom we pilot lost contact with the rest of us and ob­ ing was anti-climatic. had a nice visit while the only unpleasant tained an individual clearance into We explored the terminal area, which line person we encountered on the whole Gillespie. The rest of us were cleared en has a restaurant and gift shop and gardens trip fueled our airplanes. We ate machine masse and landed without incident after a with nicely done local history displays. An dispensed sandwiches (not bad!) in the air­ really strange approach around the hills. hourly bus down to the town of Avalon is conditioned flight office before departing We were greeted cordially by the ground available and most of us elected to do the on our last leg of the outbound trip. controller and directed to the museum tourist routine. The road to Avalon is just Banning pass was as its usual sootiness, hangar which houses the overflow from the ten miles but requires nearly 30 minutes to though VFR. Marc contacted Palm Springs downtown S.D. Aerospace collection. John cover. It's a rough, narrow winding road approach and they were very helpful in get­ Klien, a museum volunteer and aviation en­ with a number of switch-backs so tight that ting us pointed in the right direction, thusiast from way back, gave us a very mirrors have been installed to view any on­ picking up SoCal approach just beyond entertaining lowdown on all the aircraft on coming traffic - there is not room for two Banning and they vectored us towards display. We then walked a few rows down vehicles to pass in the turns. I sat near the Chino. We got a landing clearance as a to the Confederate Air Force hangar where back of the bus and the rocking motion plus flight of two and as we got within a half those friendly folks prepared a barbecue gnawing acrophobia from the view to the mile, the tower apologized for leaving us at lunch for us, including all the trimmings. side had my stomach in no mood for lunch 3,000 feet so close to the field and asked if They also had an interesting display of when we got to our destination. we needed to circle once. Marc informed airplanes and memorabilia which we had I walked around for 45 minutes or so, them that we were 140s and "could come adequate time to enjoy. I failed to mention enjoying the holiday atmosphere of a some­ down like sewer lids" if required. Landing that there had been three or four other gag­ what typical tourist trap. It reminded me a in tandem, we were cheerfully welcomed to gles of 140s besides ours, so that the ramp little of Mackinac Island. The bus tickets Chino by ground control and directed to the was filed with the little beauties. The return are sold on a scheduled basis and Marc had growing flight line at the base of the tower. trip broke down to smaller groups so that arranged for an earlier departure than I, so, The excessive oil consumption I had en­ we left as only a flight of three and the re­ my queasiness gone, I was able to enjoy a countered at the start of the trip seemed to sult was much less traumatic. We landed snack on the pier while being amused at the have been alleviated somewhat by a steady tandem at Chino and headed back to the ho­ antics of a couple of seals and flocks of diet of 100 LL with TCP added each time tel and an excellent dinner at Tony Roma's gulls conning diners into tossing them and perhaps by a small amount of Marvel Rib Joint just a block away. scraps. The Avalon harbor is loaded with Mystery Oil that Marc had loaned me. My Friday morning started off as nicely as lovely little sailboats and you could spend recording tach showed 24.9 hours for the the previous day. Our convention host, all day without being bored. westbound portion of our journey. John Westra, had arranged with a Ford I got a seat farther forward on the bus After registering and being welcomed dealer friend for the loan of two large ca­ for the ride back and it was much less un­

6 APRIL 1999 settling. Marc had had an hour to prepare on one of those floats?) Also in the same beauties of central and northern Arizona for the return flight and was all ready collection is Benny Howard's DGA-5, over the flat desert that we had crossed on when I got back to the airport. We left by "Ike," and a long nosed Rider Special with the way out, and said we shouldn't miss ourselves and swung around the cliffs to Tony LeVier's name on it that I remember seeing Sedona. We all agreed on that route get a view of Avalon from the air, then best as the Schoenfeldt Firecracker. There and after clearing Banning pass we angled headed back over the channel where I were three or four others who are almost as northeastward to Parker Dam and the air­ held the airplane steady in slow flight historic, but we didn't have all day. Out­ port on the Arizona side of the Colorado while Marc neatly spread Larry's ashes side, I was surprised to see, with wings River. There was a strip mall within easy over the blue Pacific. removed, the B-50 which was the first air­ walking distance of the runway which We headed back to Chino with guidance craft to fly around the world nonstop. I housed not only a McDonalds and Taco from SoCal approach and fell in behind had all but forgotten the excitement of Bell, but a gambling casino. We resisted Jack Hooker in his 120 for the landing. Our that time. the slot machines in favor of tacos and hosts had arranged an elaborate cookout at We flagged down Carlos, the cheerful burritos. It was quite comfortable when one of the hangars and the annual business line attendant who had kept our tanks walking in the shade of the mall's over­ meeting was conducted with the enticing topped off each day (100 LL at 1.45 per hanging canopy, but when you stepped smell of beef roasting over hot coals assail­ gallon!) and he ran us the considerable dis­ out into the direct sun you immediately ing our noses. New officers duly elected, tance back to the tower area where we knew the temperature was crowding the we settled down to the really serious busi­ sucked up some lemonade and allowed our century mark. ness of eating. A champagne cork shooting feet to cool. We had intended to ride the The airport is less than 1,000 feet ASL contest was also in order with two winners shuttle van back to Ontario for the final and the runway is plenty long so we had no managing to hit the hangar wall 110 feet night's banquet but were surprised by the trouble getting back into the air after refuel­ across the ramp. appearance of a friend of a mutual friend ing. Next stop - Sedona and its renowned A full size bus got us back to the hotel from home. Our buddy Greg had phoned red rocks. The scenery is, indeed, spectacu­ without delay and festivities continued at his buddy Sam and told him to look us up. lar and I silently thanked our friends for the hospitality room a lot longer than I was He drove his big Lincoln right out to the convincing us to come this way. The run­ inclined to be up. tiedowns and introduced himself. After ad­ way has been scraped off the top ofa mesa, Saturday morning. The shuttle van ser­ miring our airplanes and swapping a few similar to that on Catalina, but even longer. vice, which was beginning to spoil us, ran stories, he took us back to Ontario in high Of course the wind seldom blows in the di­ us back to the Chino airport where we had style and made arrangements to take us to rection the runway is aimed and we had to planned again to breakfast at Flo's. We in­ breakfast Sunday morning. demonstrate our proficiency somewhat. advertently (honest!) walked into the The banquet was presented in a huge We had the airplanes serviced and tied hangar where the club officers and new dining room at the Hilton, decorated with down, then walked to the Sky Ranch Lodge members were having a breakfast buffet. balloons and flowers. I felt slightly under­ at the edge of the airport. After checking in, The bacon smelled so good I couldn't get dressed for the affair but this was Southern Marc grabbed his camera and departed for past it so we sat and ate with the newcom­ California and everyone was casual, with scenic photo ops. I adjourned to the patio ers just as though we had been invited. A maybe a dozen neckties in evidence in the with a libation, put my feet up and watched short walk down the ramp brought us to the whole place. After the umpteen course the sun go down. After an appropriate ad­ Planes of Fame museum complex where meal and a few brief speeches, the awards justment time, I walked the couple ofblocks our convention member status earned us a were presented. Marc was called up to ac­ back to the airport cafe which is good discounted admission price. cept the plaque for the "Best Original 140" enough to draw even a non-flying crowd They have an impressive collection of for 1695V. As he told Larry's story I noted from town and had dinner with Don and warbirds, including the only flyable origi­ several people having a little trouble with Maureen, Carol and Mat Rybarczyk and nal engine powered Japanese Zero in the their eyeglasses. There were so many do­ Doug Corrigan. The latter group had landed world. We got to see it fly, along with an nated door prizes to be awarded that folks at Flagstaff and brought a rental car to Se­ early model P-40 and several more mun­ began to get a little restless and when the dona rather than miss the sights. dane WW II era aircraft. Since I had been festivities finally adjourned there was a Marc had encountered some interesting up close and personal with the warbirds, the rush to the hospitality suite to imbibe a bit tourists and was having dinner with them. I earlier and scarcer airplanes of my youth more and swap even more lies. left the key under the doormat and Marc were ofeven greater interest. Sunday morning and a painless check­ showed up before I dozed off. In the morn­ The restoration of the Northrop N9M out from the hotel (the pain doesn't start 'til ing I scarcely had one eye open when the flying wing was really impressive. Those the credit card bill arrives). Sam was at the phone rang. The Alisis' wanted to know if dedicated volunteers had converted a pile door five minutes early and took us to a de­ we were about ready to go! When Marc in­ of moldy sticks into a flying aircraft that lightful home style restaurant where it formed them that he had promised a couple looks as though it had been carved from a appeared half of the people in Southern of young ladies airplane rides at nine o'­ solid block ofbright yellow plastic. California liked to have Sunday breakfast. clock, they decided to depart by themselves An area devoted to racing also turned He then delivered us right to our airplanes as they were more anxious to get home that me on. There stood a Supermarine where we said out good-byes and loaded we were. Something about having to report Schnieder Cup racer which held the ab­ our bags for the return trip. Don and Mau­ for work... solute speed record for many years, a Curtis reen Alisi had asked to accompany us on We had a leisurely breakfast at the air­ R-I racer on floats from the same contests. the way home so we cleared out of Chino port cafe and got to the ramp at the same (Remember the picture of a young Jimmy as a flight ofthree. Doolittle in helmet and goggles, standing Several of our friends had lauded the - Continued on page 28­

VINTAGE AIRPLANE 7 he month is August, the year unremarkable, presages an event in avia­ horse-drawn dray-wagon belonging to J. 1911 . A train has pulled into the tion history which has gone unremarked in B. Reed Storage, a family known to my Soo depot in Minot, North Dakota many quarters for nearly 90 years. family in Minot long ago. The horse pa­ Twhere it has discharged passen­ There is a horse-drawn ambulance tiently stands waiting, perhaps for more gers and goods of all sorts. The depot parked at the platform, its driver sitting on cartage to be loaded, or possibly to unload itself, a two-story clapboard building with his seat making some adjustments. Its the same box seen on the wagon. four windows on its northwest fayade, is to back doors are open, whether waiting to On the platform there is an odd-shaped the right of the great locomotive and its receive or to discharge is unknown. On crate mounted on a wheeled conveyance. cars, the engine spewing steam which the left-hand side of the ambulance is Having six sides and maybe ten to twelve lends a slightly surreal quality to the scene. parked a black hearse. It, too, has open feet in length, the box seems to be an ob- In an upper window of the depot can be doors around which are standing several seen small children looking out over an as­ men in hats, all looking in the same direc­ semblage which, while it may appear tion. Next to the ambulance is parked a By Bill Truax

B APRIL 1999 stands, his white shirt front standing out from the dark-suited men, a soft cap on his head, unlike the fairly for­ mal headwear of most of the men on the platform with him. On the crate are stenciled words. "Curtiss Aeroplane," the word 'Cur­ tiss' spelled out in the recognizable logo script of the day. Below that are the words, "Dixon's Humming Bird" and "world's youngest aviator." The first time r saw this photo­ graph was almost 20 years ago where it hung in the law offices of Ella Van­ Berkom in my home town of Minot, North Dakota. For two years I found myself returning to the scene in my mind, and I decided to explore a means to acquire the photograph. Af­ ter having done so, I submitted it to the editor of my local Montana An- The young, dapper Cromwell Dixon, in a por­ tique Aircraft Association newsletter trait taken In 1911 by "Pach, New York, NY" for publication in my mystery plane column. Two replies came back iden­ training from the Curtiss school, and ob­ tifying the young man in the white shirt tained the Federation Aeronautique and soft checkered cap as Cromwell Internationale sporting license number Dixon, a 19-year-old youth from the 43 which was issued to him August 31, Midwest who was the flrst person to fly 1911,just a month before his record-set­ across the Continental Divide. ting flight from Helena, Montana. I've never been certain why the pho­ The photograph which has so piqued tograph of Cromwell Dixon's passage my curiosity over these years was un­ through Minot has meant so much to doubtedly made on Dixon's trek from the me. Our aviation careers were certainly Midwest to Williston, North Dakota, vastly different, but something about the where he made nine flights at the Williams young man's experience has spoken to County fair. From Williston, Dixon me over the years. Where Cromwell shipped his airplane by rail to Helena, Dixon's aviation career began in Colum­ Montana where he set out to cross the bus, Ohio in 1906 with his construction Continental Divide, a feat which was re­ of a flying bicycle, mine began in markable, not only for his youth, but for Minot, North Dakota when I was 17 the fact that so many had tried and so flying a J-3 Cub. And where Cromwell many had failed. Dixon made the first flight across the As a pilot for Frontier Airlines and Continental Divide at the age of 19, r later for Continental, I spent many years continue to fly over the Divide as a re­ flying the "high line," a series of cities tired captain who now pursues the joys on the great northern plains which in­ and frustrations of building and flying cluded many of those Dixon came to my own airplanes. Cromwell's Montana Historical Society ject of curiosity to some small boys mother and sister nearby, one of whom holds the wagon's helped him to build a tongue and looks directly into the camera flying bicycle which which is capturing this event and which I he flew at the Colum­ surmise has been placed atop a freight car bus, Ohio fair and later on the siding. in 1907 at the St. Louis Mostly it is men who are gathered on Exhibition. It would the dock of the depot. An occasional be just five years until woman can be seen, but it appears that it his historic flight over is men's work which is being done on the Divide, and during this day. the intervening years, Slightly to the left and several feet Dixon made many ex­ from the odd-shaped crate a young man hibition flights, balloon flights, received flight

VINTAGE AIRPLANE 9 D-III biplane to an altitude of7,000 feet, mother and sister who had given him so higher than man had flown previously. much moral support in his search for avia­ Dixon's airplane appears to be a D-III ver­ tion fame. An account ofDixon's feat was sion of the Curtiss D model, the primary recorded in the Montana Daily Record. "It difference being that the ailerons pivoted was one of the most dangerous feats ever from the rear interplane strut. The other attempted by man . Death was pitted significant difference was the fabric cover­ against daring and daring won. Treacher­ ing on both top and bottom surfaces of the ous winds above, jagged peaks and Cromwell Dixon, aviator, at the Montana State Fair, September 30, 1911 . wing. The engine on the D-III was a V-8 declivitous slopes below. It was a gamble. of 60 to 70 horsepower, and the wingspan Had for one instant fear crept into the heart was 26 feet 3 inches. Taking off from He­ of the bird-boy- -the wind and rocks know. I've wondered if, like me, lena's fairgrounds on September 30, 1911 would have claimed another victim." Cromwell Dixon came to appreciate the in the early afternoon, Dixon headed for It was not to be so. Two days later, rugged, often unforgiving beauties of the Blossberg, Montana, a 17 mile flight Cromwell Dixon's life came to an end as Dakotas and Montana, where he made through Mullan Pass where at 5,092 feet his airplane crashed in Spokane during an his historic flight. It is hard to imagine above sea level, headwinds and turbulence exhibition flight. He was just 19 years old on an early morning still air arrival from were the order of the day. Kind folks in and lived scarcely long enough to enjoy the west crossing Mullan Pass with a Blossberg set a large bonfire ablaze to sig­ the fame and fortune he so richly deserved 737, flaps 30 and the gear down and on nal to Dixon his point of arrival which he for his achievements. bug speed, that we were three minutes reached at 2:34 p.m. He left the deep val­ The State of Montana has chosen to from the end of the runway at Helena, ley location of Blossberg at 3: 16 p.m. and honor Cromwell Dixon through granite and Dixon's trip took 40 more minutes. after struggling for altitude, reached 7,000 memorials and murals at the Helena air­ Coming only eight years after the feet and landed at Helena at 3:59 p.m., port terminal, plus a historic marker high Wright brothers' feat, Dixon's achieve­ claiming the $10,000 prize offered for the above MacDonald Pass where highway 12 ment was as great in its way as was theirs. first successful flight across the Continen­ crosses the Divide near Blossberg. One Dixon flew his bamboo and fabric Curtiss tal Divide. Cromwell had hoped that this day, several years ago, I drove to Helena money would help him to support his from my home in Big Fork to attend a din­ ner meeting of the Cromwell Dixon Society, a group founded here in Montana whose members gather each September 30 to commemo­ rate Cromwell Dixon's deeds and keep alive the memory of the young many who billed himself as the "world's youngest aviator." I was early and decided to try to find the area where Dixon might have landed on his historic flight. Blossberg as a town no longer exists, and the rail­ road which Dixon landed near has been relocated to accommodate to­ day's powerful locomotives. As I looked at the scene, three small air­ craft flew over, Society members paying homage to the young bird­ boy we were joining together to celebrate that evening...... 10 APRIL 1999 FROM THE ARCHIVES by H.G. Frautschy

The next few editions of"From the Archives" will focus on the Flaglor collection, a donation of negatives ofGolden Age aircraft donated by Ken Flaglor ofKansasville, WI.

The Lockheed 10 Electra was one ofthe fastest transports in existence when it was constructed, and many feeder airlines used it to haul passengers and mail. In produc­ tion from 1934 until 1941, its launch cus­ tomer was Northwest, who flew their fast Lockheeds allover the Midwest. Popular w ith Pan American Airlines, a number of Central American operators who were Pan Am affiliates also bought Electras. This Mexican registered example was operated by Aerovias ReformaslCMA. SIN 1007 Lockheed 10C, it was delivered on November 30, 1934. It crashed 30 miles southeast of Playa Vicente, Veracruz, Mexico on November 1, 1937.

Last month we took a look at the Curtiss P-6E, a favorite of many a boy in the 1930s. Here's another longtime favorite, based at the same field and with the same Squadron - the 17th Pursu it Squadron at Selfridge Field near Detroit, MI. This is the Boeing P­ 26C, built in a group of 23 produced in February and early March of 1936. Flaps were later added to all the P-26 models in service. Powered by a Pratt & Whitney SR-1340-27 or -33, it could reach a maximum speed of 235 mph and climb as high as 28,000 ft.

VINTAGE AIRPLANE 11 WHEN I FIRST SAW 74 ECHO CHARLIE, or should I say ZS­ AOA, she was resting quietly with both white wings tucked back and nestled in close to her bright blue fuselage. Yes, her wings do fold neatly back. She was in the Western Museum ofFlight hangar located on Hawthorne Airport in California. As a Tiger Moth owner of many years, I was visiting my friend, Ed Clark, owner of the Moth Works, located a few blocks from the airport. Several times over the past years, Ed had taken me over to the Museum to look at his Hornet Moth and other aircraft on display in the Museum. Ed displayed his Hornet at the front of the museum for easy access to the hangar door and Hawthorne's one paved runway. Although in a museum, he flew his Hornet Moth regularly ... one trip as far away as Seattle, Washington. He and his wife, Connie, loved the Hornet. Connie, as a matter of fact, picked out the colors when they restored it. By the way, 74 EC stands for the year Ed and Connie Clark were married and EC for Ed and Connie. Ed has specialized in the restoration of deHavilland aircraft and engines for over thirty years. For many years, he has been building five Gipsy Moths, the predecessor of the Tiger Moth, and two have since been sold. Like many vin­ tage aircraft restorers, Ed had a lot of irons in the fire and he reluctantly decided to sell his Hornet Moth. Pleasant to Fly . . . Without the Sting! America s Only Flying Hornet Moth

The upper landing gear fairings By Walt Kessler also serve as air brakes, giving the D.H.87's pilot enhanced speed and decent control. Ted Koston Photography

12 APRIL 1999

74 Echo Charlie was built in Hatfield, England, in 1938 and first flew on July 9 of that year. It was the third to the last one built by the deHavil­ land Aircraft Company. That same month, it was crated and packed for export to South Africa. Arriving in August, it was reassembled and flown on August 23 at Johannes­ burg. It was registered as ZS-AOA to John R. Paget. Several years later, in 1940, it was impressed into the SAAF (South African Air Force) as #1584. It was used for communications work and during its five years in the SAAF service, clocking about 600 hours. In April 1959, she was reg­ istered with C. F. Strecker at Roland Schable of Janesville, WI flies Walt Kessler's DH.87 Hornet Moth over the shore of Lake Geneva, WI during a glorious Wisconsin fall season. This shot by Ted Koston was taken from a Stearman flown by Tom Rand . Then it was sold to Foreys of Woodale, IL. several other owners (here it gets a little sketchy): a Mr. gust of 1985. Clark completely over­ the left seat, taxiing proved to be a chore. Malherbe, then J. D. Haupt and W. C. hauled the engine in September of 1986. I was not familiar with the full castering Whitfield at Benoni in 1968. New guides, sodium filled valves, cylin­ tailwheel or the Bendix mechanical brakes The original Gipsy Major 130 hp en­ ders, rods, pistons and rings were installed, and their idiosyncrasies. gine was replaced with a Gipsy Major IC plus accessories and many other parts. Needless to say, my first few takeoffs engine rated at 145 hp. The newer engine Sixty weight, straight mineral oil is and landings on Hawthorne's hard surface had been in storage for some time and then used in the Gipsy engine during the sum­ runway reminded me of some of my first installed in the Hornet in April of 1968. mer months. The airframe has 1,600 hours flight lessons years ago. They weren't that During April of 1973, the engine had 312 and is covered with linen. Paint is Delstar great! I also heard all these wild stories hours since a major overhaul. On October blue acrylic enamel and Fleet white with about the Hornet being tail heavy, which 5, 1978, the registration was canceled as Midnight blue for the striping. The linen she isn't, and how bad she is in a cross­ ZS-AOA and the Hornet Moth was ex­ was put on about 12 years ago and the fab­ wind, which she is. Several years before I ported to the United States. She spent ric still passes the punch test. Although bought the aeroplane, Ed had wiped the considerable time in storage in California I've had lots of experience in taildragger right gear out at Mojave Airport in a strong after purchase by her new owner. Robert aircraft, including 17 years in the Tiger crosswind that caught him off guard . I McJohnston, who subsequently sold her to Moth, flying the Hornet Moth proved to be was prepared for the worst. Ed Clark of Hawthorne, California, in Au­ a real challenge for me. When I first got in After all, this was a 56-year-old beau­ tiful antique airplane. To make matters worse - and to my knowl­ edge - it is the only Hornet Moth flying in North America, so it is a very rare airplane, indeed, and I didn't want to bend it. Plus, I was to fly it back from California to Illinois. In addition to the normal pre-flight and walk around, there is one very im­ portant check we make. The wings on the Hornet Moth fold back for storage. Both sets of wings are hinged to the fuselage. The hinges are located three-

With its left wing folded for storage, ZS­ ADA rests on the airport at Lake Geneva, WI. That's not an extra pair of wings behind the Hornet Moth - Walt enjoys British aircraft, and his Tiger Moth sits awaiting a flight.

14 APRIL 1999 Ted Koston Photography

Capetown, South Africa, Youngs Field Aerodrome, November 1966. Frank Wilson, who took the photo, met Walt at EAA Oshkosh and send him photographs of the Hornet Moth, when it was painted in a style obviously influenced by the Hollywood movie released around the same time. The cabin of the Hornet Moth has a handy dual grip stick, and a pair of large toggle switches for the magnetos mounted near the center of the instrument panel. The horizontal trim across the are designed to allow the trailing edge to The cabin is simple and very elegant. middle separates two panels. The instrument slide beneath the fuselage. In the flying You are surrounded with brass, a walnut board can fold down for easy maintenance, and mode, we make sure that both hinged wood instrument panel and bright, shiny the lower board folds up for access to a small sections of the trailing edges of the up­ aluminum. The cabin roof overhead is all storage area . The sliding panel on the left, when opened, reveals a transponder and other per wings are down in their normal clear window, which makes for great visi­ modern electronics. position and locked in place. bility. When it does get too hot, one It is fairly easy to get in or out of the merely reaches back and pulls a neat sun Hornet. Once up on the left wing walk, shade forward that locks into place over­ quarters of the way back from the wing while crouching between the wings, you head. There is even a rear view mirror that leading edge. When the wings are in fly­ swing your right leg in over the seat, then makes it possible to see behind you while ing position, we make sure that four you pull yourself across, putting all your taxiing or flying. spring-loaded pins, located at each lead­ weight on your right leg. It helps to grab The art and the quality of the early ing edge, are securely locked into the the steel wing-bracing bar in the cabin craftsmanship is evident throughout the fuselage. After the pins are inserted, overhead as you climb aboard. cabin's interior. Both walnut and leather leather straps extend over the pins and The leather seats do not adjust but are upholstered doors actually bow outward, snap ftrmly into place. quite comfortable. The rudder pedals can which gives both occupants plenty of el­ A jury strut is hinged to each top wing be adjusted to one of three positions, de­ bow room. The left door holds the large spar near both sides ofthe fuselage. When pending on your height. brake handle and the throttle and mixture flying, both jury struts are held in place by a metal bracket beneath each top wing. Before the wings are folded back, the jury struts are swung down and the lower ends are positioned and attached to the lower wing spar. They are locked in place by turning them with your hand . This gives added support to the wings before folding them back. At the top wing trailing edge, located at both wing roots, a 32" by 18" section ofthe trailing edge is hinged to the wing. This section will fold up and forward to lie flat on the upper surface of the wing. This must be done before the wings can be folded back. With the 32" section of the trailing edge folded forward, the void cre­ ated allows the upper wings to fold back partially over the top of the fuselage. The lower wings, when folded back,

VINTAGE AIRPLANE 15 left. A push of the starter button on the panel and it belches to life. The Gipsy Major settles down and idles with that fa­ miliar sound that reminds one of a Model A Ford engine. Recommended procedure is to idle the engine at about 800 rpm for about four minutes. Oil pressure should be between 30 and 40 Ibs. when cold. Within the cabin, it is a little noisy but not too bad. You can still hear and con­ versation can be carried on, however, headphones are the order of the day. The Bendix differential brakes, once you get used to them, are easy to use . Full rudder pedal is demanded in either direction, or when the ratcheted hand At Kessler Field, Walt's private airport west of Chicago, the Hornet Moth strikes a pretty pose as it waits for Walt to start the Gipsy Major engine and take off to enJoy the smooth brake lever is pulled, both wheel brakes evening air. function together. The Hornet's angular nose does sit high controls. Above the left door pillar is the the very wide cabin, the fuselage sides, while taxiing, which doesn't help with for­ elevator trim adjustment. starting from the instrument panel for­ ward visibility. Lined up into the wind, At the left side of the instrument panel ward, angle sharply in toward the nose and we do our engine check and go through is a large aluminum lever called an air are not parallel with your direction of take­ our pre-takeoff checklist. There is no tem­ brake. When pushed down, both landing off or landing. perature gauge, so after about four minutes gear struts turn flat against the slipstream, The P 11 compass, which is five inches we run the engine up to 1800 rpm for a thus reducing the airspeed considerably. in diameter, sits at the center of the cabin mag check, then full throttle for max The lower half of the walnut wood in­ just in front of the control column. It has power check. The brakes hold well! strument panel is also on a brass hinge. a neat little light that is positioned just After checking the trim, throttle, brakes, Lifting the panel toward you and upward, above it. mixture, oil pressure, fuel selector lever, reveals a large storage area. Also cleverly The fuel gauge is located between the compass, air brakes, doors and belts, and hidden inside is a Mode C Transponder, two leather seat back, at your right elbow. we clear our area, we give her full power altimeter, amp gauge, intercom and Escort The onlofffuel selector is a vertical lever for takeoff. Today, the wind is right down II radio. that slides up and down, and is located our favorite grassy runway. A sliding door at the left of the panel next to the fuel gauge. 74 Echo Charlie We set the stick position for neutral lets you access the radio for communicat­ does have a complete electrical system, while we build up our airspeed. We bring shielded ignition, nav lights and a strobe at ing and navigating, and viewing the the tail up as soon as we have elevator altimeter. The panel of instruments is au­ the bottom of the fuselage. control and hold the stick forward. Now thentic 1938 and yet when you lift the Starting the Gipsy Major engine is dif­ our view is much better. The takeoff run hinged panel, there are all the modem day ferent. First you must "tickle" the electronics hidden away from view. carburetor; that is, hold down a small but­ - Continued on page 25­ I might add that Hawthorne Airport, ton to flood it. At the where the Hornet was based, is only a lit­ same time, you reach tle more than three miles away from around the front of SPECIFICATIONS LAX. It's in Class B airspace, so all the engine with your DEHAVILLAND HORNET MOTH these "modern electronics" were neces­ right hand, to the left 130 horsepower Gipsy Major sary and convenient. side of the engine. A In between the seats is a velY comfort­ lever attached to the Weight (including standard equipment) .. 1,255 Ibs. able leather armrest that also flips open for fuel pump is wobbled Useful Load695 Ibs. an additional storage area for sunglasses, up and down until Length Overall ...... 24 ft. 11.5 in. plotters, pencils, or whatever will fit. you hear the fuel start Span ...... 31 ft. 11.4 in. The "Y" stick, or control column, is po­ to trickle and flow. Span (with wings folded) ...... 9 ft. 0.5 in. sitioned at the center of the cabin floor. It After buttoning both Height ...... 6 ft. 7.0 in. is spring loaded to move forward to allow cowl doors, we turn Maximum speed at sea level ...... 121-124 mph easier entry and exit. The stick does take the wooden prop Cruising speed at 1,000 ft./2,050 rpm .. 103-105 mph some getting used to, as it does not sit di­ (made in Australia) Endurance (with normal tanks) ...... 6 hours rectly in front of you. over about six or Stalling Speed ...... 40 mph It's a little difficult to pick the right po­ eight times (all Takeoff run in 5 mph wind ...... 135-175 yds. sition for the elevators before takeoff, but switches off) . Re­ Climb to 5,000 ft...... 8.75 min. after a while you do get the feel of it. You member, the British Service Ceiling ...... 14,800 ft. have to sort of guess at a position before engine turns the op­ Gliding angle (air brakes on) ...... 1 in 8 the speed builds up to tell you if the nose posite from the Price ...... L875 is too high or too low. Also, because of American - to the

16 APRIL 1999 Built when a compass still cost extra, the 1938 Piper Cub Sport could be had with all sorts ofoptions.

ne look at the front half of John Meyer's 1938 Cub and you know something different has been re­ stored. Certainly the Piper Cub has long been the darling of the Vintage Airplane world, sought after by thousands hoping to enjoy the simple ways of O John Meyer, of Hudsonville, MI, and his the airplane so many used to learn about aviating. But even Cubs come in different varieties, and with each year's model subtle 1938 J-3C Cub Sport. changes were made. Most obvious on the exterior of early J-3 Cubs were the "barbed hook" fuselage stripe and three-piece windshield. Built up with three pieces of plastic held together by a pair of metal strips, it would be a couple of years before a one piece molded unit was installed. Even though the J-3C had much in common with the J-2, the biggest difference was the new Con­ tinental A-50 engine, a new, more powerful engine meant to By R.G. Frautschy replace the ground-breaking A-40. VINTAGE AIRPLANE 17 Leslie Hilbert

The original steerable, non-swivel tailwheel was tough to find. Originally an option on the Cub Sport, one was finally tracked down, with a rare tire found by Clyde.

The similarities were most appar­ ent in the wing structure. Basically the same, except for the curved root rib, the wing has built-up metal ribs and wood spars. The ribs proved to be quite a challenge for John (EAA 144458) of Hudsonville, MI and his fellow restorers, his cousin Sam Beach (EAA 550081) and the "Cub Doctor," Clyde Smith, Jr. (EAA 48316, V AA 20765). Sam hails from Greenville, MI The cockpit of the J-3C Cub Sport was also different from the trainer model. The uphol­ and had some extra time on his hands stered side panels and varnished floorboards were unique to the model. The pre-war black one summer while he was between face instruments with the Cub logo were expertly rebuilt and refaced by Keystone Instruments, Lock Haven, PA. The magneto switches are the pushbutton variety, changed engineering jobs. Sam's two-week a year later after complaints about the switches came to Piper's attention. trip down to Hudsonville, MI would help solidify one more restoration John, Sam and Clyde, they all say: in his hand, cleaning off the many team member's hero status - John's "Thanks, Lois!" small parts so Clyde and John could wife, Lois. During the time the Cub When Sam arrived with his suit­ evaluate them for airworthiness. was being restored, Clyde Smith case, he sat down to build ajig so the John Meyer came to own the Cub would spend extended periods living ribs that were so badly damaged in a way that would not be one he with the Meyers, so the maximum while the Cub sat in a chicken coop would choose, but it all worked out amount of time could be spent on the could be rebuilt. None of the ribs fine in the end. A wayward grandson project. Lois kept the restorers fed were usable, so a new set had to be of the owner sold the airplane with­ and took care of so many other constructed using the thin corrugated out his grandfather'S knowledge, but chores that John says he really came aluminum and small rivets. For two thanks to a forgiving grandfather, to appreciate his wife's patience with weeks Sam was "the rib man." Prov­ John was able to obtain clear title to all the extra traffic in the house, ex­ ing his prowess with the lightweight the airplane and the paperwork for it tra cleaning, etc. Certainly, her work structure earned him the right to re­ as well, including the logs. Once it contributed to the success of the build the ailerons, which were in was at his home shop, his check of restoration project as much as the poor shape as well. He also spent a the airplane made him realize it was work done by the other folks. From lot of time with a bead blaster nozzle a project he felt was beyond his level

18 APRIL 1999 of expertise. That's when he called homebuilt aircraft led him to the an­ on the Cub Forum, one that has inter­ in the "Cub Doctor." nual EAA member's Convention in ested Piper fans spilling out of the Clyde Smith, Jr., has been men­ Oshkosh, WI, and as things turned tent straining to hear each word. tioned before in the pages of Vintage out, as Antique/Classic Division The father and son team of Smith Airplane, for a very sound reason. members discovered Clyde worked and Smith have restored a number of Clyde's been around Piper airplanes at Piper, they began questioning him Pipers, including a Vagabond, a Clip­ ever since he was born. His father, about the correct configuration about per and a J-3, the same one formerly Clyde Smith, Sr., worked in the Piper their various projects. He'd head owned by the Piper employees flying plant in Lock Haven, P A for most of back to Lock Haven with a notebook club. For many, the crowning the time the plant was open. Starting full of questions, and before he knew restoration will long be the PA-12 in 1941, Clyde, Sr. was Piper's chief it, he became "the man." He'd be the Super Cruiser which earned a Grand test pilot during WW-II, and was the first to tell you, how­ head of the experimental test flying ever, that "the man" The J-3C also came with a set of snazzy aileron cable exit fair­ department through the 1950s. He is really his father, ings, and you can also see the very necessary aileron gap seals. retired from Piper in 1975. His son especially in the be­ was born in December of 1947 dur­ ginning, when he'd ing the heady days of the post-war ask his father to fill lightplane boom. in the missing details. Dad didn't push junior into avia­ These days, Clyde tion, preferring to allow the young Smith, Jr. is kept man to choose his own path. Still, as busy putting on Piper he matured, he did enter aviation, restoration clinics, earning his A&P and an engineering where he shares his degree, and just a couple of weeks 20-plus years of Piper after graduating from college, young experience with fel­ Clyde went to work in the drafting low restorers, and department of Piper Aircraft. each year at EAA In the early 1970s, his interest in AirVenture, he puts

VINTAGE AIRPLANE 19 Each visit with the Meyers would result in a little bit more of the Cub being complete, and finally, nearly three years after beginning with a pile of parts that had been walked on by chickens, John Meyer's J-3C was ready to take to the air, restored to exacting standards as it was the day it rolled out into to sunshine in the valley of the west branch of the Susquehanna river. It first flew again after its restoration on September 5, 1995. John Meyer was thrilled with the final product of their labor, and of his new friend, Clyde Smith, Jr. "I can't say enough about his workmanship," enthused John, "He is an interesting guy to work with ­ we have a lot in common . . . it was a fun project for me." All of the side glass is thin Plexiglas®, replacing the original but delicate 0.60 in. acetate win­ The following summer, a trip to dows. The "peanut shell" wheel pants are reproductions of original metal pants available as Oshkosh was made, and the judges an option on the Cub Sport, as are the metal shock cord covers on the landing gear. Both and spectators got a gl impse of the were installed on the airplane when it was delivered, but brakes, another option, were not. John and Clyde opted to install an original set of brakes. past. The week was spent answering questions (when Dan Knutson was­ n't out looking at other Pipers with Champion Classic trophy at EAA to the test, including the engine oil Clyde Smith!) and when it was time Oshkosh '86, and previously at the tank. Not your regular "kidney" tank, for the awards ceremony at the EAA Sun 'n Fun EAA Fly-In. It seemed to this tank was a rolled piece of galva­ Theater in the Woods, the announced pick up the hardware everywhere it nized steel, soldered together and winner of the Bronze Age (1933­ went, and deservedly so. then painted. The boot cowl had to 1941) Champion of EAA Oshkosh With such a resume, it wasn't too be replicated, as did the three-piece '96 was Piper J-3C Cub Sport hard for John to know who to ask, windshield. A set of cast aluminum NC21646, restored by John Meyer, but would he come? Happily, they engine valve covers had to be found Clyde Smith and Sam Beach. Stick­ were able to come to an agreement, to replace the badly corroded parts ing to the original script was the best and for the next three years, Clyde found in the chicken coop, and Cub way to get just what John wanted, would spend an extended period of restorer Dave Henderson was able to and pretty Cub just like it was, al­ time working side-by-side with John come up with those. most 60 years ago...... and Sam as they rebuilt an airplane said to be in deplorable shape. There was plenty to do! Once the Sitting behind a Continental A-50 swinging a Flottorp prop (made just a few miles down the road from John's boyhood home), John Meyer enjoys flying his Cub Sport from the back seat, fuselage was cleaned up and ready where thousands of new pilots first soloed. for paint, Clyde applied Randolph Rand-O-Plate primer, followed by a coat of white Fuller O'Brien epoxy paint. "The white color," Clyde ex­ plained, "makes it look newer and al so it's easier to inspect in the tail where it is dark. You can see rust im­ mediately, and you can detect cracks. It also gives me a good white base coat for the tubes in the cabin which are painted yellow." Cub yellow is not the densest color, but has poor hiding qualities. Later, when it came time to paint the Ceconite 104 fabric and the sheet metal, a base coat of white was used again to make certain the yellow would have the proper hue. All sorts of little details put Clyde

20 APRIL 1999 Aeronca retiree and SIN 2 Chief restor­ er Bob Hollenbaugh of Middletown, OH sent in this month's Mystery Plane. The photo was taken while he was a student at Parks Air College in Cahokia, IL, just south of East St. Louis, IL. In 1940, the large amphibian was flown in to be serviced, then it hopped over town to Curtiss-Steinberg field. April Mystery Plane

in the early thirties at the Boulevard Airport in Philadelphia. I never saw it fly, but it had to get there! It looks like someone 's noble ex­ periment. Harry Luecke (EAA 322834, V AA 24214) Now we can answer Harry's decades long question - who's "no­ ble experiment" is this?

The January "Mystery Plane " is the Hall-Aluminum "Monoped. " The Monoped was the personal air­ by H.G. Frautschy craft ofCharles Ward Hall, who was dedicated to the use ofaluminum in air­ craft structures at a time when wood Our January Mystery Plane from Townson is still active. I remember him and steel tubing were the accepted ma­ George Townson created a little stir of back in the early thirties when he was terials. He also pioneered the concepts interest from those who remember the working at the Northeast Philadelphia ofweight control and ofusing aerody­ project, including Harry C. Luecke, of Airport when I was learning to fly. He namic forces for stress reliefor transfer. Lexington, NC: must be in his eighties, since I am 84. Perhaps this plane can be described 1 have enclosed two photos (one be­as looking like a porcine Rearwin Dear Sir, low and on the next page) of the Speedster. It derives its name from the It is good to know that George January Mystery Plane that were taken unusual landing gear, a single central retractable Goodyear 22 x 10.4 wheel, supplemented by small outriggers lo­ cated in a sesqui-wing lifting strut combination. By all accounts the air­ plane was easy to fly. Hall used to joke about reading the newspaper while flying down to Washington, DC from his Bristol, Pennsylvania factory. The cockpit ofthe little private transport was well instrumented and had a Lear radio . The control stick was suspended from an overhead mounting in the cockpit, thus reducing the number ofcontrol cable pulleys and length ofcable run required. The aircraft structure was all aluminum. Powered by a 120 hp Ranger six cylinder model 390 engine swinging a steel Hamilton-Standard prop, the lit-

VINTAGE AIRPLANE 21 tle Monoped had a top speed of 130 for a wood spar upper wing. handiwork survives today. mph. Wingspan was 32 feet; length The experience gave him sufficient Ref: Airpower, Sept. 72 , Now 25 feet. confidence in his skills to set up his There's a rare Bird-Walt Boyne Hall lost his life in the Monoped on own engineering firm, and begin bid­ Wings, June, 75, Th e Flying Hall­ 21 August 1936, when th e airplane ding on Navy contracts. It was a move marks-Walt Boyne struck a tree in heavy fog at Hopwell, that would keep him prosperous dur­ Keep 'Em Flying and Keep Us New Jersey. At the time ofthe crash ing th e Great Depression ofthe 1930s. Guessing, H.G,! th e plane had logged more than 530 With good judgment and efficient Cheers, hours. The Monoped was his next to management Hall kept his firm small Larry Knechtel last design and probably his favorite of and prosperous during this p eriod EAA 391208, VAA 17648) the 31 aircraft ofseven different types when one major company after an­ Seattle, WA he created in his lifetime. other went bankrupt. Hal/ 's concepts did not die with Charles Ward Hall's greatest legacy Correct answers were also received him, however, and his pioneering use was th e pursuit ofweight control, an from: Doug Rounds, Zebulon, GA ; ofaluminum was adopted by many idea more important now than when he Harry O. Barker, Jr., West Milford, NJ; other firms. He was an engineering was blazing new trails in structure. Pete Bowers, Seattle, W A and Joseph J. genius whose advanced ideas on metal Unfortunately no example ofHall's Tarafas, Bethlehem, PA...... working eased the transition from wood andfabric to all metal aircraft for the u.s. Navy. Starting his career as a building contractor, Hall 's radical search for improved methods got him into so much trouble with the building trade unions that he was forced to seek an­ otherfield. He had his first airplane ride with the famous Ruth Law in 1909 and in 1916 learned to fly Curtiss MF flying boats at the Rodman Wana­ maker school in Washington, Long Island, New York. By 1922 he had built his first aircraft, a tiny 25 foot wingspan biplane flying boat, con­ structed entirely ofaluminum except • Hany Luecke_

22 APRIL 1999 PASS IT TO BUCK by E.E. "Buck" Hilbert EAA #21 VAA #5 P.O. Box 424, Union, IL 60180

Little Rocket No. 2

1930 All American Flying Joe Araldi pilots the Little Rocket No. 2, powered by a Wright Gipsy in place of the original Derby - Little Rocket - Command American Cirrus Corporation engine. Albert concurred on the engine change, remarking that t he Wright would have been the choice if the Rocket had gone into production. Purpose-built to Aire - Lee Gehlbach - Albert enter and w in the All American Air Derby of 1930, the sleek monoplane won the 5,541 mile race, Vollmecke - Joe Araldi - Sun 'n reaching speeds of up to 200 mph on one leg. It's average speed of 127.11 mph. Fun Museum - Lakeland, FL

They all come together, although it is been many years since the All American Flying Derby of 1930. The All American Flying Derby was sponsored by the American Cirrus Corporation, makers of the Cirrus line of aircraft engines. To promote their engines, they offered a 15,000 doll ar prize for the win­ ner. The race course was some five thousand miles long, starting and finishing in Detroit, MI. The en­ trants had to have American Cirrus engines installed in their aircraft to be eligible to compete. Command Aire's "Little Rocket" came home with the prize! Lee Gehlbach was the winning pi­ lot, and Albert Vollmecke was the little race plane's designer. Joe Araldi is the builder of "Little Rocket #2" and after flying it, he has it on loan to the International Sport Aviation Museum on the Sun 'n Fun grounds in Lakeland, FL. Joe Araldi, builder of Little Rocket No. 2, checks his The significance of this airplane, work on one of the eleva­ The Little Rocket, is somehow lost tors of the replica racer. ~&..-...... VINTAGE AIRPLANE 23 The exquisite woodwork done by Joe Araldi on the Little Rocket No.2 can be seen in these two views of the aft fuselage. The lightweight but strong design by Albert Vollmecke is evident in the light bulkheads and veneer turtledeck.

passing Cognac front, the revelation of the Little Rocket plans, the germ of an idea, and the culmination of that first flight. Aero Digest, Sept. 1930 had the whole American Air race in great de­ tail, including the original National Aeronautic Association record sheets. Joe was born sixty two years too late to be part of it, but believe me, he's flown that race many times in his mind after test flying serial number two. His admiration for the designer and the pilot, Lee Gehlbach who flew it to victory are soon evi­ dent when you read or listen to his story. Little Rocket ushered in a number The unique wheels are a testament to the genius of Albert Vollmecke, who did all he could of super-light racing planes in the to get every bit of speed out of the Little Rocket. Each of the wheels also incorporates the next few years. Howard's Mike and only shock absorbing in the landing gear. The skinny wheels and tires didn't help any on Ike, Chester's Goon and Jeep, Folk­ the bump soaking-up department! Joe Araldi and his friend Harry Stenger built them up, erts' SK series, and The Miles & machining the castings and recreating the remarkable units. Atwood racer were built after the Lit­ tle Rocket proved it could be done. in the shadow of the Gee Bees, the signer, Albert Vollmecke during a Still, the big growlers like the Laird­ Howards and the Big Iron growlers of Cognac frontal passage they were im­ Turner and the Marcoux-Bromberg that era. But here was an airplane de­ bibing, and Albert game him the prints Special and their ilk were the big signed and built from scratch in just for the original aircraft on the promise crowd pleasers. about four months for the sole pur­ that Joe would build one. After flying this "built to win" air­ pose of winning that race! Well, seven years, upteen trillion plane, Joe decided the best place for it The four cylinder in-line engine dollars, a zillion phone calls to Albert, was in a museum, so it rests in a place with supercharger put out about 110 and the labor of half of the Florida of honor in Lakeland, a tribute to the hp. Installed in this super-light little aviation community, and there stands man who designed it and the pilot airframe it went like a streak! Eigh­ Little rocket number two! who flew it to victory. teen airplanes started the race, but The story has been well told sev­ When you come down for the Sun only ten finished. The Cirrus engines eral times - Skyways, Vol. 23, July 'n Fun EAA Fly-In this year, drop had problems that were eventually 1992, and Vol. 26, April '93 feature into the International Sport Aviation conquered, but their reliability in the No.2 airplane and the trials and Museum and join with other race those days was tongue-in-cheek. tribulations of its building. From its plane fans as they admire this beauti­ Serial No.2 came about in an un­ start with Joe's admiration of his ful airplane. Reflect for a minute or usual way. Joe Araldi had to go and Command Aire biplane and his de­ two on the pioneering victory it made, open his big mouth to the original de­ sire to meet its designer, to the back in 1930. f( Bc

24 APRIL 1999 -Continued from page 16­ cross country trips. The stall, which oc­ The Hornet has a springy but very curs at about 40 mph, is quite gentle. strong gear that sometimes gives you is short and the Hornet gets off in less Coming into the pattern, speed is easy some excitement when you least want or than 200 yards. We are lightly loaded to dissipate as we can push down the air expect it. Landing run in a 5 mph head­ and are underway. brake lever at any speed, either for slowing wind is supposed to be about 125 yards. Aileron control is pretty good. At 70 down or decreasing the float on landing. With wheel landings, however, the landing mph we climb out at about 600 feet per The air brake reduces top speed about 35 roll is much longer. minute rate ofclimb. mph. Without the air brake, the Hornet Ninety degree crosswinds are as bad The Hornet Moth cruises as nice as tends to float and the glide is very flat. with the Hornet as they are with most tail­ my Cessna 182. It is a very stable plat­ On downwind we bring the power back draggers. Anything over 8 to 10 mph form, easy to trim and we even have a to about 1,700 rpm and about 80 mph. makes your landing or takeoff a No-Go rudder trim . .. a ratcheted horizontal Our pre-landing check is simple: brakes, situation. As we taxi, the wings are very bracket beneath the instrument panel that mixture, fuel, doors, belts on, look for traf­ close to the ground, so we must be in full is easy to adjust. fic . On final, at about 400 feet, I pull control all the way to shut down. At 1,000 The Hornet Moth's nose really slants down the air brake lever with my left hand rpm I close the throttle, switch off the downward below the horizon - more and the Hornet settles back to about 65 mags and then open the throttle. When the nose down than other aircraft, which gives mph. Rudder and elevator control are fme engine stops, I close the throttle. Mag, ig­ it excellent forward visibility while in but aileron control is a little slow. nition switch and radio are turned off. cruise. There is a tendency at fITst to take­ It takes a while to get used to the con­ One thing I have learned flying the old off and climb too steeply. As a result trol column, especially in turbulent antiques, including the Hornet Moth . .. attention should be paid to the airspeed in­ conditions and not having it directly in they are all different. Each one has its dicator rather than the feel or aspect ofthe front of you. Over the fence we come in at own moods and characteristics and most Hornet. At 2,050 rpm, we do about 105 55-60 mph and do a wheel landing. Most handle differently from each other. Know­ mph in cruise. pilots land the Hornet using the wheel ing how to fly one taildragger doesn't The Hornet handles beautifully for long landing technique. make you an expert on all taildraggers. As THE HORNET FLIES HOME ____

To help with the flying chores I enlisted a good friend of With blue skies all around us at Albuquerque, a stationary mine - Roland Schable from Janesville, Wisconsin. Flying front had settled in just over the Sandia Mountains to the out of the L.A. basin can be a zoo, especially flying an unfa­ east ... this held us up for two days. Finally, early the miliar 56-year-old airplane. As we departed Hawthome, our morning of the third day, we were ready to depart Coronado intent was to follow a highway east with Blythe as our first Airport. During the runup, the engine started missing again. fuel stop. This time it was the back cylinder's plugs that went bad. For­ The L.A. area had the usual haze and what seemed like a tunately, we had along six spare Lodge plugs (British) and we hundred freeways all going in different directions. replaced both fouled plugs. When we landed at Blythe, the temperature was 110° With fuel stops at Tucumcari and Dodge City, we finally ar­ on the runway. After refueling and doing our runup, the rived about 8:30 p.m. at Topeka Airport, where we stayed rpm indicator needle got tired and started to oscillate and the night. We did almost 800 miles this one day. then the cable snapped. It really didn't affect the flight any Next morning we were off at 8:15 and made a fuel stop at because, in anticipation of this happening, I had put a Ottumwa. What a wind! Roland got out and as I taxied in for pencil mark on the throttle quadrant, indicating where fuel, he held the wings as best he could. (Our charts also cruise power should be. blew out the open door.) Upon reaching Phoenix's Deer Valley Airport, all of a sud­ We launched from Ottumwa's 1,100 foot taxiway, instead den our 4-cylinder engine started to sputter and lose power. of the runway. The winds were blowing about 25 mph, gust­ We found out later it was fouled plugs in the front cylinder. ing to 35. Several hours later we arrived over my strip near Temperature was about 105°, so with 25% of our engine Marengo, Illinois with a 90° crosswind blowing right out of power lost, we made a "porpoise" type landing. My friends, the west at 25 mph. So, we landed at my neighbor's strip Bob and Carol Curtin of Scottsdale, Al, took plenty of pic­ which is an east/west runway. After the winds diminished, tures and can prove it. we flew Echo Charlie back to my place, a short hop away. Another friend, Mike Kelley also of Scottsdale, graciously She sure loves grass runways. let us use his hangar for the night. Before leaving the next The total distance of the journey was about 1,840 miles, morning, we changed both fouled plugs and the engine was and flying time took about 21 hours. Over the mountains fine again. and passes and through the valleys, we followed highways Over Flagstaff (elevation 7,011 ft.), we were at 9,200 feet and other check points until we got to the flat lands. There following a highway and on both sides of us mountain peaks we used a Trimble handheld GPS I had borrowed from good jutted upward to almost 12,000 feet. I wondered if 74EC friends, Don and Maureen Alesi. What a neat tool! had ever flown this high before. With a fuel stop at Hol­ It was a great and exciting trip and one we shall always brook, we went on to Coronado Airport at Albuquerque, NM. remember.

VINTAGE AIRPLANE 25 I said, they are all different. The key is to know your airplane in­ DEHAVILLAND HORNET side and out. Know its good habits and especially its bad ones, if it has any. MOTH HISTORY Of 165 Hornet Moths manufactured by deHaviliand from 1934 to 1938, less than 40 remain. The original D.H.87A models The Homet Moth D.H.87A was touted as a magnificent two with the tapered wings are almost extinct; only one in Australia, place cabin biplane. "Gone forever are the days of draughty one in a museum in Edmonton, Canada and, I believe, several in cockpits - helmets - goggles - long distance conversa­ Great Britain. tions through voice tubes. The modem air tourist flies in the Presently there are only about 12 Hornets flying in the world comfort and quietude of the Homet Moth Cabin" ... so the with 74 Echo Charlie being the only one in North America. She British ads expounded. is registered in the U.S. as 74 EC Experimental-Exhibition and in The year was 1936 and although introduced on May 9, South Africa as ZS-AOA. 1934, many Homet Moth owners and pilots were not very She has been featured in several Hollywood movies. In 1989 happy with its long tapered wings. Also, instead of a touring 74EC was in a five hour miniseries on NBC called "'Til We ship, many were being used as trainers and low time pilots were Meet Again," based on the novel by Judith Krantz. She was also having problems with the sharp stall characteristics. in one segment ofthe "Designing Women" television series. So, Geoffrey deHaviliand decided to change things. he The Hornet Moth is one neat airplane, but, like some women I added more wing area and made the wing tips sort of square. Thus, the D.H.87B was bom. know, does demand your undivided attention. The Homet Moth was the 87th in a long line of deHaviliand It's also an endangered species. Like other antique aircraft, aircraft. A pilot report in 1935 stated that, "The center of gravi­ there aren't too many ofthem left. We need to preserve them all. ty was arranged so that, once the aircraft was in the air, there is In order to do this, we need to get more tricycle gear pilots no necessity to use the rudders at all. and new pilots into tailwheel type airplanes or, in the future, the "Ordinary flying maneuvers can be carried out perfectly by only antiques around will be the modem Spam-cans oftoday. the use of elevators and ailerons only. On a cross-country Let's fly! .... flight, the pilot can take his feet off the rudder pedals and con­ trol the machine entirely by the stick." The fuselage of the Homet is all wood with longerons and struts covered with plywood. On the outside of the plywood are additional longeron stringers which support the fabric covering. Inspection plates are located in the floor of the fuselage - one large enough to put your head into, which makes for easier inspections. The biplane wings have two spars of solid spruce and, of course, interplane struts are located on each side, joining the top and the bottom wings. Ailerons are on the lower wings only. The wings fold back for easy storage. Overall width when folded back is only 9 ft. 10 in. In 1934, deHaviliand introduced the trim tab to the Homet Moth, instead of the trimming gear for the tail plane. The Homet is also equipped with a castering tail­ wheel. Beneath the two seats is plenty of storage area for tools, extra oil and other flight gear. The battery is located 1 wrote to six names and addresses found in the Hornet beneath the right seat. Moth's logbooks, all ofthem at least 50 years old. 1 put a $1 Luggage area for 130 Ibs. is also provided right behind the bill in each envelope with a short letter seeking information seats and over the fuel tank, which holds 35 Imperial gallons. on the Hornet. The instrument panel is finished in walnut veneer and houses Most thought I'd never hear from anyone. Four weeks the standard instruments of the thirties: airspeed indicator, rpm later, Jack Spencer sent me a letter with about 20 docu­ indicator, altimeter, tum and slip indicator, vertical climb indica­ ments, pictures, schematics, etc. on the Hornetl tor, magneto switches and oil pressure gauge. The upper half Would you believe it, his father owned it and his family of the panel that houses the instruments is hinged. By unsnap­ had not lived at the address 1 mailed the letter to in 30 ping a leather strap at the top of the panel, the entire instru­ years I His father passed away 18 years ago. Jack was joy­ ment panel folds toward you for easy access to the instruments, ous and overwhelmed to hear from the owner ofhis father's wires and cables. The bottom half of the panel lifts toward you beloved Hornet Moth. This air-to-air shot was taken by Jack and storage space is provided all the way to the firewall. riding in a Fairchild and shooting with a "Baby Brownie" A one-piece windscreen closes the front of the cabin and Kodak camera when he was 12 years old. both side door windows are of the sliding type for ventilation. He sent me the history ofhis father's aviation career and Walnut wood trim surrounds both side windows. was quite enthused. He also sent me copies ofhis father's The control column is "Y" shaped so that each occupant can logbook. use the controls. 1 sent him several 8xl0 pictures ofthe Hornet as she Dunlop wheels and Bendix mechanical brakes are standard equipment. Both brakes are applied by pulling a single ratchet looks today, and he wrote back and said the pictures now bar located on the left door. hand in his pub. Dual fuel pumps are also standard equipment, as the fuel He told me there were two Hornets in South Africa, and tank is such that it will not gravity feed. The Homet Moth was the other one is now in the South African Air Force Museum. originally equipped with a 130 hp Gipsy Major engine. In 1935 What a small world we really live in! - Walt Kessler you could buy one for L875 or about $1,300. 26 APRIL 1999 In, Open House and Air Show pancake breakfast. Wing Piper Club annual convention. This year's Competitions. Free shuttle to Hill Aerospace mu­ theme: "Rocky MOllntain Rendezvous." Info: Kent seum. lnfo: Jerry Taylor, 801/629-8251. O'Kelly, 303/979-3012, ([email protected])or MAY 30 - ZANESVILLE, OH - Riverside Air­ visit the SWPC web site at htlp:wlVw.shortwing.com port. EAA Chapter 425 Fly-in, drive-in breakfast 8 JULY 7-11 - ARLINGTON, WA - Northwest EAA Re­ a.m. - 2p.m. 1nfo: Darrell Todd, 740/450-8633. gional Fly-in at Arlington Airport. Contact: Barbara JUNE 4-5 - BARTLESViLLE, OK - Frank Lawrence-Tolbert, 360/435-5857, or wlVwnweaa. Phillips Field. 13th Annual National Biplane Con­ org/nweaa/. vention and Exposition. Biplane Expo '99. Static JULY 9 -II - LOMPOC, CA -15th annual West Coast Displays, forums, seminars, workshops, exhibits. Piper Cub Fly- In. Info: Bruce Fall, 805/733-1914. Biplanes and NBA members free, all others pay JULY 10-12 - ALLIANCE, OH - Alliance-Barber admission. Info: Charles Harris, Chairman, Airport (2DJ). 27th Annual Taylorcrafl Owners Club Fly-In Calendar 918/622-8400 or Virgil Gaede, Expo Director, Fly-In and Old Timer's Reunion. DisplaysJorums, 918/336-3976. workshops, Sat. evening prog.ram. Breakfast Sat. and The following list ofcoming events is furnished to JUNE 4-5 - MERCED, CA - 42nd Merced West Sun. served by EAA Chapter 82. Sunday worship ser­ Coast Antique Fly-In. Info: Virginia or Ed Mor­ vice. Info: Bruce Bixler, 330/823-9748, Forrest our readers as a matter ofiriformation only and does ford, 209/383-4632. Barber 330/823-1168,jbarber@alliancelinkcom;or not constitute approval, sponsorship, involvement, check www.taylorcrafl.org control or direction ofany event (fly-in, seminars, fly JUNE 5-6 - ELKHART, IN - EAA Chapter 132 Fly-In Breakfast and Elkhart Airshow. Info: JULY 16-18 WEST YELLOWSTONE, MT - /3th an­ market, etc.) listed. Please send the information to 616/699-5237. IlUal Northwest Mountain Region Family Fly-In, EAA, Au: Golda Cox, P.D. Box 3086, Oshkosh, WI JUNE 11-13 - MATTOON, iL - 3rd Annual Safety Conference and Trade Show at the Holiday 54903-3086. Information should be received four MTO Luscombe Fly- In. Luscombe judging and Inn Conference Center. Sponsored by local EAA months prior to the event date. awardsJonims and banquet. $50 cash to Luscombe Chapters and the FAA Flight Standards District Of that flies the fartest to attend. Contacts: Jerry Cox, fice. Kit plane exhibitors and seminars. Contact: Jim 217/234-8720 or Shannon Yoakim, 217/234-7120. Cooney, FAA FSDO, 1-800/457-9917, wwwjaa. APRIL 25 - HALF MOON BAY, CALIFORNIA ­ govlfsdolhln. JUNE 13 - ROCK FALLS, iL - Whiteside County 9th annual Pacific Coast Dream Machines fly-in at JULY 17 - COOPERSTOWN, NY - (NY54) EAA HalfMoon Bay Airport, 10 a.m. - 4 p.m. Antiques, Airport (SQI). 17th Annual EAA Chapter 410 Fly­ In/Drive-In. Pancake Breakfast, 7 a.m.-noon. Info: Chapter 1070 Pancake breakfast and old Aeroplane classics, warbirds. vintage autos, tnlcks. Contact: Fly-In. 7a.m. - noon. Info: 607/547-2526. 650/726-2328. Bill Havener, 815/626-0910. JULY 25 - ZANESViLLE, OH - Parr Airport. EAA MAY 1-ABiLENE KS - Abilene Aviation Associa­ JUNE 16 - COOPERSTOWN, NY - (NY54) EAA Chapter 1070 Pancake breakfast and old Aeroplane Chapter 425 Airport. Fly-in, drive-in breakfast 8 tion Annual Fly-1n '99 and Pancake Feed. Info: a.m. - 2 p.m. Injo: Darrell Todd, 740/450-8633. 785/263-3970. Fly-In. 7a.m. - noon. Info: 607/547-2526. JUNE 17-20 - CREVE COEUR, MO - American JULY 28-AUGUST 3 - OSHKOSH, W1- 47th Annual MA Y 7-9 - PINEHURST/SOUTHERN PINES, NC ­ EAA AirVenture Oshkosh '99. Willman Regional Moore County Airport (SOP). EAA Chapter 3 Spring Waco C1l1b Fly-In. Info: Phil Coulson, 616/624-6490 or Jerry Brown, 317/535-8882. Airport. Contact John Bur/on, EAA, P. O.Box 3086, Fly-In. Trophies, EAAfellowship, Friday golftour­ WI 54903-3086 or see the web site at: www.airven­ nament, Sat. banquet/guest speaker, Sunday poker JUNE 19 - MOOSE LAKE, MN - Lake Air Flying ture.org nm, YE.flights, vintageaviationfilms, HQ: Holiday Club Annual Fly-In Breakfast. 7:30-11:00 a.m. Info: Inn, Southern Pines, 910/692-3212. Info: 910/947­ Larry Peterson, 218/485-4441. AUGUST 8- QUEEN CITY, MO -12th annual Fly-In 6896, -1853 (Fax) or the web: www.southern ­ at Applegate, Airport. Info: 660/766-2644. JUNE 20-25 - DURANGO, CO - Animas Air Park. aviator.com/ad/ 31 st annllal lnternational Cessna 170 Association AUGUST 21- COOPERSTOWN, NY - (NY54) EAA MAY 8 - ALPENA, MI (APN) EAA Chapter 1021 convention. Bassed at the Doubletree Inn, 970/259­ Chapter 1070 Pancake breakfast and old Aeroplane "Spring Bust Out" Pancake breakfast, 8:00 AM to 6580. Info: David or Judy Mason, 409/369-4362. Fly- In. 7a.m. - noon. Info: 607/547-2526. 12:00 noon. Aerobatics demonstration by a local JUNE 26-27 - WALWORTH, WI- Bigfoot Field (W105). SEPTEMBER 3-6 - WELLSVILLE, PA - Footlight Yak 55 and Glider Towing Demonstration by Pancake breakfast/brunch. Aerobatic demo at 10 Ranch. 10th annual Labor Day Fly-In. Info: Johll Alpena Soaring Club. For information phone a.m., Stearman rides and displays ofvintage aircrafl, Shreve, 717/432-4441 or Email 517-354-5465 or 517-354-2907 or email warbirds and experimentals. 7a.m.-I p.m. Info: John [email protected] [email protected] Anderson, 4/4/248-8748. SEPTEMBER 4 - STEAMBOAT SPRINGS, CO ­ MAY 15 -ALLIANCE, OH -Alliance-Barber Air­ JUNE 26-2 7 - PETERSBURG-DINWIDDIE, VIR­ EAA Chapter 649 Vintage Fly-In. port (2DI). Taylorcrafl Foundation and Taylorcrafl GINIA - 3rd Annual State EAA Fly-In. Contact: Owners Club welcomes all to the Armed Forces Day SEPTEMBER 5 - ZANESVILLE, OH - Riverside Air­ Ron VanSickle, 832/932-4709, www.vaeaa.org. port. EAA Chapter 425 Airport. Fly-in , drive-in Military Vehicle showJeaturing reenactments and military displays. Food being served all day. Sod JUNE 26-27 - LONGMONT, CO - Vance Brand Air­ breakfast 8 a.m. - 2 p.m. Info: Darrell Todd, field - use caution. Info: Forrest Barber 330/823­ port (2V2,ji-eq. 122.975). Rocky Mountain Regional 740/450-8633. 1168, [email protected]; or check Fly-In. Pancake breakfast and IlInch served on both SEPTEMBER 1O-12-ATWATER, CALIFORNIA ­ www.taylorcrafl·org days. For more info. see the RMRFI web page at Golden West EAA Fly-In at Castle Airport. Contact: wwwgreeleynet.com/eaaregional/index.htm Wltw.gwjly-in.org. MAY 15 - COOPERSTOWN, NY - (NY54) EAA Chapter 1070 Pancake breakfast and old Aeroplane JUNE 27 - HAMMONTON, NJ - (N81) EAA Chap­ SEPTEMBER II-12 -MARION, OHIO - MERFI Fly-In. 7a.m. - noon. Info: 607/547-2526. ter 216 Red, White and Blueberry Festival Fly- In Mid-Eastern Regional Fly-In. Contact: Lou Linde­ Pancake Breakfast. Info: George Bigge, Jr. , 609/582­ MAY 16 - WARWICK, NY - EAA Chapter 501 Annual mall,937/849-9455. 5630. Fly-In at Warwick Aerodrome (N72). 10 a.m.-4 p.m. SEPTEMBER 17-19 - JACKSONVILLE, IL - (IJX) Food available, trophies. Judging closes at 2 p.m. JUNE 27 - NILES, MI - Jerry Tyler Memorial Airport. 15th Annual Bvron Smith Memorial Midwest Stinson Unicom 123.0 Info: Harry Barker, 973/838-7485. EAA Chapter 865 Pancake Breakfast. 7a.m.-1 p.m. Reunion. Info:eSuzette Selig, 630/904-6964. Info: Ralph Ballard, 616/684-0972 or Dick Haigh, MAY 16 - ROMEOVILLE, IL - Lewis Romeoville air­ 616/695-2057. SEPTEMBER 17-18 - BARTLESVILLE, OK ­ port (LOT) . EAA Chapter 15 Fly-In breakfast. 7 Frank Phillips Field. 42nd Annual Tulsa Regional a.m.-Noon. Contact; Frank Goebel , 815/436-6153. JUNE 27 - ZANESViLLE, OH - Municipal Airport. Fly-In, sponsored by EAA chapter 10, VAA Chapter EAA Chapter 425 Airport Awareness Day. Fly-in, MAY 28-30 - ATCHISON, KS - Ameilia Earhart 10, IA C Chapter /0, AAA Chapter 2, and the Green drive-in breakfast 8 a.m. - 2p.m. Info: Darrell Todd, Memorial Airport. KC Chapter ofAAA 33rd An­ County Ultralight Flyers. All types ofaircraft and 740/450-8633. nual Fly-In . Potluck dinner for registered guests airplane enthusiasts are encouraged to attend. Ad­ Fri. night, Awards banquet Sat. night. On field JULY 3-5 - WELLSViLLE, PA - Footlight Ranch. mission is by donation. Info: Charles W. Harris, camping, hotels, other accomodations available. 10th annual Fourth ofJuly Taildragger Fly-In. Info: 918/622-8400. Info: Gerry Gippner, 913/764-8512 or Stephen John Shreve, 7/7/432-4441 or Email OCTOBER 7- 10 - MESA, ARIZONA - Copperstate Lawlor, 816/238-2161. [email protected] EAA Regional Fly-In at Williams Gateway Airport. MA Y29 - OGDEN, UT - Memorial day weekend Fly- JULY 5-8 - DENVER, CO - Centennial Airport. Short Contact: Bob Hasson, 302/770/6420.

VINTAGE AIRPLANE 27 -Continued from page 7­ a few rniles short by going to Dumas. I had to the lake where the Mills' summer place time the tourist ladies did. I visited with lived there for a time long, long ago and had been and Marc shot up a bunch of film each in tum while Marc gave the other a thought it would be fun to see again any­ for old-times sake. He also remembered bird's-eye view of the town and surround­ how. The field has been relocated since my where a lovely lakeside restaurant was and ing wonders. One was a schoolteacher era, has two paved runways and a neat little we had a delightful dinner before retiring from Boston and the other a visitor from Is­ flight office. The place was deserted for the to a lakeside cottage for the night after rael, both delightful to talk with. evening but a telephone on the porch with picking up some breakfast provender at a We had 95V topped off again and left the operator's phone number prominently local store. for points east about noon. displayed brought a prompt response. Wednesday morning after a breakfast of Once more across the desert, but as ad­ The jovial manager soon appeared and bacon and eggs fixed the way we liked vertised, a lot more scenic than further presented us with the keys to the courtesy them, we headed back to the airport, plan­ south. The meteor crater was a command­ car along with good advice for dinner and ning to take our own sweet time departing ing sight; if it had struck just a little to the overnight accommodations. After stuffing since it was an easy flight home from here, north it would have wiped out those build­ ourselves at the Steak House and unloading but a check of the weather put a burr under ings! Much further to the east, we landed at our stuff at the motel, I picked up the local our blanket. A front was rapidly approach­ Albuquerque's Double Eagle n airport out­ phone directory to see if there were any ing and we made haste to depart. We side the ABQ control zone for fuel. A names I still recognized after 47 years ab­ skirted that storm for over two hours- a brand new looking corporate aviation facil­ sence. Sure enough, J. L. Kennedy still good escape route to east was always pre­ ity with nice amenities, but no restaurant. lived at the address I dimly remembered. I sent but we hung to our direct line without We settled for snacks from the vending gave him a call and asked if he would have incident. We landed again for fuel at Pitts­ machine and headed out again, skirting time to meet us at the airport the next morn­ field, Illinois. This time the field was north to miss the tall terrain. We had tenta­ ing. Said he'd make time. attended even though we utilized the credit tively planned to make Borger, Texas our 1. L. and his dear wife Zelma were there card operated do-it-yourself pump system. next and overnight stop, but nightfall began when we arrived. He had found some old Visiting briefly with the pleasant city em­ to catch up with us and we decided to cut it snapshots and had posted them on the of­ ployee who does all the airport chores, we fice refrigerator before we got there. An grabbed a quick snack and departed again hour's reminiscences ensued while we for the last leg. got the airplanes fueled and loaded, Big weather was still present off to our and I promised to see them again in west but we proceeded without having to VINTAGE another 40 some odd years. deviate from course. Just north of Peoria it Marc tried to contact our former as­ began to darken in front of us and we de­ sociate, A. C. Cooper, who had scended to below a thousand feet AGL TRADER returned from the Chicago area to his where the visibility was unlimited. We re­ home town of Stillwater, Oklahoma alized that we were beneath a thunder and was working at the FBO there, but buster when the shock hit. By the time I '~7 was unable to reach him by phone so could throttle back and slow to an unbreak­ we decided we'd just surprise him. A able speed, it was all over and we were in couple of hours through sunny skies relatively smooth air again. We had passed Something to buy, sell or trade? and we did, indeed, surprise A.C. He the cold front and the temperature and dew was delighted to see us and took time point were nearing the same number. An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part..50¢ per to give us the grand tour, including an In front of us little sausages of very thin word, $8. 00 minimum charge. Send your ad and pay­ aviation museum in the terminal fog began to appear; weather to the east of ment to: Vintage Trader, EAA Aviation Cel/ter, P.O. building comprised mostly of WW II us was reported as deteriorating although Box 3086, Oshkosh, WI 54903-3086, or fax your ad military aircraft parts from the sur­ still VFR. To the north we could see clouds and your credit card number to 920/426-4828. Ads plus bombers that were stored there, begin to gather and it looked as though we must be received by th e 20th ofthe month for inser­ tion in the issue the second month following (e. g., then scrapped after the war. They might not get home in our airplanes this af­ October 20th for the December issue.) also had an impressive display of ternoon. As we approached Earlville, it photographs and models of all the appeared we could make DeKalb and Marc MISCElLANEOUS different machines that had ended said it was about quitting time for friend BABBITT BEARING SERVICE - rod bearings, main bear­ their careers there. Steve who worked there and we could pre­ ings, camshaft bearings, master rods, valves. Call us Toll Free 1/800/233-6934, e-mail [email protected] Web site We rolled out again on the runway vail on him for a ride home if we had to http://members.aol.com/ramremfg/Home. VINTAGE with a 90+ degree temperature and give up at that point. ENGINE MACHINE WORKS, N. 604 FREYA ST., SPOKANE, WA 99202. were again pleased with the perfor­ Passing DeKalb the clouds to the north mance of the little C-85s. Northeast didn't appear to be any closer so we pressed FREE CATALOG: Aviation books and videos. How to, across the Oklahoma landscape, towns on without any problem. A few miles fur­ building and restoration tips, historic, flying and entertain­ began to appear closer together and it ther and I diverted from Marc's trajectory, ment titles. Call for a free catalog. EM, 1-800-843-3612. even looked as though something heading for the Funny Farm while he went Newsletters for Arctic/Interstate (6 Back issues/$9.00), might grow in the soil down there. We on to The Landings; we both announced Beaver/Otter (31$5.00), Norseman (16/$21.00). $16.50/4 intercepted our outbound map lines entering the pattern at the same time. issues. Free sample: write, call, fax. ALL credit cards accepted. Dave Neumeister, Publisher, 5630 South and landed again at Pt. Lookout, Mis­ After tieing down, I tried to remember Washington, Lansing, MI 48911-4999. 800/594-4634, souri.1t was Marc's turn for a nostalgia when I had had that much fun in any two 517/882-8433. Fax: 800/596-8341, 5171882-8341. trip so we rented a car and drove down week period. I had to give up...... Greg 1. Stevenson...... Bob A. Smith ...... Tallapoosa , GA David G. Diedrichs ...... Morrow, OR ...... Ashrnore, Queensland, Australia Kevin E. Kipper...... New Lenox, IL Steven Stultz ...... Columbus, OH Tom Schweiger ...... PettnauiTelfs, Austria Gary Kozak ...... Downers Grove, IL Mark McPeek ...... Coos Bay, OR

Brent A. Burford ...... Ryan Mueller...... Belvidere, IL Richard A. Sewell... ..Terrebonne , OR ...... Calgary, AB, Canada Glen M. Abrahamson ...... Pfeifer, KS Paul D. Dougherty, Jr ...... Bethel, PA Atli Thorottsen ... ..Reykjavik, Iceland Frank 1. Rosato, Jr. ... Mandeville, LA David A. Mankamyer...... Anthony Gerard Charlton ...... Davidsville, PA ...... Riyad, Saudi Arabia Mike Demattia ...... Bellingham, MA Greg Otterson .. .. Chester Springs, PA Clas Bergstrand ...... Malmo, Sweden George T. Foster...... Somerville , MA Scott young ...... Butler , PA Paul G. Shultz ...... Fairbanks, AK Ross H. Phipps ...... Framingham, MA A. James Anderson ...... Robert E. Taylor...... Kenai, AK Dana N. Griffin ...... Shady Shores, TX ...... Silver Spring, MD W. H. Pierce USN (Ret) ...... Alan S. Bradford ...... Euless, TX ...... Montgomery , AL George L. Fox ... Sterling Heights, MI Michael Graham ...... Houston , TX George W. Clarke III...... Walker Hill...... Flushing, MI ...... Sierra Vista, AZ Robert May ...... Houston, TX James G. Knight...... Waterford, MI Edwin A. Davis ...... Green Valley, AZ Richard A. Turner ...... David A. Symanow ...... Plymouth, MI ...... Friendswood, TX Larry D. Rallens ...... Mesa, AZ A. Hans Friedebach ...... Victoria, MN Frank R. C. Bacon ...... Park City, UT Michael D. Bell ...... Elk Grove, CA Melvin 1. Huber ...... Perryville, MO Reg A. Hubley ...... Free Union, VA John Lampe ...... San Lorenzo, CA Dr. John W. Nelson, Jr.. .. Liberty, MO Mark A. Miller ...... Yorktown, VA Max Norris ...... Sacramento, CA Greg Vaughn...... Independence , MO G. Harper Beal...... Hyde Park, VT David Nye ...... Santa Barbara, CA Edwin A. Moore ...... Nesbit, MS Lee F. Morelli ...... Ryan C. Saul ...... Lancaster , CA ...... Middletown Springs, VT Donald A. Dodge ...... Dupuyer, MT Robert D. Ashman ...... Tampa, FL Chip W. Davidson ...... Kenmore, WA Bo Gamble ...... Goldsboro, NC Warren R. Baier .....Fond Du Lac, WI Wesley Bacon ...... Tavares, FL Steven R. Smith ...... w. Millford, NJ Stephen Betzler...... Delafield, WI Christopher 1. Burklund ...... Safety Harbor, FL Steve T. Cawthon ...... Henderson, NV Thomas J. Kretschman ....Verona, WI

Joseph H. Hughes .Milledgeville, GA Walter Thorne ...... New York, NY Jeffrey N. Rinka ...... Waukesha, WI

Robert L. Lanier ...... Cartersville, GA Julius J. Thurn ...... Dunkirk, NY Dale Williams ...... Whitewater, WI

VINTAGE AIRPLANE 29 VINTAGE Membershi~ Services Directo!y_ AIRCRAFT Enjoy the many benefits ofBAA and the ASSOCIATION BAA Vintage Aircraft Association ~ EAA Aviation Center, PO Box 3086, OshkoshWI 54903-3086 OFFICERS Phone (920) 426-4800 Fax (920) 426-4873 President Vice-President Web Site: http://.eaa.organdhttp:llwww.airventure.org E-Mail: [email protected] Esple 'Sutch' Joyce George Doubner P.O. Box 35584 2448 Lough Lane Greensboro. NC 27425 Hartford. WI 53027 Flight Advisors information ..... 920-426-6522 910/393-

Copyright e 1999 by the EM Vintage Aircraft Associalion All rights reserved. VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by Ihe EM Vinlage Aircraft Associalion ollhe Experimental Aircraft Associalion and is published monlhly at EM Aviation Center. 3000 Poberezny Rd" P.O. Sox 3086. Oshkosh. Wisconsin 54903-3086. Periodicals Postage paid at Oshkosh. Wisconsin 5490 1 and at addrtional mailing offices. POSTMASTER: Send eddress changes 10 EM Antique/Classic Division. Inc.. P.O. Box 3086. Oshkosh. WI 54903-3086. FOREIGN AND APO ADDRESSES -Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via sortace mail. ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertiSing so that corrective measures can be taken. EDITO­ RIAl POLICY: Read"" are encouraged to S(Jbmrt stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility lor accuracy in reporting rests eotire~ with the contributor. No renumeralion is made.Materiai should be senllo: Ednor. VINTAGE AIRPLANE, P.O. Box 3086. Oshkosh. WI 54903-3086. Phone 9201426-4800. The words EM, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, FOR THE lOVE OF FLYING and the logos of EM, EM INTERNATIONAL CONVENTION, EM VINTAGE AIRCRAFT ASSOCIATION, INTERNA­ TIONAL AEROBATIC CLUB, WAR BIRDS OF AMERICA are ® registered Irademarks. THE EAA SKY SHOPPE and logos of the EM AVIATION FOUNDATION. EM ULTRALIGHT CONVENTION and EM AirVenture are trade­ marks of the above associations and thei r use by any person other than the above association is strictly prohibited.

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