MARCH 2001

The Magazine ofthe EAA VINTAGE AIRCRAFT ASSOCIATION STRAIGHT AND LEVEUButch]oyce

2 VAA NEWS 4 AEROMAIU HG. Frautschy - 5 SPORT PILOT/ Scott Spangler ~ ~ 6 FROM THE ARCHIVES/ HG. Frautschy

7 AIR MAIL FOR SMALL TOWNS/ Earl Stahl

13 THE WAY TO OSHKOSH/ Bill & Katherine Smith

20 MTO LUSCOMBE FLY-IN/ Gene Horsman

22 VINTAGE PRODUCTS

24 TYPE CLUB NOTES/ HG. Frautschy

25 PASS IT TO BUCK! Buck Hilbert

27 MYSTERY PLANE

28 NEW MEMBERS

29 CALENDAR

30 CLASSIFIEDS www.vintageaircraft.org

Publisher TOM POBEREZNY

Editor-in-Chief SCOTT SPANGLER

Executive Director, Editor HENRY G. FRAUTSCHY

VAA Admillistrative Assistallt THERESA BOOKS

EXe{:lIlive Editor MIKE DIFRISCO

COlltributillg Editors JOHN UNDERWOOD BUDD DAVISSON

Art/Photo Layout BETH BLANCK

Photography Staff JIM KOEPNICK LEEANN ABRAMS MARK SCHAIBLE

Advertising/ Editorial Assistant ISABELLE WISKE

SEE PAGE 31 FOR FURTHER VINTAGE AIRCRAFT ASSOCIATION INFORMATION EL by ESPIE "BUTCH" JOYCE PRESIDENT, VI NTAGE AIRCRAFT ASSOCIATION

Are you headed to you, the builder, by the FAA. This freedom is a direct re­ Sun 'n Fun in Lakeland, sult of the effort put forth on your behalf by Paul Florida next month? As Poberezny, EAA staff and volunteers. EAA's continued the kick-off of the fly­ work with the FAA over a 40-year span has established a in season, it really gets the cobwebs swept away. Are you great deal of credibility with the agency. prepared? Is your plane as ready? Perhaps an hour with Now when it comes to the restoration of an airplane, an instructor brushing up on your skills might be a good one built by a manufacturer and issued a standard air­ idea, and making one last inspection well in advance of worthiness certificate, a different set of rules and your journey should be included in your plans. What? regulations have been in place for a long time. It can be a You haven't had a chance to get down to Lakeland and daunting task for any individual. If you want to restore a enjoy the first major fly-in of the season? See if you can't type-certificated airplane, you have several choices. You clear off a few days in your schedule, and get to Florida can go to A&P school and get your licenses, which will for the fun - you won't regret it. See VAA News on page allow you to do all the work yourself (except for the final 2 for more information on Sun 'n Fun. sign off by a A&P with an Inspection Authorization). Or The guys and gals in the Vintage Aircraft area have al­ you can find a person "with the proper license" who is ways been great hosts. A great source of enjoyment each willing to allow you to work on the restoration while year is seeing the new restorations that have been com­ they monitor the restoration to make sure it is being pleted over the winter. done correctly. Occasionally I receive a comment regarding the differ­ Finally, you can take your project to a professional ent ways a restoration is accomplished. A few of our shop and pay them to hand it back to you as a com­ members feel that restorations which are accomplished pleted restoration, ready to flyaway. You can also use by professional restorers should not be given the same any combination of the above to reach the desired re­ recognition as those rebuilt by restorers who turn every sults. When we choose to feature an airplane here in the nut and bolt on their own airplanes. We've discussed pages of Vintage Airplane, we're careful to clearly depict this subject in the past, and for the benefit of our newer how the restoration was accomplished. We feel it is our members, please allow me to explain our position on responsibility to encourage the high-quality restoration this matter. of all aircraft, especially those in our judging categories. The aircraft is judged and scored on a standard lf that means we show the excellent work done by a pro­ form using a pOint system. The score is based solely fessional restorer for a wealthy individual, then we'll on the quality of the restoration. In this way, the highlight the fact the airplane was done in that fashion. owner, or person who did the restoration, and any The creation of the Sikorsky S-38 replica is a great exam­ possible political factors are not included in these fac­ ple of what can be accomplished when a great deal of tors. It's the airplane's fidelity to originality and money can be dedicated to re-creating an historic air­ workmanship that matter. At Oshkosh we take great craft. Highlighting that airplane certainly does not care to assure that political and personality factors do detract from featuring a restoration by someone like not affect the final score. Harold Armstrong, one of vintage aviation's most ac­ Restoration of an aircraft is a different ball game than complished restorers, who does so for his own personal constructing a homebuilt aircraft. EAA has done a great satisfaction. It simply means that we must look at each job assisting the individual builder. The Technical Coun­ project from different perspectives. I hope you'll join us selor program, EAA's great Information Services and in enjoying all of the many ways these wonderful air­ Government Services .offices and now the SportAir Work­ planes are kept in the air. shops help to educate members who want to learn VAA is aware that we have fallen short assisting mem­ different building skills. You have the freedom to build bers in learning more about restoring airplanes. Rest and mOdify your homebuilt aircraft, as you would like, assured we're working on solutions. We're discussing the as long as the ideas will pass the final inspection. Then scope and concepts involved in have a dedicated vintage you will be issued a repairman's certificate, making it le­ airplane restoration class. If you have any thoughts gal for you to continue to do your own work and along that line, we'd love to hear from you. Let's all pull inspections on your airplane. in the same direction for the good of aviation. Remem­ That is a heck of a lot of freedom and trust given to ber we are better together. Join us and have it all......

VINTAGE AIRPLANE 1 VAANEWS compiled by H.G. Frautschy

SU N ' N FUN of the NOTAM, and handy 3x5" The 27th Sun 'n Fun Fly-In will be booklet containing key information COVERS held April 8-14, 2001, at Lakeland in a cockpit friendly smaller size. Linder Airport in Lakeland, Florida. You can also view still shots from Sun 'n Fun traditionally "kicks off" the video at http://asy.faa.gov. Front Cover ... Family ties can be the the international fly-in and air show If you're planning on flying into strongest, even when it's related to abeautiful season. Last year, more than 650,000 the event, please prepare a sign, piece of machinery.The father and son team of people and 8,000 aircraft partici­ readable from outside your airplane Bill and Steve Scott searched for this particular pated. so the volunteers directing you to a Stinson 108, which had been flown many Education remains the focus of parking spot will know where to years ago by Bill. Now fully restored , they've Sun 'n Fun's weeklong activities. Fo­ send you. Vintage Parking and Vin­ flown the airplane to Florida and Wisconsin rums covering topics that range tage Camping would be good for the two major EM Fly-Ins. Roscoe Butch , from aircraft construction, mainte­ choices to let them know you want alongtime friend of Bil l's, accompanied him nance and restoration to buying to park with your fellow Vintage air­ during our photo mission during Sun 'n Fun insurance and hundreds of topics in plane enthusiasts. 2000. EM photo by Mark Schaible, shot with between will be presented by avia­ We'll see you there! aCanon EOS1n equipped with an 80-200 mm tion experts from around the world. lens on 100 ASA Fuji slide film. EM Cessna Workshops, sharing a wide range of EAA SPORTAIR TIG 210 photo plane flown by Bruce Moore. hands-on instructions with builders, WELDING WORKSHOPS will run continuously from Sunday Aircraft builders and restorers Back Cover ...Aviation 's Golden Spike is through Saturday. Additional areas seeking to develop or refine their the title of John Sarsfield's acrylic painting, will be offered in a discussion and TIG (tungsten inert gas) welding which depicts the first non-stop transconti­ demonstration format. skills now have an outstanding op­ nental flight across the United States. The Aircraft of every size, shape and portunity to learn more abut TIG painting was awarded aPar Excellence ribbon . description can be found along Sun welding at EAA SportAir Workshops Flown by Us. O. G. Kelly and J. A. Macready, 'n Fun's fl ightline, including vin­ to be held throughout 2001. The US Air Service, they used aFokker T-2 (F. IV) tage, aerobatic, ultralight, Warbird, workshops are provided by EAA, The monoplane powered by a420 hp Liberty en­ rotorcraft, experimental-category Leader in Recreational Aviation, in gine. Two previous attempts had failed , but on and everything in between. Activi­ association with Lincoln Electric. the third try, acomplete flight was made over ties include a superb daily air show These workshops, held at the the 2-3 May 1923. Taking off from Roosevelt featuring the world's top performers Alexander Technical Center's state­ Field , Long Island, at 12.36 p.m. ET , they ar­ and a full line-up of evening pro­ of-the-art workshop at Griffin, rived at Rockwell Field, San Diego, California, grams. Georgia, offer hands-on experience at 12.26 p.m . PT on May 3. Their route took In addition, more than 450 com­ with TIG welding (also known as them over Dayton, Oh io; Indianapolis, Indiana; mercial exhibits representing the GT AW -gas tungsten arc welding). St. Louis, Missouri; Kansas City, Missouri ; leading edge of aviation technology TIG welding has become the pre­ Tucumcari , New Mexico; and Wickenburg , will offer everything from aircraft ferred welding method for aircraft Arizona . They flew 2,516 miles , using 26 kits to components. For more infor­ builders and restorers because of the hours, 50 minutes to complete the flight. Only mation, access the Sun 'n Fun web strength of the welds and the ease of afew weeks before the transcontinental flight, site-www.sun-n-jitn.org-for regular the welding operation. Kelly and Macready established anew world's convention information and links to Included during instruction by endurance record for airplanes. Over atwo­ the NOTAM for arrival and depar­ the SportAir Workshops' profes­ day period, April 16-17, they used the same ture procedures. sional staff are such topics as proper Fokker T-2 , spending 36 hours and six min­ If you'd prefer, a free videotape is equipment and preparation; TIG utes to fly ameasured course of 2,518 miles. available for pilots who wish to fa­ fundamentals; power settings; using No prints are available of the painting , but miliarize themselves with the 2001 this welding method on aircraft; and you can reach John Sarsfield, Longmont, Col­ Sun 'n Fun VFR Arrival Procedures. more. orado, at 303/702-0707 for more information Call Sun 'n Fun at 863/644.2431 to Upcoming sessions include: on his paintings. request a copy of the video, which • March 2-4 will also be mailed with a paper copy • May 18-20

2 MARCH 2001 • June 8-10 (advanced) tion or to register for any EAA and adults 65+. For information, call • July 13-15 SportAir Workshop, call 800-967­ 650/726-2328. • Aug. 24-26 5746 or visit the SportAir website • Oct. 5-7 www.sportair.com. TYPE CLUB HONORS • Oct. 26-28 The TIG Welding Workshops are Two of aviation's finest type club • Nov. 30-Dec. 2 part of the EAA SportAir Workshops folks have passed away. J.J. "Jonsey" The Lincoln Square Wave 175 series, with more than 40 sessions Paul died late in February in Hous­ TIG welding unit will be used for in­ throughout the country designed to ton, Texas. As near as we can tell, as struction throughout the series. assist aircraft builders and restorers. chairman of the National Stinson Students will spend time in a class­ Club for 35 years, he was the longest room learning the basics of welding PACIFIC COAST DREAM serving head of any vintage aircraft before spending the majority of the MACHINES type club. session in the welding booth, learn­ On the west coast, April means Alice Bergeson, who with her hus­ ing and practicing the techniques the fly-in season is in full swing, and band John, ran the Cub and needed to weld 4130 tubing, steel one of the great events is the 11 th Luscombe Clubs until recently, plate and aluminum. Lincoln Elec­ Annual Pacific Coast Dream Ma­ passed away in January. Long a fix­ tric professionals will be on hand to chines show, a gathering of all things ture in a variety of type club assist students with development of motive and mechanical. Over 2,000 newsletters, the Bergesons have their welding skills. flying, driving and working ma­ many friends among Cub, Luscombe Each class is limited to 12 stu­ chines will be on display. The show and Bucker owners and pilots. dents, with registration fees will be held at Half Moon Airport on Our condolences to the families including all instructional sessions Sunday, April 29, 10 a.m.-4 p.m. $10 and friends of both Jonsey Paul and and materials. For more informa­ for adults, $5 for children ages 5-14 Alice Bergeson. ~ INTERNATIONAL VAA HALL OF FAME On this page is the nominating peti­ Person nominated for induction in the VAA Hall of Fame: tion for the VAA Hall of Fame. If you Name ______wish to nominate an individual who you Street______Phone Number ______believe has made a significant contribu­ City State Zip ______tion to the advancement of aviation Date of Birth If Deceased, Date of Death ______between 1950 and the present day, please make a copy of this form, fill it Area of contributions to aviation ______out, add supporting material and send it to: Charles W. Harris, P.O . Box 470350, Tulsa, OK 74147-0350. Please Date or time SJlilIl of the nominee's contributions to aviation. Must be between 1950 · to the present day. mark the envelope: VAA Hall of Fame, Attn: C. Harris. Please be as thorough and objective as possible. Attach copies of materials Describe the event or nature of activities the nominee has undertaken in aviation to you deem appropriate and helpful to be worthy of induction into the VAA Hall of Fame. ______the committee. The person you nominate must have advanced the field of aviation during the Describe other achievements the nominee has made in other related fields in aviation. period 1950 to the present day. They can be a citizen of any country, and may be living or dead. Their contribution could Has the nominee already been honored for his/ her involvement in aviation, and/or be in the areas of flying, design, mechan­ the contribution you are stating in this petition? (Circle one) Yes No ical or aerodynamic developments, administration, writing, or some other vi­ Ifyes, please explain the nature of the honor and/or award the nominee has received. tal, relevant field, or any combination of fields that support aviation. To be considered for induction into Other information ______the VAA Hall of Fame during 2002, pe­ titions must be received Sept. 30, 2001. Person's name submitting this petition: ______Please attach any supporting material with Street ______Phone Number ______your petition for the committee's review. City State Zip ______

VINTAGE AIRPLANE 3 VINTAGE ER

GRUMMAN WIDGEON the student at the adjacent third set flown behind, but that's not what Dear Henry G., of controls, who would make correc­ I'm writing about. My experience When I went with Pan Am in tions left or right in track solely by may help others. I had the good for­ 1943, it was as an instrument the QDM bearings voiced to him. tune of going through Pratt & instructor, giving Pan Am pilots Let downs could be made under Whitney Engine school and the training on all aspects of low fre­ poor weather conditions. instructors were top notch and really quency radio range flying and man­ I have many hours of Widgeon knew their stuff. I was told that ual direction finder tracking. ADFs flying. The airplane was strongly when setting up an engine, if you were unknown at the time. There built. With an engine inoperative it want performance, not to trust tim­ were no artificial horizons, no ADFs, would lose altitude slowly. Although ing marks. The inline Rangers have VORs,ILSs. the airplane could operate from the an overhead camshaft driven by a For this type of training Pan Am nearby waters of Flushing Bay, it was tower shaft with four bevel gears had four Widgeons (below) with airline policy not to do so, and take­ that are splined to the shaft. By find­ 200-horsepower Rangers and with offs and landings were conducted on ing top, dead center on No. 1 and wooden props. These airplanes were the runways at Pan Am's base at La adjusting a combination of gear modified with a third set of controls, Guardia Field. teeth and splines you can get perfect throttles, and instruments at a com­ Sincerely, timing. I did this and also polished pletely closed-in position aft of the Holland Redfield the intake manifolds and made sure captain's seat. Long Island, New York the pipes were perfectly aligned. I To the right of, and adjacent to, don't have a dynamometer to test this third set of controls sat another RANGER MAINTENANCE the engine, but by carefully flight­ student who took manual DF loop Dear H.G., testing the airplane performance, I bearings from an enclosed loop Re: your article in Vintage could work backwards and obtain antenna mounted atop the fuselage, Airplane on the Ranger powered engine HP. rotateable by a control knob in the Widgeon. After WWII Ranger As you know, rate of climb is a ceiling. With earphones on, the sec­ engines and parts were available at function of excess horsepower. My ond student would take a loop bear­ near junk prices. I rebuilt a Fairchild calculations, after carefully weight­ ing, set up the relative bearing 24 C8F and replaced the Ranger ing the airplane, and on a near stan­ observed on a plastic hand-held con­ 390D with a 6-440 C-2 which I also dard day at approximately sea level verter and then call out the QDM overhauled. The six-cylinder Ranger indicated that the engine was (magnetic bearing to the station) to is the smoothest engine I have ever putting out over 190 horsepower! That's about 9 percent more than the engine specification. With the old 390D the Fairchild was pretty anemic, but with the 6-440 C-2 it was a great airplane. FAA wouldn't let me increase the gross to that of the later 24 Rs from 2,400 to 2,550 lbs. I found out later that it was NOT because of structural, but because the aircraft was originally certificated under a rule that says you had to clear 50 ft. obstacle in 1000! With the 6-440 C-2 we were getting off in 500 ft. on less. Sincerely, John Beebe White Stone, Virginia

4 MARCH 2001 Sport Pilot: A vintage opportunity by scott Spangler any aviators speak of a time or D airspace without prior permis­ weight above the 1,232-pound limit when aviation was simpler, sion of the ATC facility responSible would make the airplane ineligible Ma time when pilots were for that airspace. ("Prior permission" for use by a sport pilot. noted for their stick and rudder skills means a phone call or radio trans­ To vintage enthusiasts this might instead of system management. mission requesting a clearance into be discouraging, but there are a lot When the FAA publishes its sport the airspace.) of sportplanes that look like Cubs, pilot notice of proposed rulemaking Because the majority of the air­ Champs, T-Craft, and others, not to (NPRM), to a great degree these days craft sport pilots will fly have flying mention World War I biplane fight­ will be back because sport pilot is qualities different from standard­ ers. Certainly a look-alike Cub isn't more than a pilot certificate, it's a category aircraft, the FAA will create the same as one born in Lock package deal that includes aircraft a cadre of flight instructors who are Haven, but both of them fly. And certification and mechanics. qualified to teach in them by flying a sportplane that fits the vin­ "grandfathering" pilots who hold tage mold offers other benefits. You PILOTS &INSTRU CTORS advanced or basic flight instructor don't have to worry about scroung­ The sport pilot certificate is de­ ratings from one of the ultralight as­ ing for or making parts, and you signed for people who want to fly sociations, such as EAA, the can fix your own airplane without simple, lightweight, two-seat aircraft AeroSports Connection, and the having a certificated mechanic sign for fun and recreation. To earn the U.S. Ultralight Association. off on your work. certificate you must be at least 16 The grandfathered instructors will Part of the sport pilot proposal is a years old and able to read and speak meet part or all of the flight profi­ new subcategory to FAR Part 21 that English. You'll also need some form ciency and aeronautical experience will enable existing and future sin­ of medical certification. Sport pilots requirements applicable to the air­ gle- and two-seat lightplanes­ will reportedly have two options: craft they fly, in addition to taking including those now used for train­ they can hold a third-class medical the knowledge test on the funda­ ing ultralight pilots under an certificate or a valid U.S. state dri­ mentals of instruction that is exemption to the FARs-to be certifi­ ver's license. required of all flight instructors. Un­ cated as experimental light aircraft. If you already hold a pilot certifi­ like flight instructors who teach in The owners of these aircraft would cate, you can fly as a sport pilot by standard-category aircraft, sport pilot not have to meet homebuilding's meeting its eligibility and training re­ instructors will not need to earn a "51-percent" rule, but they will get a quirements (verified by instructor commercial pilot certificate or an in­ repairman's certificate so they can logbook endorsements) and adher­ strument rating. maintain and inspect the aircraft ing to the privileges given to sport they assemble. pilots. If you want to re-exercise the AIRCRAFT &M ECH ANICS The FAA would also create a spe­ privileges of your other certificates, Sport pilots will be able to fly a cial airworthiness certification you'll need to meet their specific re­ diverse group of aircraft that fall category in Part 21 that would allow quirements. into four broad categories: fixed­ manufacturers to sell new light, For example, because you've been wing, trike, powered parachute, and ready-to-fly light aircraft without the flying as a sport pilot and using its rotorcraft. What they all have in restrictive requirements of FAR Part "driver's license medical" option, common is that they cannot have 23 certification. you let your medical expire. To exer­ more than two seats, a maximum cise the private pilot's privilege of gross weight of 1,232 pounds, and a WAITING FOR THE WORD night flight, you have to get a cur­ stall speed of no more than 39 knots More than any proposal issued by rent third-class medical certificate (45 mph). the FAA, sport pilot makes today­ and fulfill the night recent-experi­ Sport pilots can also fly standard­ and the future-the good old days of ence requirements. category (type-certificated) aircraft if flying, and it does it with an accept­ So what flying privileges should they meet these requirements, and able degree of safety and a minimum sport pilots enjoy? Based on what we the list of applicable vintage aircraft of burdensome restrictions. know now, you will be able to fly lo­ that do is short: the early Piper J-3 When is the FAA going to publish cally-and cross-country-in day and PA-15 Vagabond, the prewar Er­ the NPRM? The latest word is April. VFR conditions with one passenger. coupe 415C, and the Aeronca 7AC And as soon as the FAA publishes it, Sport pilots cannot fly for hire, Champ. Any later modifications that we'll spread the word and present it and they cannot fly in Class A, B, C, raised an individual airplane's gross here and on the EAA website......

VINTAGE AIRPLANE 5 E c s

In 1929, Oshkosh resident Robert w. O'Hara traveled to Nome, Alaska for the wedding of his brother Floyd. During his visit, he snapped a few photos of aviation activities there in the remote outpost. Here are a few of the shots he took during his visit.

From Top to Bottom

This postcard of a Wien Alaska Airways Hamilton H-47 Metalplane was included in O'Hara's collection. A Pratt & Whitney Hornet engine of 525 hp powered the H-47 .

A Canadian-registered Fairchild 71 sits on a pair of wooden skis with its wings folded back for storage. A preheat blanket is draped over the Pratt & Whitney Wasp, as the crew gets ready to fly. The other shot shows an American registered Fairchild 71 with engine cover as it is parked in the snow.

What appears to be a Bellanca 300-W Pacemaker sits on front of one of the airport shacks at the Nome airport, with just a light dusting of snow on the ground. The registra­ tion number is not visible, but it is known that Merrill Wien obtained NC354W, SIN 303 and used it in his Alaska operations. Could this be it? Can anyone add to our meager information regarding this airplane?

6 MARCH 2001 ~ £1'1 f StAhl f'Arr one 0f",ht ee ir transportation was (On the previous page) Center Photo: During the fall of 1939, All American Aviation staged this demonstration of an aerial pickup on the Mall in Washington, D.C. for Post Office and growing rapidly in congressional bigwigs. This view is looking east towards the u.s. Capital, with General Grant's the late 1930s, with statue in the background. Courtesy of the u .S. Postal Service. Top Left Photo: Poor weather A the day before forced this All American Aviation Stinson SR-10C to spend the night tied down routes crisscrossing the na­ between the pickup poles at one of the pickup sites. Courtesy of Earl Stahl. Bottom Left Photo: The envelope of a letter plucked from the deck of the ocean liner U.S.S. Leviathan, tion between major cities. using the Adams air pickup/delivery system. Bottom Right Photo: Each pickup site required a Not wanting to be left out, local messenger to prepare the protective cargo container for pickup, and to retrieve the con­ many smaller communities, tainer after the aircraft dropped it. Courtesy of Earl Stahl some without airports, be­ gan clamoring to benefit The trailing cable has just contact­ ed the transfer rope to capture the from more rapid transit to outgoing load. The grapple will spur economic development. then slide to the knotted end (in this case, to your right) while the Under pressure from Con­ container, slowed by a friction gress and with concurrence device, moves to the opposite end. ofPresident Franklin Roo­ Courtesy of Earl Stahl sevelt, the Post Office Department (POD) in early 1938 outlined plans for two experimental routes to transport mail, without stops, to small cities and rural communities, some with populations under 1,000. ,r-- -- . The idea of delivering and pick­ ing up mail and small packages "on A perfect delivery during a the fly" was decades old. Before pickup/drop-off at Johnstown, Pennsylvania during the World War I military organizations spring of 1940. The pole mark­ made limited experiments. After the ers are missing due to grapple war a number of visionaries and or storm damage. Courtesy of Earl Stahl inventors demonstrated various con­ cepts at Boston, Long Island, NY, Whittier, CA and Seattle with mod­ est success. ' ",'. EARLY EXPERIMENTS The most determined advocate was dentist Lytle S. Adams. In 1928, after toying with the idea for years, he demonstrated a novel method of mail delivery in Seattle, Washington. The process involved depositing an incoming container in a ground­ rately deposited on board. It took, at Youngstown, Ohio , where the mounted apparatus and simultane­ however, 13 tries to capture the bag Clifford Ball Airline conducted limit­ ously picking up a catapulted outgo­ containing mail arriving from ed testing on its airmail route ing bag. (See page 10 graphic 1) Europe-the rolling and pitching between Pittsburgh and Cleveland. Having thus gained some favor­ motion of the smoke-belching vessel (S ee page 10 graphic 2 .) Within able attention, his equipment was made accurate placement of the months the Ball Airline terminated set-up on the aft deck of the giant delivery "bag" cable into the relative­ the service, citing equipment prob­ ocean liner 5.5. Leviathan with the ly narrow deck-mounted apparatus lems and costly damage to their aim to reduce time for mail to cross nearly impossible. That project was Fairchild FC-2 aircraft. the Atlantic. On the first trial his rapidly abandoned. In 1934 the apparatus was again Fairchild FC-2 pilot met the ship at Once the pickup contrivance was relocated, this time to a floating plat­ sea where outgoing mail was accu­ removed from the ship, it was set up fo rm in a small lagoon next to 8 MARCH 2001 Northerly Island, in the midst of the Chicago World's Fair, liThe Century of Progress./I For several months Braniff Airlines used Stinson Detroiter SM-1's to make three flights daily between the fair and Chicago's major airport. Braniff declared the service successful but refused further involvement with such a venture. Abandoning the unwieldy ground structure, the ever-determined Dr. Adams conducted further experi­ ments at Thomasville, Georgia, and Morgantown, West Virginia. Trying During 1934 this letter to a local philanthropist was picked up from the lagoon at the Chicago World's Fair"A Century of Progress." a new approach, two upright poles were used to hold aloft a loop of thick hemp rope; the attached out­ potential for success, duPont, who cost of about $11,500. The order was going container rested on the was young, ambitious and wealthy, placed without detailed evaluation ground beneath. The pickup plane, a agreed to provide financial backing of the variety of modern planes Bellanca CH, trailed a cable with a and became president of All available. As soon as they were deliv­ four-prong hook to capture the rope American. Only one bidder, All ered, their cabins were stripped for with bag, which was then reeled American Aviation, responded with installation of pickup equipment. aboard. an offer to provide the service. They were awarded both routes. Their bid PICKUP SYSTEM MODIFIED EXPERIMENTAL SERVICE price to fly the route across Meanwhile, newly hired opera­ AUTHORIZED Pennsylvania was 32 cents per plane tions manger James G. Ray, former To respond to smaller communi­ mile. Service to Huntington would WWI aviator, flight instructor, auto­ ties desire to join the unfolding air cost 43 cents per mile. gyro and aircraft test pilot, promptly age, during the spring of 1938 With contracts in hand, an entire assembled a task-team to upgrade Congress authorized establishment organization to carry out the mission the pickup system. Pilot Norman of experimental airmail services to had to be quickly assembled. Rintoul and mechanic Victor serve rural America. Despite limited Pittsburgh was selected as the hub of Yesulates, who had worked for Dr. enthusiasm among top managers of operations. Personnel including Adams in earlier experiments, were the Post Office Department, bids for managers, flight crews, and airframe placed on the team. An engineering operating two routes totaling 954 and engine (A & E) mechanics were firm was called upon for consulta­ miles with were solicited. The routes hired. Also, sites with unobstructed tion and engineering services. had 52 pickup locations chosen. The flight paths had to be located at vari­ Within several months upgraded demonstration period was to be for ous communities for installation of concepts were agreed upon to modi­ one year. To determine the practica­ ground equipment. At each commu­ fy the pickup apparatus to be bility of such a service, the region nity a messenger was needed to han­ installed on the planes, as would be selected for testing was one of dle mail, set-up the station to dis­ the equipment required at each rugged terrain with potential for patch and receive the exchanged ground station. severe, unpredictable weather year­ mail containers. DuPont promptly Issues addressed in arriving at rec­ round. One zigzag route was to be ordered the marginally reliable pick­ ommendations to improve airborne laid out between Pittsburgh, up equipment he had earlier seen and ground equipment were numer­ Pennsylvania, and Huntington, West demonstrated be immediately criti­ ous. For example, the delivery bag Virginia, the second from Pittsburgh cally reviewed and modified, as accelerated to the speed of the air­ to Philadelphia. required. Then there was another craft in just a few seconds. All American Aviation (AAA) was matter: they had no aircraft! Controlling those forces became a a tiny company Dr. Adams had During the many years of experi­ major concern of the team, so formed some years earlier. Once menting, Adams had never owned Adams' simple in-plane device had implementation of pickup routes any of the variety of planes used. to be improved . In their new was imminent, Adams, who consis­ The various types included aircraft approach, an air/oil shock absorber tently lacked capital, solicited noted from Travel Air, Fairchild, Burnelli, (an oleo strut) with a stress-attenuat­ soaring pilot, Richard duPont to wit­ Stinson and Bellanca. Upon winning ing stroke of 24 inches was provided ness demonstrations of pickups at the contract, five new Stinson SR­ to hold the onboard end of a 55-foot Morgantown, West Virginia. Sensing 10Cs were ordered by Adams at a long, 3/16/1 diameter, stranded-wire

VINTAGE AIRPLANE 9 FROM 1928-34 LY TL E S. AOAMS REFINEO THI S CONCEPT OF A FUNNEL-TRAP WITH CATAP UL T IN EXPERIMENTS AT Si:ATTLE FOLLOWEO BY OEMONSTRATIONS AT SEA ON OCE AN-LINER "LEVIATHAN", BY CLIFFORD BALL AIRLINE IN PENNSYLVANIA/OHIO AND AT THE CHICAGO WORLD' S FAIR "CENTURY 1928 SEA TTLE OF PROGRESS" OEMDNSTAA T I ON

AIR PICKUP/DELIVERY EXPERIMENTS by DR . LYTLE S. ADAMS

GROUND APPARATUS (IN SIMPLIFIED CROSS-SECTION) TO RECEIVE INCOMING & ENGAGE/CATAPULT OUTGOING CARGO

Graphic 1

CLIFFORO BALL AIRLINES CONOUCTED EXPERIMENTS AT YOUNGSTOWN, OH., NEW CASTLE S BEAVER FALLS, PA. USING OR. ADAM'S SYSTEM: TRAIL_ ING A CABLE THROUGH A SLOTTED, "V" SHAPED STRUCTURE, MAIL WAS DEPOSITED WHEN A FRANGIBLE CONNECTOR SEPARATED. A STEEL BALL AT CABLE'S END THEN ENGAGED A SLOTTED THIMBLE TO CATAPULT OUTGOING MAIL IN THE DIRECTION OF FLIGHT. PILOTS TROWBRIDGE SEBREE S LOWELL SCROGGINS FLEW FAIRCHILD FC-2 AIRCRAFT. Graphic 2

FIRST AIRLINE PICKUP MAIL EXPERIMENTS, 1930

CLIFFORD BALL AIRLINE (C.A.M. 11)

10 MARCH 2001 cable that would trail below and Norman Rintoul, who flew many neering arrival at nearby Latrobe, behind the plane. The cable would experimental pickups, was deSignat­ where Norm Rintoul made a perfect be wound out and in by a hand ed Chief Pilot at a salary of $175 a delivery and pickup. Minutes later operated reel. At the cable's lower month. Others hired were: Holger sections two, then three appeared. end was a four-prong, eight-pound HOiriis, famed trans-Atlantic pilot; Each following pilot missed grab­ grappling hook. Camille Vinet, one-time bing their outbound bags, so they The modified ground equipment Pennsylvania Director for had to try again. As experience was would consist of two 30-foot high Aeronautics; James Piersol, barn­ gained, such misses became infre­ sturdy steel poles set in concrete, 60 stormer and columnist for newspa­ quent. Two days later, Route 1001 feet apart. Large wooden parallelo­ pers; Thomas Kincheloe, barn­ was initiated to Philadelphia, first grams, painted orange for better stormer and charter pilot. Two traveling north as far as Corry, near visibility, were placed atop the reserve pilots, Raymond Elder and the New York border, then heading poles. Instead of Adams' loop of Lloyd Juelson were also employed. southeast, diagonally across the transfer rope with the mail contain­ At startup, five flight mechanics state. Again, large crowds gathered er resting on the ground, a single were selected; all had to have "A&E" to see how mail-on-the-fly would be length of hemp rope with the out­ licenses. They would have responsi­ handled. In fact, throughout the going mailbag placed near the cen­ bilities for the mail, preparing the decade of service to follow, specta­ ter was held aloft between the posts pickup apparatus for airdrop deliver­ tors frequently came to pickup sites by spring clips. ies, and then bringing picked up to glimpse an interesting event. With this scheme (See page 12 cargo aboard to be sorted for deliv­ graphiC 3) a pilot would approach a ery to upcoming stations or the ter­ CHALLENGES FOR FLIGHT CREWS pickup site at a moderate speed fly­ minal. At terminal stops they would Except for the relatively flat ter­ ing at 50-70 feet altitude. The grap­ inspect, service and make minor rain near Philadelphia almost all ple would then be below the height repairs to the aircraft. round trips would be over the of the horizontally suspended trans­ Locating adequate pickup sites Appalachian plateau, ridge, and val­ fer rope. Upon contact, the stretched near each community was an imme­ ley regions. Unlike the numerous rope was pulled free of the clips diate necessity. Ground stations high-peaked mountains of the west, holding it to the poles. The hook required clear approaches from none of the mountains along these then slid along the new-trailing rope either side; also the flight path could routes exceed 3,500 feet; yet the to one end. Meanwhile, the mail present no hazard to those on the region had already earned the repu­ container slid toward the other end, ground. Suitable spaces at airfields, tation as an "Aviator's Graveyard." being decelerated by a simple attach­ parks, pastures and even a cemetery Sudden, harsh electrical storms with ment fixture with parallel wooden were found. heavy downpours are common from jaws that moved tightly together to spring through fall. Low stratus exert a high frictional force to slow DIRECT AIRMAIL FOR clouds sometimes cloak mountain the rate of reaching the rope's knot­ SMALL TOWNS ridges and dense valley fogs occur ted end. Just before the plane Service on Route 1002, Pittsburgh frequently. From mid-Fall to mid­ crossed the poles, an identical mail to Huntington, West Virginia, start­ April snow and ice, along with container and transfer rope were ed on May 12, 1939. Route 1001, strong, gusty winds can prevail. Back released by the pilot to free-fall to Pittsburgh to Philadelphia with a then these circumstances were fur­ the ground, where it could be picked terminal stop at Harrisburg was initi­ ther worsened by vast amounts of up by the local attendant. ated two days later. To accommo­ pollutants being spewed into the date typical business needs, each atmosphere by steel mills, chemical BUILDING AN ORGANIZATION route would provide morning and plants, paper mills, and other heavy In preparation to starting opera­ evening service, six days a week. industries. tioos, pilots with experience flying With concurrence of the POD, some The POD contract specified that in the variable climatic conditions of of the planned pickup stations visual contact with the ground be the Allegheny Mountains were would be phased-in later over sever­ maintained so flying was rarely sought. An Airline Transport License al months. above 500 feet altitude. With some with at least 4,000 flight hours, A large quantity of philatelist's stations fewer than ten miles apart, acquired over a period of no less mail to be carried on first flight had pilots would often make their way then ten years, was a minimum been posted at most communities. through valleys or gaps, or if neces­ qualification. Also, despite the con­ In anticipation of the greater vol­ sary, skim across ridges. Minimum tract's intent to operate these mail ume, three Stinsons departed altitude restrictions, if any, were routes only under "visual contact" Pittsburgh for the initial run to largely ignored. To safely and effi­ conditions, being proficient in Huntington. A large crowd of specta­ ciently fly that low, a pilot's famil­ instrument flying was required. tors assembled to witness the pio­ iarity with landmarks was of upper- VINTAGE AIRPLANE 11 AIR PICKUP WITH GRAPPLE (1939 - 41) STINSON SR-IOC the incoming bag on a nearby mound. Meanwhile, the local atten­ dant hoisted the mailbag to the top of the poles while in a rowboat. At another station in deep water, incoming mail was dropped on the post office yard.

ONE-YEAR DEMONSTRATION ENDS As the contracted year of service neared end, All American, satisfied J/ ~ " HEMP ROPE (So' ,-ONG) they had conclusively demonstrated that rural community airmail was possible as well as practical, applied for establishment of permanent routes. By the final day of service, despite an unusually severe winter, they had flown 438,000 miles, STEEL. G AAP ~E ( a'-OlIN OS) made 23,000 pickups while com­ pleting 91.6 percent of the sched­ Graphic 3 uled operations. most necessity. Train tracks, road away. However, once the last three Service on the two routes ended intersections, electrical transmission stations of Route 1001 were illumi­ on May 13, 1940. On that day, in his lines, a distinctive barn, water tower nated in that manner and scheduled required report to Congress, the Post

or a church steeple could be valuable in total darkness during mid­ Master General stated in part: /I •• • guideposts to the next pickup poles. November's often severely murky from a safety standpoint it is inter­ The Stinsons were equipped with weather, the idea of night service esting to note that notwithstanding primary instrument flying facilities was soon abandoned as too risky the fact that the operation had been of the era, airspeed, altimeter, rate of and all schedules were returned to carried on over mountainous terrain climb, turn/bank, artificial horizon, daylight. with Single-motored planes, and compass, and directional gyro. They During the first winter of opera­ without the usual supervision by also had low frequency radio trans­ tion, an exceptionally severe Civil Aeronautics Authority, the car­ mitter/receivers. February blizzard closed the rier has operated a full year on the By summer all of the planned sta­ Pittsburgh hub for three days. Trunk two routes without a single casualty. tions were being provided service. airlines, including TWA, were For a new type operation, this record Routes were becoming familiar to stopped when snow could not be of performance is without precedent flight crews, and with practice, accu­ cleared from runways. All American when all conditions are consid­ rate deliveries and pickups were was the exception. Pilots Rintoul and ered." He stated further, it was being achieved. Service was expand­ Vinet coaxed their Stinsons airborne demonstrated conclusively that ed to include air express; small pack­ after downwind, downhill runs on a pickup service could provide ages under 26 pounds would be rutted, snow-packed ramp. Upon improved airmail service and, there­ transported along with mail. return, they landed uphill. Many fore, recommended that Congress With the prospect of winter and ground attendants at snow-bound authorize permanent routes. its shortened hours of daylight, con­ communities along their routes had Unfortunately, various agencies of cern was expressed about keeping trouble matching the flight crews' government did not act in a timely the afternoon schedules late enough achievements. manner to ensure continuity. It took to receive outbound postings near Versatility of the system was again some months for both houses of the end of business days. Tests in demonstrated in late winter when Congress and other agencies to pro­ darkness were commenced at heavy rains caused severe flooding vide a legal basis to establish new, Wilmington, Delaware. It was deter­ along the Ohio River Valley. Rising permanent routes. After much dis­ mined that a ribbon of red neon waters halted train, truck and Star content, communities were greatly lights around the large markers atop route surface deliveries of mail at relieved when the low-flying the pickup poles as well as horizon­ numerous places including Stinsons could again resume work tal range lights along the flight path Parkersburg, West Virginia, where on August 4, 1940. on each side of the pickup station pickup poles were surrounded by To be continued in next month's could be sighted as many as six miles five feet of water. The pilot dropped issue of Vintage Airplane. ...

1 2 MARCH 2001 The Stinson Station Wagon

THE WAY TO

by Katherine Smith as told by Bill Smith photography by Mark Schaible he father and son team of Bill and T Steve Smith collab­ orated on the restoration of their "family" Stinson 108. Before they could get started, they took a journey . .. One evening, about 11:15, the phone rang. My heart jumped a beat or two as I became aware of the sharp ringing and my wife's shaking of my shoulder, saying, "Wake up, Bill." We knew who would be on the other end of the line; it would be our son, calling from Santa Rosa, in northern California. With the receiver in hand, and doing my best to sound wide awake, I answered, "Good evening, Steve." Not noticing the sleep lingering in my voice or the indulgent light touch of sarcasm, he lunged into the con­ versation, heading right straight to the main topic on his mind. "Dad, let's fly the Cessna to Wisconsin and go to the air show. You know, the one in Oshkosh. You've heard of it, haven't you?" That did it. Now I was fully awake. Had I heard right? What a question! I'd dreamed of going to the air show for years. Every pilot knows about Oshkosh. "How? Do you want to fly your a gift on graduating from high school to stop us as the last minute. I would Cessna to Oshkosh?" had gone unused for years. There not allow myself to become too ex­ "That's right. We'll fly it together. had never been enough time while cited at this pOint. You'll be in the right-hand seat, training for his profession as a physi­ However, the next day I did pur­ okay?" cian and then an orthopedic chase the air charts for what would I knew it was in top condition to surgeon. be the proposed southern route to wing us across the southwestern After hanging up from our conver­ Oshkosh from Long Beach, Califor­ United States, then north across the sation, I considered all the pros and nia. It would be good practice for oil fields of Texas and the grain belt cons such a trip would entail. Sleep me, a way to tune me up. I plotted of the Midwest. The plane was ready, was forgotten. Thinking about it, and re-plotted our route many times but were we? I had not taken an air­ probably something would come up over, planning the mileage for each man's physical in several years. Steve at the last minute to put a stop to the fuel stop plus alternative landing had yet to make the big trip, and proposed trip anyway. I'd discovered spots along the way. We would fly having flown only recently from orthopedic surgeons are often in­ the highways. Special visor caps were Santa Rosa to southern California. volved, preoccupied people. ordered that proclaimed us the crew Having purchased the Cessna about Someone is always breaking some­ of N5211M, a pristine Cessna 172. a year ago, he'd carefully followed thing; hips, legs, knees all seemed to The caps were matches for the great the renewing of his flight schooling. be in constant peril for someone. color scheme of the plane's red, The flying lessons we'd given him as Something would probably happen white and navy blue paint.

14 MARCH 2001 A modern nav/com, transponder and new and overhauled instruments fit neatly into the origi­ nal instrument panel. The Smiths' attention to the many little details that make a comfortable, well-done restoration are evident in this photo.

crossing their runway intersection coming in from the north. During the big plane's takeoff, you seem to see their dark shadow first, then the silver jet itself, emerging from below you, taking a turn out over the ocean between the beaches of Santa Mon­ ica, Marina Del Rey and Catalina Island. Their altitude gain is very swift. Quickly they are even with you, traveling upward and away in a sweeping, arcing turn while still climbing. Our luck held out, when a patient of Steve's asked if we'd like his reser­ instrument rating that had not been vation in a dormitory room he'd used in years, now 68 and experienc­ reserved for his personal test pilot. ing some health questions. Well Just in case, we still included our tent okay son, we'll give it a go! and sleeping bags in the packing. Without a doubt I felt much The day of departure finally ar­ more confident of the trip coming rived. My wife and I had weighed to fruition when Steve's wife an­ every ounce I was taking and felt swered a call from me one evening. good about the small amount it reg­ "Steve is out shopping for a light­ istered. Steve was late taking off from weight tent to sleep in under the Santa Rosa. Fog and haze had kept wing of the Cessna." All the hotels, him on the ground until mid after­ motels and even the college dormi­ noon. It was five o'clock in the tories in Oshkosh were booked up. afternoon when I spotted the Cessna Some up to five years in advance! winging across the sky over Signal She'd put our name on the waiting Hill and Circling for a landing. I scru­ list, however. tinized my son with some pride as he Steve has always been a planner. executed a perfect landing even This trip was to be no exception. In though he had a crosswind gusting his careful preparation for the trip, across the east/west runway. Five in The interior of the Stinson closely follows he went into action. To master the the afternoon in Long Beach gener­ the original design, with a comely combina­ intricacies of the air corridors, he ally always has a strong breeze from tion of fabric and vinyl. The Stinson "bow and arrow" logo is neatly embroidered on flew twice from Santa Rosa into the the ocean inland from about three the inset patch of fabric. Los Angeles area with an instructor. p.m. on, and today was no excep­ They flew the Cessna following the tion. Now then, at this point in time, coast one time and next down the Packing the Cessna quickly, Steve Steve had never managed time for a valley following California Interstate had the fuel tanks topped off and we cross-country other than what was 5. Now more confident, he seemed were prepared for departure, wanting required for his license. Never had to feel assurance in crossing the Los to at least clear the Los Angeles basin there been a flight of the duration Angeles Airport at the precise alti­ so we could get an early start the fol­ and miles required for the proposed tude, and watch the air traffic cross, lowing morning. Otherwise, we trip across country to Oshkosh. He landing beneath him. There is truly could not have left Long Beach until had yet to fly solo through the Los something about watching the jet after ten a.m. because of the famous Angeles air corridor, which tests the airliners lined up for two runways "Catalina Eddie," west coast pilots' nerves of all small plane pilots. So from the direction of the Banning moniker for the perSistent, low here we were planning a 4,OOO-mile Pass and Palm Springs, bright land­ clouds present each morning this cross-country, myself an ex-pilot, in­ ing lights on, coming in for landing time of year. Bermuda Dunes, ap­ structor, commercial aviator with an below you. Your altitude is 3,500 feet proximately 125 miles east and in

VINTAGE AIRPLANE 15 the desert would be our destination for tonight. Now, besides the tent and sleeping bags I men­ tioned before, we packed light weight aluminum beach chairs, binoculars, sun hats, our visor caps with the call letters stitched on, signaling mirrors, two Swiss Army knives, survival gear, metalized aluminum Mylar blankets, tubes of a powerful sun screen and sprays of potent bug repel­ lents, two dozen fat-free nutrition bars, plenty of bottled water, and a variety of cloth­ grees, we have a weather cell on the arrival procedures as detailed in the ing packed into our two duffel bags. radar we'd like you to avoid. Proceed NOTAM. All together it weighed a little more on heading 010 degrees for five min­ As we flew over Ripon, we spotted than 100 pounds. Not bad! utes, then return to your original the railroad tracks leading toward We were in the air and on our heading." These communications the airfield. We kept our heads on a way at six p.m. Bermuda Dunes were very welcome, as you can guess. swivel looking for other airplanes. closed down at seven. We just made Some of the weather cells were Locating the tracks was a little diffi­ it, and were taken to a motel for the significantly voluminous and at one cult since a double row of trees night off Highway 111. The next point we were looking directly out sheltered them from our line of sight morning we had a five-thirty start. our windshield at a menacing anvil­ at the required 800 foot elevation. Tucson, Phoenix, EI Paso, Odessa shaped cloud. Over our radio came Locating them however, we then fol­ and Lubbock were on our route. the welcome call in a sweet Southern lowed the tracks for nine miles, With El Paso sitting at 4,000 feet of female voice, "Cessna, fifty-two north to the Fisk intersection. elevation, we rounded the foot of eleven Mike, I can guide you around At Fisk, our radio crackled and a the Rocky Mountains and watched the thunderstorm you're approach­ controller's voice said, "Blue and out our window at 7,500 feet at the ing, or set you down at the nearest white Cessna, if you read us rock passing plateaus and mesas soaring airport. Last plane went around it your wings, do not answer commu­ up from the dry desert floor. just fine, I believe I can do the same nications, follow our instructions." Proceeding North across Texas to for you." What, they've spotted us? Look­ Amarillo, we landed in the late after­ Steve and I looked at each other ing down we could see the intense noon. Our intention was to take off and Simultaneously gave the strobe lights marking the intersec­ the next morning about five a.m. thumbs-up. "Thank you, Manhat­ tion. Steve moved the yoke gently again. Instead, we had to wait for tan, Kansas approach, we'll accept and the plane responded with a slow clearance until after ten. Amarillo your directions to proceed." Maybe rock to the port and starboard. There has ground fog too. six drops of rain landed on our wind­ was a pause, and then the con­ As expected, we encountered shield as we followed the controller's troller'S next verbal request was like some reported thunderstorms that explicit directions. an electric current shooting through morning and on into the afternoon. Following EAA, Oshkosh instruc­ both of us. We were looking about What a weather reporting system is tions, we topped off our fuel tanks a us sharply. Our adrenal glands in operation across the United States! hundred miles out from Wittman boosted their flow and I am sure We were guided around weather Field. Landing the plane at Dubuque, both our heart rates increased con­ cells by the controllers at every Iowa, we took on our fuel and pro­ Siderably. checkpoint en route. These guys re­ ceeded to our destination, Oshkosh. Movement in the sky glinted and ally know what they're doing. As we The next series of events sounds caught both of our attentions. Five flew into their control areas and impossible but this is the way it hap­ planes were circling Rush Lake with were handed off by our last con­ pens in Oshkosh. Remember, neither us. There was no time to watch. Steve troller, perhaps sitting in Denver, Steve nor I had experienced or been was following the twin-engine plane we'd hear, in machine-gun like told anything quite like the follow­ ahead of us and we were a part of an rapid-fire speech, "Cessna N5211M . ing happened. We were in for a endless circle of aircraft. I noticed a . . Change your heading left five de­ surprise, as we used the Convention whitening of Steve's knuckles.

16 MARCH 2001 Ahead of the Beechcraft was a small green and white checked stunt plane. What was in front of that plane I couldn't tell you. We were too alert to look off any distance. As we came back around the lake, our radio crackled, "blue and white Cessna, you're clear to land. Keep your pattern south of the water tower and the gravel pit. Come-in using a continuing tight turn, clear to land on runway two-seven past the terminal building. Exit runway at your first turnoff./I The rapid-fire message was clipped and precise. There was no further communica­ tion directed to us. What he wanted us to do was to land halfway down the runway. I watched Steve on the controls as he spun the Cessna on its wing tip and put it into a dive at the green dot painted far down the runway. He touched down at the same instant a plane only seconds behind us landed short on the same runway. Over our microphone came, "That's the way to go, Cessna./I Immediately after touch down, we spotted a flag man standing fur­ ther up the runway, waving to us in great arcs. The feeling was that we'd just executed an aircraft carrier land­ ing, but there was no time to think about it. We were to go, and the sig­ nal was unmistakable, we were to hurry, to the first taxiway and turnoff. Plainly, his flags said, "Get off the runway, FAST!/I The plane following up received the same message. The flag man pointed at the next airplane in line, this time showing an area well down the runway from where we had turned off, still rolling at a very good speed. The controllers were simulta­ neously landing more than one airplane on the same runway. One short, one long. Every hundred yards, more flag men signaled us. Each took care of us, directing us to our tiedown spot. One side of the airfield was already filled with planes. Our side was just

More evidence of the Smith's meticulous workmanship is shown in the landing light lens and retainer for the Stinson.

VINTAGE AIRPLANE 17 have to." "Steve, think about it. Who's go­ ing to work on it? You?" "It will make a great project for you, Dad. You know you like to have a project going. Let's just see if we can locate old 97979. I'd like to have it back in the family again. You and Mom used to fly in it with me. I can remember it. Ryan will like flying it when he's old enough. Wouldn't it be great, Dad, just think, four genera­ tions of Smiths flying 97979." We never did find it on the field that week. After the Convention, fly­ ing home from Oshkosh, Steve and I talked. Most of the conversation (Top) The STCd installation of a concerned what it would be like to 180 hp Lycoming incorporates the same cowling as the original have a Stinson, that same Stinson, Franklin engine installation. The back in the Smith family again. Smiths have chosen Unison's Back in Long Beach, I called the solid-state Lasar ignition system to provide the spark for the FAA to see if the plane could still be Lycoming. registered. It was amazing the ease with which the plane was located. (Left) The incorporation of a bag­ gage door to the 108's design is All it took was a call to Oklahoma very handy, and prevents dam­ City. The information was mine. IT --.:!i~ age to the cabin interior when WAS REGISTERED! NC97979 was in loading bags or boxes. Vermont! Milton, Vermont, to be ex­ act. A call to the owner was beginning to experience their incom­ me back to the row of Stinsons. This informative. The Stinson had not ing load. By the following day, kept happening throughout the week been flown for six years. He told me 10,000 planes would be tied down of our stay. He certainly did have it was sitting in his garage, but no, he on Wittman Field. something on his mind! really didn't want to sell it. The following day, Steve and I "Dad, think about it. We'd get to The seller remained reluctant to walked along the lines of planes. In sit on the front line next year if we talk about selling it for about five the Vintage Aircraft Association's had a Stinson." conversations. He kept saying he was parking area we came to the premier "It looks that way, Steve. You going to fly the plane again, even location of observing the air show know, that is what I taught your though it had been in his garage for activities. There sat a line of Stinsons, grandpa to fly in." the last eight years. Finally, after sev­ 108-1's, 108-2's, 108-3's, Gullwings, "I wonder if it's possible that the eral conversations, I found out why military types, all sorts of them. The same Stinson you and Grandpa flew the plane was in his garage. It had 108-1's were the same planes my dad could be here?" been in a "small accident" and and I flew in the late 1940's and early "My guess would be that NC97979 needed some work to make it airwor­ 50's. We'd sold the plane around is long gone, Steve. Think how many thy again! 1957. Looking at them now, all lined years ago that would have been. I began a campaign ... every two up, they are still things of beauty in Close to fifty. I doubt it would still be weeks, Bob in Vermont would re­ my eyes. Both of us felt the grip on around." ceive a call from me. Finally, nostalgia. What would Eddie Stinson "Let's look for it anyway. It could probably in an attempt to get rid of think of them now? Long after his be right here. Maybe if not in the me, he told me the plane had been unfortunate death, the 108 series Stinson line, it could be out on the flipped into a snow bank and had a that bore his name was built by Con­ field somewhere. Come on, we're go­ broken top support. He hadn't got­ solidated-Vultee. How proud he ing to look." ten around to the inspection and would have been to see "his" planes "Steve, there are more than ten repairs that would be needed. Added on display at EAA AirVenture. thousand planes here." to that bit of news, he next told me Now the story really begins! Once "If we find it, we'll buy it Dad! the plane had been metalized, adding Steve spotted them, he kept dragging We'll search the whole field, if we SO pounds of weight to it. Not some

18 MARCH 2001 (Left) Bill Smith and his longtime sailing friend and co-pi lot, Roscoe Butch. (Below Left) Bill, Ryan and Steve Smith at the 2000 Copperstate EAA Fly-In in Mesa, Arizona.

the goodness of angels. It needs to be said here, The South­ west Stinson Club owes Al Gerbino and our son a big debt of gratitude. AI did it all out of the goodness of his heart, a large one, and Steve paid for materials and then donated the jig to the club. That jig is responsible for the repair of at least ten Stinsons, which would not otherwise be flying. Here are a few particulars on the restoration. The engine is a 180 hp Lycoming, installed under an STC. The Poly-Fiber covering was expertly installed by Lola M. Labarger, who truck and it was back to Long Beach has been covering airplanes for over Municipal Airport. You won't believe 40 years. She even had all the pat­ this, but they must have known it terns for the Stinson. We did our best was coming back and saved our to match the interior and exterior hanger of SO years ago for us. color schemes and only used modern NC97979 is home . As luck would materials and components where have it, it's right back in the very they added to the safety of the air­ same spot when earlier Smiths had plane. flown from and felt the freedom of We did get to fly the Stinson to connoisseurs dream, b ut still flight. Oshkosh, and if it's possible, we had NC97979. Now the next chapter of our Stin­ even more fun than our first trip. We I called Steve with the bad news. son saga begins! started the trip in 1999 with about "Dad, maybe we could do the re­ 20 hours on the airplane, and were pairs, perhaps he'll let it go at a good PHASE II - THE REMANUFACTUR­ chagrined to discover the alternator price! We can recover it. Let's go to ING OF STINSON NC97979 pulley had come loose, slipped for­ Vermont and take a look if he'll de­ Once in hanger number nine, the ward and cut a neat hole right in our cide to let go of it." work began. Steve, Sandra his wife beautiful cowling. Home again, we Well, Bob decided to sell his pride and even then-two-year-old Ryan all fixed the cowling and were thrilled and let us have our joy. When we pitched in. However, the total job later in 1999 when we received the got to Milton, Vermont, never did seemed impossible. The further into top Classic award at the Copperstate we contemplate the sad condition in the plane we got, the worse it be­ fly-in in Arizona. A trip to Sun 'n Fun which we'd find the old Stinson. Its came. The first Aircraft Inspector we with my friend and co-pilot Roscoe various pieces were strewn across hired wanted us to balance it on old Butch gave us the opportunity to fly Bob's yard. The good news was they tires and weigh it down with old bat­ formation with EAA's photographer were all there, including an addi­ teries. Don't think so. As we stood Mark Schaible and his pilot, Bruce tional airframe, and even an extra set around wondering if it would ever Moore. Mark took over 100 photos of wings complete with birds' nests. happen, our guardian angel appeared of our Stinson. The Stinson was pre­ Two good points, I think? And then in the form of Al Gerbino. AI was sented with the "Best Custom and there in the back woods of Ver­ and is a talker of the first order and a Classic" award at Sun 'n Fun. Steve mont we purchased the wreck of the great friend. He couldn't stand to see regretted being unable to make the original NC97979! what was happening to us, and took trip due to the pressing demands of Steve was determined to have the over our lagging spirits. He had his his medical practice, but he made plane. Parts and pieces and all. He'd men make up a steel jig to put the sure he could make the next excur­ even reserved a huge truck, stuffed body of the plane in and straighten sion to Oshkosh last year. with the plane parts, for his mother it . He oversaw the welding of the It's been a joy to re-experience and me to drive back to California. broken frame. He straightened the flying the Stinson, and our adven­ How's that for determination? So we twist out of the fuselage and told us tures continue. See you around the loaded up NC97979 into this huge what to do next. Thank goodness for fly-ins! ......

VINTAGE AIRPLANE 19 2000 Midwest Luscombe Fly-In (MTO)

Text by Gene Horsman Photos by Jerry Cox he 4th Annual MTO Lus­ combe Fly-In was held at T Coles County Airport, Mat­ toon, Illinois, on August 25, 26, and 27. MTO is the airport identifier for the airport and the name has stuck as the fly-in's name. The past three years the event was held the last weekend in June, but this year, with hopes to avoid the typical Midwest summer weather, it was decided to make it the last weekend in August. But par for the course, as in the past, lousy weather again reduced attendance. Saturday evening we responded to reports of approaching severe weather which included a tornado sighting just a few miles northwest. (Above) The big winners at MTO 2000 were: (left to right) Best 8F, N 1947B; Members Choice, A few Luscombes had already de­ Reserve Grand Champion, and Best T8F, N211G; Grand Champion, Best 8E, Nl168K; Best 8A, parted. As in the past we quickly NC45504. (Below) Retreating to the hangars was necessary during MTO 2000, as the rains did come. squeezed sixteen, you hear right, SIXTEEN Luscombes into the big hangar and all but a few were placed in individual hangars, with the re­ maining few planes securely tied down on the ramp. Then the rain, thunder, and lightning came, with reported winds gusting to sixty knots. Thankfully there was no hail and the planes survived the storm unscathed. So much for moving the fly-in to late August in an attempt to avoid the June thunderstorms and tornadoes! There were 44 Luscombes in at­ tendance, from all over the country, protect the innocent. tion the Turboprop Luscombe, with 19 states represented. Some Models present ranged from a NC2638K, "Don's Idea," of the Lus­ folks drove in and some flew non­ 1939 8A through a 1959 8F. There combe Foundation. Looks great, Luscombe aircraft in. We won't were two relatively rare T8F models sounds great, and is capable of mention any names or models to and we would be remiss not to men- backing up under its own power,

20 MARCH 2001 on the ground. It is the newest and most unique of any of the models present. Saturday morning a triangular race was set up, but the weather did­ n't look very good, so only six planes signed up and four of them dropped out at the last minute. Mark May won the 85 hp category and Jerry Cox won the 90 hp category. On Saturday afternoon Rick Duck­ worth led a seminar with much Luscombe information dispensed, followed by a lively question and answer session. Doug Combs of the Don Luscombe Aviation Historical Foundation, now the owners of the Luscombe Type Certificate, answered many technical questions, and inci­ dentally, donated the awards this year. Jack Norris talked about his up­ coming book on propeller data and information on long distance cruis­ ing in a Luscombe. He only made two fuel stops coming from Califor­ nia to Mattoon. We finished the day with a great meal and an awards presentation conducted by Doug Combs and Jerry Cox, the MTO coordinator. A debt of gratitude is owed to Jerry and Donna Cox, Jerry and Do­ lores Adkisson, Central Illinois Air and Doug Combs for making this a great weekend despite the weather problems. Award winners were: Best 8A, NC45504, Jim Zazas, Carthage, NC; Grand Champion and Best 8E, Nl168K, Mark and Yvonne May, Chapmansboro, TN; Best 8F, N1947B, Jerry Cox and Scott Rose, Mattoon, IL; Reserve Grand Cham­ pion, Members Choice, and Best T8F, N21lG, Dan and Karen Mc­ Neil, Placerville, CA; the distance award was split between 8E, N2028K, of Jack Norris of North­ ridge, CA, and the T8F, N211G, of Dan and Karen McNeil of Plac­ erville, CA. It was decided to schedule this (Top)lf the weather's going to be crummy, you might as well talk airplanes while safe and year's event for the same weekend in dry in the hangar! (Middle) Mark and Yvonne May's Grand Champion and Best 8E features August, minus the tornadoes, of this beautifully appointed interior. (Bottom) The Reserve Grand Champion, Member's Choice and Best T8F was this Luscombe flown to MTO 2000 by owners Dan and Karen course. The dates are August 24, 25, McNeil, Placerville, CA. and 26, 2001. See you then! ......

VINTAGE AIRPLANE 21 VINTAGE PR A Perfect Polish Job? It's a six-sixty!

by Charlie Nelson, Founder and President, International Swift Association

hat is a "six-sixty polish owners to know more about polish­ Is this man: Trapped inside a transparent air­ plane sculpture? Using an excessive amount job"? It is a polish job that ing aluminum. of zinc oxide to prevent a sunburn? Stuck at W was done six months ago Years ago, the most common an airport without a bathroom? None of and then flown over 60 hours coast questions asked at a fly-in included: the above-he's just showing how sharp a to coast and from the Gulf of Mexico "What is it? What engine have you polish job can be done on a metal airplane using the system now available from the to the Midwest. Visits to the Florida got? What does it cruise at? Is it a Swift Foundation. Keys, Colorado, Texas, and Wiscon­ ground-looper?" In recent years we sin, plus many other stops, were have noticed a shift in the questions. made. In the process, it was exposed Now, most of the questions center even if you just finished polishing to dust, dew, fingerprints, and rain. around polishing. Therefore, to help with another product or method. Fi­ The next question is always, us avoid repeating the same story nally, we demonstrate ways to "What polish do you use?" The an­ over and over again about the preserve the beautiful finish and swer is not just one word; as a matter process we now follow, we've de­ avoid frequent repolishing. of fact, it cannot be answered in one cided to share our expertise and Hundreds of copies of the instruc­ sentence. A "six-sixty polish job" is experiences. tional video have already been the result of a polishing process best We have assembled the experi­ delivered to aircraft owners around explained in a 30-minute instruc­ ences of the owners of a number of the country. We do believe you will tional video developed by the Swift pristine polished Swift aircraft to at­ see an overall improvement in the Museum Foundation, Inc. tempt to combine their experiences quality of polished "unpainted" air­ All of us who have polished "un_ into a method that works for us and craft this year at all the major events painted natural aluminum aircraft" will work for others as well. Our in­ and on airport ramps everywhere. know it is a lot of work. We all want structional video covers the proper The homespun video, polish, to know about a better way to make tools, products, materials, and all lev­ tools, and supplies may be purchased it look better and last longer, with els of polishing from A to Z. We show from the Swift Museum Foundation, less time and effort. No method we you how to start with a rough, ne­ Inc. All proceeds generated from the know of is easy; however, we do glected surface or a recently polished sales of the information and materi­ know ways to produce better results piece of aluminum and make it re­ als go to the tax-exempt Swift and have it last longer. ally shine like nothing you've ever Foundation. Contact Steve Roden at Your questions asked at fly-ins seen in the past. Often, a stubborn, the Swift parts department, Monday and via phone calls, e-mails, and let­ hard-to-remove milky haze can be through Friday, 9:00-5:00 ET: call ters continue to remind us there is seen in a polished surface. We'll 423/744-9696, fax 423/745-9869, or an ongoing desire by many aircraft show you how to get rid of that haze, e-mail [email protected].

22 MARCH 2001 DRIPPANS Curtiss is introducing a new line of Airplanes can be messy, and noth­ drain hoses that mate perfectly with ing is more annoying than stepping their drain valves. In most cases, a in a puddle of fluid as you work on simple push and twist action locks your engine. That's where Drippans the Quick Drain Hose in place. Inter­ nal O-ring seals assure a drip-proof connection, with 5 feet of clear vinyl hose attached to the connector. There are five different hose fitting configurations, and you can get free have been completed and shipped information on these new drain to the "lower 48," Canada, Europe, hoses by contacting Curtiss Superior and Alaska, and production is in Valve Company. Send them e-mail full swing. A new fuselage costs at [email protected], or by $10,250. Doors, "tail feathers," etc. clicking on their website located at are also available at regular prices. www.curtissuperiorvalve.com. Tele­ A deposit gets you a delivery date come in. These newly developed phone them at 602/230.2387 or fax and your "Cub" is on its way to its pans are designed to protect floors at 602/230.2487. next half century of flying or per­ from those irritating drips of oil, haps even immortality. For more fuel, and hydraulic oil. The overlap­ SUPER CUB FUSELAGES information contact Airframes Inc., ping sides allow you to interlock Super Cub owners and builders at 907/892.8244, www.supercubs.com different pans to match your re­ will be pleased to know complete or e-mail: [email protected]...... quirements, making Drippans an new fuselages are now indispensable piece of hangar equip­ available from Air­ ment. They work great in the garage frames, Inc. of Big under your cars as well! You can or­ Lake, Alaska. Fully der Drippans from Drippans, 8891 FAA approved under Airport Rd., C-6, Blaine, MN 55449, STC & PMA, many by calling 763/786-5004, or by visit­ modern and popular ing www.goldenwingsmuseum.com. improvements are in­ The 24-by-30-inch pan retails for cluded at no ad­ $16.95, and the 18-by-48-inch pan ditional cost or FAA costs $18.95. Shipping costs $5.00 paperwork. Refine­ for the first pan and $2.50 for each ments include using additional pan. all chromoly tubes and fittings, improved CURTISS QUICK DRAIN HOSE door mechanism, ex­ We're all familiar with the ubiqui­ tended baggage, tous Curtiss drain valve, which has 180-pound regular been standard equipment in the avi­ baggage capacity, re­ ation world for over 50 years. Now, movable rear seat bar, 1929 PITCAIRN PA-6 MAILWING "dog leg" bulkhead reversed, top deck "X" 1998 RESERVE GRAND CHAMPION tubes, tail reinforce­ ment, shoulder har­ ness attach tubes and AVAILABLE TO QUALIFIED BUYER more. Customer re­ quests and additions STEPHEN PITCAIRN such as float fittings can be accomplished before shipping. (609) 259-3309 Thirty fuselages

VINTAGE AIRPLANE 23 TYPE CLUB

Continental oil pump rebuilding by Matt Rybarczyk, Wisconsin State Rep. of the Int'l Cessna 120/140 Assoc.

From the December 2000 Int'J the oil drains out over time. Yes, Cessna 120/140 Assoc. Newsletter. heavier oil will help alleviate this I couldn't read the letters in the problem because it doesn't drain out September newsletter #272 about as fast and tends to cling to the gears starting up and not getting oil pres­ and housing a little better. So if you sure without responding. fly regularly, the pump does not I had this problem myself and have enough time to completely learned a lot about these [Continen­ drain itself dry, and you will have oil tal] pumps in the process of trying to pressure when you start up, unless make them work. I used to prime the the pump is very badly worn. One of the high-wear areas for piston pump through the oil temperature The simple fact is that if you're engines is the oil pump gallery. Using an capillary tube hole. Eventually, having this problem, your oil pump STC'd process, the pump gallery on the though, it gets to the point that is worn out. [n fact, if the clearances Continental series of engines can be restored by Drake Air, Inc. This corroded nearly every time you go flying you in your pump are correct, it doesn't example of the aft case cover of an A-65-8 is have to prime the pump. This is not need any prime to suck the oil up an unairworthy spare in the EAA something I want to do, nor do I the pick-up tube. Foundation'S collection. It shows some scor­ ing on the face where the oil gear impellers want to let the engine run without The only correct way to fix this contact the case. oil pressure for 30 to 60 seconds, problem, in my opinion, is to have waiting to see if it's going to come the pump rebuilt. There are a num­ teeth to scrape against the gear hous­ up. ber of places I found that work or ing, creating the wear and gouges Once you have oil pressure there have worked on them. Each place you see on the housing walls. This is nothing to worry about. The pump had a little different way of going and a new set of gears will give you a does not "pump" to create pressure. about it. However, only a couple of new oil pump. YOll won't ever have The pressure is created by the resis­ them have an STC and can yellow­ to worry about not getting oil pres­ tance to flow of oil past the engine tag the work so the part can be legally sure again when you start up. bearings and the pressure relief valve. returned to service on a certified air­ I would not recommend putting It's like putting your finger over the craft. old, used gears into the new oil pump end of a garden hose to cause water One of those I talked with, Drake cavity. Do it right and you'll never pressure for cleaning or something. Air Inc., in Tulsa, Oklahoma, was my have to worry about it again. Be­ [f the resistance to flow were high preference. They have an STC in tween the work Drake Air does and enough, these pumps are probably which they weld up the gear housing the new gears, you'll have about capable of producing somewhere in and then re-machine it back Ollt to $600 invested. This is what I did and the neighborhood of around 1000 new dimensions and tolerances. it's been well worth it. Don't forget, pounds of pressure. Therefore the They install bronze bushings in the every time you run that engine wait­ pump can have tremendous amounts gear shaft holes. The whole process ing for the oil pressure to come up, of wear and still pump adequate takes about a week, not including you're wearing it out. amounts of oil to the engine, once it transit time, and it's sent back to you For more information you may con­ does start pumping. yellow-tagged and ready to put back tact Drake Air, Inc. 4085 Southwest The pump loses its prime because on the airplane. Blvd., Tulsa, OK 74107. Phone: there is too much clearance between The gear shaft holes are where 918/445-3545 or 800/542-6899. E­ the gears and/or gear housing, and wear occurs, and this allows the gear mail: [email protected] 24 MARCH 2001 PASS IT TO BUCK by E.E. "Buck" Hilbert EAA #21 VAA #5 P.O. Box 424, Union, IL 60180

More heat and preheat!

The preheat articles have certainly caused by uneven heating. Warming generated many comments and sug­ the oil but not the metal is the prob­ gestions. I've had a number of calls lem. The condensation collects in and letters, and I'm really gratified at areas not privy to heating, and the the interest shown. I wish we had result is rust and corrosion, certain room to publish all of them, but the premature death to an engine. few we have printed will show just The Swift and the Cessna 170 peo­ how interested our members are. ple have had problems with the worth. He thinks all this procedure I've been taken to task by some C- 14S Continentals. If condensation might do is give a mouse a well­ and lauded by others. But so far the occurs, and water is present in the lighted home and a cozy place to pros, the guys who tear down the en­ oil, the resul t is oil pan corrosion. nest. His thoughts on this are sim­ gines and accessories and who see This is caused by condensation accu­ ple-long-term, "low-heat" systems the heart of the matter, have all been mulating in the pan, and the area result in moisture condensation on of one voice. Their strong opinion is never really gets up to temperature whatever area that acts as the transi­ that internal condensation is a killer, to vaporize and eliminate that con­ tion zone between the cold and and whatever we do, we have to take densation. I have seen examples warm surfaces. In the case of the pad that into consideration. where it was so corroded you could heaters left on all the time, that area People have written and called literally poke a pencil through the appears, by the accounts we've read, about several alternate methods of pan. to be the inside of the crankcase heat/preheat; some are very novel. Keeping the heat on continually is and/or internal gears and camshaft. One fellow merely attached a hose to a great idea if, and this is the prob­ Based on what we've seen in our his automobile exhaust system and lem, you can keep the entire engine letters, it's H.G.'s opinion that an blew the hot exhaust over the engine compartment warm. The advantage overnight warm-up with a pan while he stayed warm in his car. An­ h ere is this: the oil temperature heater, followed by a flight-up to op­ other variation was to insert a panel comes right up, cabin heat is almost erating temperatures, is fine. But in place of the side window of the instantly available, and there is little leaving it on for days and weeks on car, with two hoses through that chance of corrosion. A good case for end seems to be the problem. For the panel to the cowling. Then he ran a heated hangar. What? times he has preheated, when possi­ the car heater blower at full hot and One caller who, like our preS ident, ble he's used a ceramic heater with a full high, waiting in the car while fli es a Beech Baron (I might add right plenum and insulated ducts attached the very hot air warmed the engine. here that he lives in a moderate cli­ to the output and a cover over the There were others who did various mate, unlike our Midwestern cowl. Two hours of hot air blasting preheats. Some used a small 11O-volt bone-chilling cold.), uses 100-watt from it did the trick. He did point electric heater set on top of the en­ li ght bulbs under a blanketed cowl­ out that it really was only effective gine under a blanket or cowl cover of ing. This assures him easy starts and down to around IS-20°F-any colder some sort. Others used the familiar a quick oil-operating temperature. was too cold for him, and the tem­ propane heaters, both operating I had another respondent who perature rise from the heater wasn't from AC and or DC power (off the was adamantly against this method. enough to make it worthwhile. I car or airplane battery). He was worried about the possibility know that doesn't help those in These were all preheats. Now we of gasoline and oil res idue possibly hangars or tied owns without electri­ come to the proponents of constant overheating and causing a fire. Un­ cal service. heat. warranted, maybe, but a The many-faceted engine heaters No one disagreed that the prob­ consideration. lem was condensation, usua ll y H.G. even put in his two cents -continued on page 27

VINTAGE AIRPLANE 25 This month's Mystery Plane comes to us from a batch of inter­ esting and rare airplane photos supplied by Ralph Nortel!. Send your answer to: EAA, Vin­ tage Airplane, P.O. Box 3086, Oshkosh, VVI 54903-3086. Your an­ swer needs to be in no later than April 10, 2001, for inclusion in the June issue of Vintage Airplane. Due to changes in the Vintage Airplane production schedule, we have to move the due date back a bit over the next couple of months. by H.G. Frautschy You can also send your response via e-mail. Send your answer to [email protected]. Be sure to include both your built and 150 model 398's. At least $3000.00 and the ad the Navy pub­ name and address (especially your there was a contract for that many. Lished stated this was considered their city and state!) in the body of your The 39A had a 100hp Hall Scott A­ best buy. The ad stated all the planes note and put "(Month) Mystery 7 A engine and the 398 had a 100 hp were new and that most of them were Plane" in the subject line. Curtiss OXX-6. On October 26, 1922 still in the factory crates. There were The December Mystery Plane ,a 39B piloted by Lt. Cdr. Geoffrey seven different models ofaircraft of­ from the collection of Harry Luecke DeChevalier, Naval A viator no. 7, fered for sale in the ad put out by the was fun for many of you. Readily made the first landing on the deck of US Navy Bureau ofSupplies and Ac­ identified, it was relatively rare the Navy's first aircraft carrier, the counts. even in its heyday. USS Langley. VVayne Van Valkenburgh Here's our first letter: The order for these planes (150) Jasper, Georgia was placed in 1917 and was the Dear Mr. Frautschy, largest order ever placed for aircraft by And from the Northeast: I think the December Mystery Plane the Navy up to that time. In 1920 the The Mystery Plane shown in the is an Aeromarine 39A or 39B. Most Navy offered some planes for sale December issue of Vintage Airplane is likely a 39B since more ofthem were among which were some model 39B's. an Aeromarine 39B. To the best ofour built. There were 50 model 39A 's Their sale price was advertised as knowledge, the Rhinebeck Aerodrome

26 MARCH 2001 -Buck continued from page 25 Aeromarine 39B with probes in the heads and wraps around the cylinders as well as the heat pads epoxied to the oil pans and tanks do the job well on the flat engines with oil pans, but what do we do with the old round engines with external oil tanks? Now we have considerations most of us don't have to contend with. The oil tank usually has a baffled section that contains about 10 percent of the available oil. This 10 percent warms first, and as the heat makes the oil less viscous, the surrounding oil leeches into the system as it warms up. In the old days the larger engines, like on the B-17, the DC-3, and the like, Museum has the only known example or B model. If it's an A model it has had oil dilution systems and pro­ of this aircraft in the world. Sadly, got the dreaded Hall-Scott 100hp en ­ cedures that used gasoline to dilute most of it was destroyed in a fire in gine. The B has the much more the oil and assure free flow. Right 1966. The Aeromarine was being reliable Curtiss OXX-6. it was the in the operations manual were ta­ transported to another location on an U.S. Navy's earliest and most useful bles based on temperature open trailer for a cigarette advertise­ training aircraft. among others. expectations. ment film-shoot. Ironically, a cigarette Yours truly, The result was thinning of the thrown from an oncoming car during Gil Halpin oil, making the engine easier to transportation set the airplane ablaze. From the famous and ancient crank and hopefully start, and as Cole quickly pulled over and at­ Stormville airport, New York soon as the oil temperature got up tempted to extinguish the flames to no to operating temperature, the gaso­ avail, receiving burns in the The final note is one included line evaporated and the oil process. The remaining portions of the with the photo sent in by Harry returned to its original specifica­ Aeromarine were stored in the attic of Luecke. tions. This was an alternative to Cole's house and in 1984 the house This photo was taken about 1925 draining the oil, taking it with you was burnt to the ground by an arson­ in Texas. it was one of the planes to the hotel or home, sitting it on ist while Cole was away in his Florida used by Robert T. Jefferson, Transport the radiator all night, and when workshop. Pilot 92, during his barnstormer days. you wanted to fly, pouring it back We still have fittings and parts I became acquainted with him in into the tank. that can be us ed as patterns to 1934 when he was chief pilot and in­ The pad heater on the external build/res tore the Aeromarine and all structor at Northeast Philadelphia tank isn't a bad idea. Just be sure of the necessary drawings are still airport. He soloed me in an Aeronca the oil cap is open or vented so the available. The Aeromarine was one of C-3 in four hours. After the flying condensation will be vented over­ the six original World War I airplanes school was sold, he flew for Aero Ser­ board. This will assure warm oil to that Cole purchased in the 1950s vice Corporation, flying photo the engine almost as soon as you from Roosevelt field to start the Old missions. Many years ago, after a long start cranking. Don't forget to put Rhinebeck Aerodrome. It would be day flying at high altitude, he came the oil cap back on! great to have an Aeromarine flying in home, sat down, and died. It was the H.G. and I would like to hear our airshows here at some point in the end of a long flying career. Many pi­ more from you users out there. It's future. lots used to come for a half hour of been great, the response that we've Tom Polapink instruction from him, just to get his gotten. Let's keep this going be­ Old Rhinebeck Aerodrome TP 92 in their logbook. I never did get cause it affects everyone of us that to know the make of these two air­ flies in cold weather climates, and planes, but the Red Goose was to what we learn helps us all. Hello again, H.G., advertise Red Goose shoes. Over to you, That's got to be Keyport, New Jer­ Harry Luecke f( sey's own Aeromarine 39, either an A Lexington, North Carolina ...... ~t(ck ~

VINTAGE AIRPLANE 27 NEW MEMBERS Pieter De Bruijne ...... Salvatore O. Capra ...... Lakeland, FL Alonzo J. Outlaw ...... LaGrange, NC ...... Bergen NH, Netherlands William De Vries ...... Larry Peoples ...... Louisburg, NC Yang Kuo-Shan ...... Toayuan City, ROC ...... Boynton Beach, FL Jack C. Phillips ...... New Hill, NC Brian Molloy ...... County Meath, Ireland Paul A. Donahue ...... N. Lauderdale, FL Douglas Reid ...... Thomasville, NC Hans-joerg Berg ...... Paul Gearen ...... Jacksonville, FL Scott Smith ...... New Hill, NC ...... 32257 Buende, Germany Raymond J. Kane ...... Jupiter, FL Shawn Johnson ...... Omaha, NE Henning Foro ...... Fabio Labrada ...... Palm City, FL Jerry Lee May ...... Kearney, NE ...... 1395 Hvalstad, Norway David Liddle ...... Sarasota, FL Keri-Ann Price ...... Portsmouth, NH David W. Friday ...... A. William McGraw...... Robert L. Disch ...... Merchantville, NJ ...... 11481 Riyadh, Saudia Arabia ...... Fernadina Beach, FL Frank Mazza ...... Bridgeton, NJ Mario Prado ...... La Ligua, Chile Carl A. Miller ...... Vero Beach, FL Robert Ransom ...... Moorestown, NJ Emanuele Sironi ...... Paul J. Schiebler ...... Arcadia, FL Keith Allen Courson ...... Las Vegas, NV ...... Nova Milanese, Italy Robert D. Siedle ...... Lakeland, FL Michael Duffy ...... Bethpage, NY Joseph Rudnicki ...... Apo, AE 09841 Byron C. Starr ...... Edgewater, FL William J. Holland ...... Bergen, NY Charles Croft ...... Dick Terhune ...... Belleview, FL Dana Tarr ...... Steventown, NY Salt Sp Island, British Columbia, Canada Earl Webb ...... Saint Augustine, FL Kenneth R. Ball ...... Sidney, OH Luke Bowman ...... Picton, Ontario, Canada Timothy A. Higgins ...... Cumming, GA Ronald F. Gossard ...... Dunkirk, OH Timothy Dube .... Orleans, Ontario, Canada Ken Taylor ...... Stone Mountain, GA Chris Hollinger ...... Fairfield, OH Ian McQueen ...... James E. Toombs ...... Peechtree City, GA Ken Johnson ...... Winchester, OH ...... Ailsa Craig, Ontario, Canada DOIm Sensor ...... Clinton, IA Mark A. Mastrangelo ...... Mentor, OH Thomas H. Sullivan ...... Daniel J. Sokolowski .... W Des Moines, IA George Pais ...... Milan, OH ...... Little River, Saskatchewan, Canada Holbrook Maslen ...... Boise, 1D Mark Homp ...... Ponca City, OK Joseph S. Hilbig ...... David W. Eiselt ...... Wheaton, IL Edwin L. Richardson ...... Madill, OK ...... Saskatoon, Saskatchewan, Canada Edward C. McKeown ...... Barrington, IL Cannon Braatz ...... Bend, OR Michael Lee ...... Fairbanks, AK Ron Campbell ...... Loogootee, IN David C. Kelly ...... Redmond, OR Ottis E. Myrick ...... Warrior, AL Michael T. Gray ...... Indianapolis, IN Mark Minor ...... Central Point, OR Billy J. Singleton ...... Thorsby, AL Eric A. Henricks ...... lndianapolis, IN Jack Cutler ...... Wyomissing, PA Daniel J. Delany ...... Mesa, AZ David Jones ...... Terre Haute, IN Michael Downend ...... Union Dale, PA Ivan Me Laws ...... Payson, AZ Terry Williams ...... Elwood, IN Barton Glass ...... Reading, PA Danny 1. Metz ...... Sierra Vista, AZ Ronald Scott Blum ...... Goddard, KS Craig S. Potter ...... Fairless Hills, PA Perry S. Neal ...... Phoenix, AZ Jim F. Maxwell...... Concordia, KS Robert Burr ...... Franklin, TN Robert T. Regester ...... Goodyear, AZ David Mueller...... Verona, KY John Cross ...... Houston, TX Stephen Thompson ...... Scottsdale, AZ Jerry F. Wilcher ...... Gravel Switch, KY Mike E. Hale ...... Georgetown, TX Pauline Atilano ...... Ontario, CA W. JeffYork...... Lexington, KY Clifton E. Lamb ...... St. Hedwig, TX Eric Barnes ...... San Mateo, CA James F. Cooper ...... YoungsvilJe, LA Nick Leonard ...... Pipe Creek, TX Michael K. Brasier ...... Palm Springs, CA Gary Spiller ...... Baton Rouge, LA Robert Lett ...... Dallas, TX John Chandler ...... Davis, CA Gene T. Brennan ...... Needham, MA James Lindsey ...... Amarillo, TX Paul Clary ...... San Rafael, CA William S. Hunt...... Winchendon, MA Doug A. Loughmiller ...... Plano, TX Robert P. Davis ...... Quincy, CA Leonard Langer ...... GJoucester, MA Mark Payne ...... Lewisville, TX Leslie Day ...... La Mesa, CA Charles Lohmiller ...... Sharon, MA Victor Poole ...... San Antonio, TX Gerry Filby ...... San Francisco, CA Curtis Simpson ...... Holden, MA Gordon B. Richardson ...... Caldwell, TX Dick Hersman ...... Riverside, CA Buck Carlton ...... California, MD Dennis Monell Smith ...... Houston, TX Stephen Holifield ...... Sonoma, CA Michael Gray ...... Salisbury, MD P. A. Smith ...... Dallas, TX Charlie Miller ...... Morgan Hill , CA Russell Guibord ...... Bristol, ME Keith Snodgrass ...... Austin, TX Dan O. Morris ...... Hayward, CA James S. Guillaume ...... Farmington, ME Kenneth G. Sorenson ...... Houston, TX Jeff Pearson ...... Anaheim Hills, CA William Appleberry ...... Warren, MI Jim Wolcott ...... Grandview , TX Eddie Rohwedder ...... Aliso Viefo, CA Robert B. Jackson ...... Niles, MI Danny S. Sorensen ...... Bountiful, UT James Sands ...... Yucca Valley, CA James C. Russell ...... Pontica, MI Donald Alexander ...... Mechanicsville, V A Michael Terry ...... Ventura, CA Keith M. Denbrook ...... Erhard, MN Jack Chapman ...... Great Falls, VA Ronald M. Wilcox ...... Lancaster, CA Stanley N. Kittelson ...... Litchfield, MN Susan Friedhoff ...... Aylett, VA Taylor Stephens ...... Fort Collins, CO Terrence J. Schwartz ...... Jordan, MN Ted Klapka ...... Fairfax Station, VA Gerald L. Vincent ...... Cortez, CO Kenneth L. Algiere ...... Columbia, MO Albert Seim ...... Richmond, V A Lawrence Kurland ...... Sharon, CT Charles C. Green ...... Springfield, MO Nelson G. Purinton ...... Bristol, VT Richard R. LaQuerre ...... Endfield, CT Floyd E. Shewmake ...... Granby, MO John W. Dueringer ...... Stanwood, W A David P. Yarger ...... West Granby, CT Ken Baird ...... Raleigh, NC Frederick Lundeen ...... Olympia, W A Joseph K. Larrimore ...... Milton, DE Paul S. Cash ...... Morganton, NC Andy Marcolin ...... Sequim, WA Joseph Black ...... Winter Haven, FL M. David Laczko ...... Catawba, NC Neil Whittlesey ...... Kent, W A Bryce Bock ...... New Smyrna Beach, FL Harold Norton ...... Bladendoro, NC Gary Sheldon ...... Madison, WI 28 MARCH 2001 Warbird aircraft stalic displayljlight demos. Pan­ cake breakfast 7a.m.-noon. Lunch served Noon- 3 p.m. Free breakfast for pilotsf/ying in with afull airplane. Fuel discount for f/ight demo pilots. Free parking and admission. Info: Alan 630/466-4579. JUNE J6 - LaGrange, OB - EAA Ch. 255's 7th An­ nual Fly-In/Drive-In Pancake Breakfast, 8 a.m.-l p.m. Harlan Airfield (92 D) Info: Dale 440/355­ 6491 . JUNE 23-24 - Longmont, CO - Rocky Mountain EAA Fly-In. JUNE 23 - Zanesville, OB (Riverside Airport) - EAA Ch. 425 Pancake Breakfast Fly-In /Drive-In, 8 Fly-In Calendar a.m.- 2 p.m. (Ra in dale June 24.) Lunch items and airplane rides after 11 a. lII . Info: Don 7401454­ The following list ofcoming events is furnished to our readers as a mailer ofinformation only and 0003 does not constitute approval, sponsorship, involvement, control or direction ofany event (fly-in, sem­ JULY 7-8 - Hampton, NH - 5th Annual Hampton Air­ inars,jly market, etc.) listed. Please send the information to EAA, All: Vintage Airplane, P.D. Box field Biplane Fly-In. Info: 603/964-6749. 3086, Oshkosh, WI 54903-3086. Information should be receivedJour months prior to the event date. JULY J1-15 -Arlington, WA -Northwest EAA Fly-In. JULY 22 - Zanesville, OH (parr Airport) - EAA Ch . APRIL 8-14 - Lakeland, FL - Sun 'n Fun EAA Fly-In. MAY 25-27 - Watsonville, CA - EAA Ch. 119's 37th 425 Annllal Pre-Oshkosh Fly-lniDrive-ln Pancake Info: www.sun-n:fim.org. Annual Fly- In & Air Show. Info: 831/763-5600. Breakfast, 8 a.m.-2 p.m. Lunch itelns and airplane MAY 4-6 - Shelbyville, IL - "Mayday" Antique Fly-In. MA Y 25-26 - Atchison, KS - 35th Annual Greater rides after 11 a.m. Info: Don 740/454-0003. Shelby County Ailport. Breakfast Sat. & Sun. morn­ Kansas City Area Fly-In, Amelia Earhart Memorial JULY 24-30 - Oshkosh, WI - AirVenture Oshkosh ings. Lunch available. Pig roast Sat. night. Two Airport. Friday night potluck dinner for registered 2001, Willman Airport. Info: 9201426-4800, grass runways. One asphalt runway for training guests. Saturday catered Awards Banquet. Accom­ www,airventure.org. wheel equipped airplanes. Info: 217/774-4/ 11 modations avail. in town, camping on the field. Sat. JULY 27 - Oshkosh, WI - Stinson Lunch, Oshkosh, MA Y 5 - Wiscasset, ME - Katahdin Wings 99s host concessions avail. Info: Stephen 816/223-2799, [email protected], or [email protected]. colll 11:30 a.m. meet at the Vintage Red Barnfor afree, Maine Poker Run. Info: Ann at 207-882-5475. short bus ride to GolfCentral Restaurant. Pay on MA Y 6- Santa Paula, CA - Piper Cub Fly-In, in con­ MA Y 26 - Zanesville, OH (Riverside Airport) - EAA your own at the restaurant. Sign up in Type Tent or junction with Santa Paula Airport First Sunday of Cil. 425 Annual Memorial Day Pancake Breakfast caI/630/904-6964. the Month Fly-In. Info: 805/525-7081. Fly-lniDrive-In, 8 a.m.- 2 p.m. (Rain date May 27.) Lunch items, airplane rides after 11 a.m. Info : AUGUST 5 - Queen City, MO - 14th Annual Water­ MA Y 6 - Rockford, lL - EAA Ch. 22 Fly-ln/Drive-In 720/454-0003 melon Fly-In, Applegate A irport. Info : Breakfast, Greater Rockford Airport, Courtesy Air­ 660-766-2644. craft Hangar. Info: 815/397-4995. JUNE 1-2 - Merced, CA - 44th Merced West Coast Antique Fly-In, Merced Ail port. Info: Virginia or AUGUST 10-12 -Snohomish, WA - 19th Annual West MAY 6- Dayton, OH - EAA Ch. 48, 38th Annual Fun­ Ed 209/383-4632 Coast Travel Air Reunion. Harvey Field (S43). dllY Sunday Fly-In Breakfast. Moraine Air Park. Largest Travel Air gathering for 2001. Local air Fly market, awards, lunch, vendors and much more. JUNE 1-2 - Barlesville, OK - 15th Annual Biplane tour, memorabilia auction and more. Info: Larson Sat. night free camping with things to see and do. Expo, Frank Phillips Field. Info: Charlie 918/622­ 425/334-2413 or Rezich 805/467-3669. 8400 or www. biplaneexpo.com. Many antiques on thefteld. Info: 937/291-1225 or AUGUST 11 - Cadillac, MI - EAA Ch. 678 Fly­ 937/859-8967. JUNE 3 - DeKalb, IL (DKB) - 37th Annual EAA Ch. In/Drive- In Breakfast, Wexford County Airport MAY 12 - Rock Hill, SC - Wings & Wheels Day Fly­ 24 1 Fly-In/Drive-In Breakfast, 7 a.m.-Noon. Info: (CAD), 7:30 a.m.-11:00 a.m. Info: 213/779-8113. Ed 815/895-3888. IniDrive-In. Lunch available. Info: 803/329-4454 AUGUST 19 - Dayton, OH - EAA Ch . 48 Pancake May 12-13- Green Sea, SC- Green Sea Airport and JUNE 3 - St_Ignace, MI Airport - EAA Ch. 560 An­ Breakfast, Moraine Airpark. Info: 937/291-1225 or Myrtle Beach EAA Chapter 1167 Fly-In Air Festi­ nllal Fly-lniDrive In Steak Out, Noon-4 p.m. Public 93 7/859-8967. welcome. Info: 23 1/627-6409 or 231-238-0914. val. 843/756-1497, shirshaW@Sccoast. net.. AUGUST 24-26 - Coffeyville, KS - Funk Aircraft JUNE 3 - Russell, KS - Prairiesta Fly-In, Russell Mu­ MAY 18-20 - Columbia, CA - 25th Annual Gathering Owners Assoc. 24th Annual Reunion and Fly- In nicipal Airport. Chuckwagon Breakfast, Military ofLuscombes 2001. Aircraft judging, spot landing Coffeyville Municipal Airport. Info : Gerald Static Displays, Walker Air Base Reunion, Antique 302/674-5250. andf/our bombing competitions, and the 9th An­ Cars and Tractors, Rattlesnake Show. EAA Ch. nual Great Luscombe Clock Ra ce. Info: 1214, Fuel100LL available onfield, RSL 16/34, SEPTEMBER I - Zanesville, OB (Riverside Airport) 360/893-5303 or 253/630-1 086. 4402 x 75 runway paved, Unicom 122.7. Info: Rus­ - EAA Ch. 425 Annual Labor Day Weekend Fly­ MAY 19-20 - Winchester, VA - EAA Ch. 186 Spring sell 785/483-6008 In/Drive-In, 8 a.m.-2 p.m. Lunch items and airplane rides after II a.m. Info: Don 740/454-0003 Fly-In, Winchester Regional Airport (OK V) from 8 JUNE 8-9 - Akron, OH - Funk Aircraft Owners Assoc. a.m.- 5p.m. Pancake breakfast 8- 11 a.m. Static dis­ 2nd Ever Reunion and Fly- In, Akron-Fulton Air­ SEPTEMBER 1 - Marion, IN (MZZ) - II th Annual play ofaircraft; airplane and helicopter rides, port. Info: 302/674-5350. Fly-In Cruise-In, Marion Municipal Airport. Pan­ cake Breakfast. All types ofaircraft, plus antique, demos, aircraft judging, children 's play area, and J UNE 8-10 - Gainesville, TX Municipal Airport more. Concessions, souvenirs, goodfood. lnfo: Ms. classic and custom vehicles. Info: 765/664-2588 or (GLE) - Texas Ch. , Antiqlle Airplane Assoc. 40th [email protected]. Tangy Mooney 703 /780-6329 or Annual Fly-In. Info: Jim 817/ 429-5385, Don EAA [email protected]. 817/636-0966, or Janet 817/42 1-7702. SEPTEMBER 2 - Mondov~ WI - 15th Annual Fly-In, Log Cabin Airport. Info: 715/287-4205. MA Y 19-20 - Hampton, NH - Hampton Ailfield Fly­ JUNE 9- Elba Municipal Airport, AL (14J) - Ch. 351 Market. Info: 603/964-6749. hosts Fly-In , 8a.m. - 4p.m. Fly market,food, early SEPTEMBER 7-9 - Sacramento, CA - Golden West EAA Fly-ln. MA Y 20 - Niles, MI - VAA Ch. 35 Hog Roast Lun­ arrivals welcome,free transportation to local mo­ cheon, Niles Airport (3TR).lnfo: 616/683-9642 or tels, under wing camping permitted, restroom SEPTEMBER 7-9 - Marion, OH - Mid-Eastern EAA [email protected]. available in terminal, Young Eagles. No rain date. Fly-In. GPS Coordinates: 31-24-59N 86-05-33 W. Info: MAY 20 - Wanvick, NY - EAA Ch. 501 Annual Fly-In , Mike 334/897-113 7. SEPTEMBER 14-16 - Watertown, WI (RYV) - 17th Warwick Aerodrome (N72). 10:00 a.m.-4:00 p.m. Annual Byron Smith Memorial Midwest Stinson Re­ JUNE 9-10 - Petersburg-Dinwiddie, VA - Virginia Unicom advisO/y ji-equency 123.0. Food available, union. Info: Nick or Suzette, 630/904-6964. State EAA Fly-In. trophies will be awarded. Registration for judging SEPTEMBER 21-22 - Abilene, TX - Southwest EAA closes at 2:00 p.m. Info: Michae1212-620-0398. JUNE 10 - Sugar Grove, lL (KARR) - 17th Annual Fly- In Aurora AirExpo sponsored by Fox Valley Sport MA Y 20 - Romeoville, lL (L 01) - EAA Ch. 15 Fly-In Aviation Assoc.- EAA Ch. 579 and Aurora Munici­ Breakfast, 7a.m.-Noon, Lewis Romeoville Airport. Info: Frank 815/436-6153. pal Airport. Antique, Classic, Homebuilt, and

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30 MARCH 2001 VINTAGE Membershi:R Services Directo!y_ Enjoy the many benefits ofBAA and the AIRCRAFT BAA Vintage AircraftAssociation ASSOCIATION ~ EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873 OFFICERS Web Site: http://www.eaa.org and http://www.airventure.org E-Mail: vintage @eaa.org

President Y"oce·Presldent EAA and Division Membership Services Fligh t Advisors information .. . .. 920-426-6522 Esple ·Butch· Joyce George Doubner P.O. Box 35584 2448 Lough Lane 800-843-3612 •• • ••••• • • • •. FAX 920-426-6761 Flight Instructor in formation ... 920-426-6801 Greensboro. NC 27425 HartfOfd. WI 53027 (8:00 AM - 7:00 PM Monday-Friday CST) Flying Start Program •••• • • •• • • • 920-426-6847 336/393.()3M 262/673-5885 [email protected] anHque2@a ol.cam • New/renew memberships: EAA, Divisions Library Services/Research ...... 920-426-4848 (Vintage Aircraft Association, lAC, Warbirdsl. Medical Questions ...... 920-426-4821 Secretary Treasurer steve Nessa CharlesW.Harris Na tional Association of Flight Instructors Technical Counselors ...... 920-426-4821 7215 East 46th St. 2009 Highland Ave. (NAFI) Young Eagles ...... 920-426-4831 Albert Lee. 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