STRAIGHT & LEVEU Bspie "Butch" Joyce

2 AlC NEWS

4 AEROMAIL

5 THIRTY FIVE YEARS AT THE OUTER MARKERI Dutch Redfield

10 ST. LOUIS - CITY OF FLiGHT/ Scott Langa

14 PERSIMMON AND SILVERI H. G. Frautschy

18 THE ADVENTURES OF YELLOW BIRD/ Cully Caldwell

22 MYSTERY PLANE! H. G. Frautschy

25 PASS IT TO BUCK B.B. "Buck" Hilbert

27 WELCOME NEW MEMBERS

28 CALENDAR

Publisher TOM POBEREZNY

Editor-in-Chief JACK COX

Editor HENRY G. FRAUTSCHY

Managing Editor GOLDA COX

Contribudng Editor JOHN UNDERWOOD

Computer Graphic Specialists BETH BLANCK OLIVIA L. PHILLIP PIERRE KOTZE

Photography Staff JIM KOEPNICK LEEANN ABRAMS KEN LICHTENBERG MARK SCHAIBLE

AdvemsinglEditorial Assistant ISABELLE WISKE

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

It's the beginning ofJuly, and EAA AirVenture 1999 is The aircraft parking for the Vintage Aircraft area is just down the end of the runway, so to speak. This year chaired by George Daubner, assisted by Geoff Robison, who should be once again a great show the entire family should be is also the Chairman of Security for our area. Should you able to enjoy. have any parking concerns you can contact George at The weekend of June 12 were the dates for the first annual 414/673-5885 or [email protected]. You can contact Geoff Vintage Aircraft area work party. at 219/493-4724 or [email protected]. The work weekend was headed up by Bob Brauer, your Volunteers are always needed to help us man the different new Convention V AA Maintenance Chairman. Bob and the activities in the Vintage Aircraft area during AirVenture and crew were able to install new windows at the V AA Head­ our Manpower booth is chaired by Anna Osborn. Anna will quarters and build a foot bridge across the large ditch just open the booth on Sunday, July 25, for you early arrivals. south ofthe type club tent (just to the northwest ofthe shower Should you like to contact Anna in advance of the show you house). There were a number of other projects that got com­ can do so at 803/896-4614 or [email protected]. pleted during this weekend. My thanks go out to everyone There will once again be an Association gathering Sunday who helped during this work weekend. If you'd like to know night during EAA AirVenture at the EAA Nature Center. how you might be able to assist Bob Brauer in doing Mainte­ Tickets for this event can be purchased at the red bam in ad­ nance and other projects of that nature, you can contact him vance ofthe gathering. at 3121779-2105 or E-mail [email protected]. Should you need any assistance or need any information Steve Nesse has again put together a great workshop tent any time during the fly-in, V AA Headquarters is the place to area for your enjoyment and education, hosted by your Vin­ come. During the day, there is generally someone there who tage Aircraft Association. Some of the most well known can help. Just stop at the information booth and say, "Help!" names in the metal forming and shaping industry will be Should there be something that I might be able to help you there. The tent is located just south of the V AA Headquarters with, contact me at 336/393-0344 or [email protected]. building. Should you like any further infonnation about this There are a couple of items Tshould pass along to you for activity, contact Steve at 507/373-1674. information. As many of you know, each year for over a Located next to the Maintenance tent is one of the most decade we have given out a Participants Plaque, featuring the popular services that the Vintage Aircraft Association pro­ convention logo and a photograph of your airplane on the vides for its members - the Type Club Headquarters. In the AirVenture flightline. A great memento for you to take past this area had been chaired by Joe and Juila Dickey. They home and hang on your hangar wall or in your den . For did a great job in making this area very popular. This year, VAA members, that plaque is free for the asking. Bring they have passed the torch to your Director Roger Gomoll. your V AA card and be sure and stop by V AA Headquarters Roger tells me it sounds as though there is going to be an­ and pick yours up! other great turnout. If you have any questions about the type For those who are not VAA members, if you'd like to club tent, contact Roger Gomoll at 507/288-2810 or rgo­ have one ofthese plaques, the cost is $10.00. You can sign up [email protected] . to be a V AA member at V AA Headquarters, as well as any Our flyout this year is chaired by Bob Lumley - for ad­ other EAA membership booth on the field. vance information you can contact Bob at 4141782-2633 or Also, an added benefit of VAA membership is the dis­ [email protected]. count you will receive when you purchase items from the The Past Grand Champion reunion is chaired by Steve Vintage Aircraft Association's store. You can easily gain Krog. We expect a record turnout for this year. We encourage back your membership cost at Oshkosh this year. past grand champions to come back to Oshkosh so we can Ask a friend to join up with us we would love to have continue to enjoy viewing these beautiful aircraft. For more them on board. Let's all pull in the same direction for the information about this activity, please contact Steve at good of aviation. Remember we are better together. Join us 414/966-7627 or [email protected]. and have it all......

VINTAGE AIRPLANE 1 Venture Oshkosh '99. If you're flying is always a sellout, so be sure and get an Antique (built prior to Sept. I , 1945), your tickets early. The picnic starts at 6 VAANEWS Classic (9/1 /45 through 12-55) or Con­ p.m. on Sunday, Aug. 1 at the EAA Na­ compiled by H.G. Frautschy temporary (1955 through 1960) into the ture Center. A scrumptious buffet-style Convention, these signs are just the turkey dinner will be served. Tickets ticket you need to get to the right spot to cost $8. park. You can even use them when you VAA Workshops and Forums: In go to other fly-ins! addition to the regular forums held in the Forums Plaza, special events will ELECTION REMINDER NEED EAA also take place near the V AA Head­ Don't forget to mail in your ballot AIRVENTURE INFO? quarters building, located just east of for the election of Officers and Direc­ If you're planning to attend EAA the Theater in the Woods. Be sure and tors of the EAA Vintage Aircraft AirVenture by flying in, you'll need to visit the Type Club tent, where you can Association. Included in your June is­ obtain a copy of the NOT AM issued by learn about your favorite type of air­ sue, just tear it out, fill in the appropriate the FAA. The easiest way is to simply plane. Right next door is the V AA blanks and send it on its way with a pull it out of the June issue of Sport Workshop tent, which will be bustin' at stamp on it. To be counted, it must be Aviation- it's on pages 64A&B. You the seams with all sorts of hands-in received no later than July 25, 1999. can also access it via EAA's "Fax On metal shaping going on. Demand" service. Call 732-885-6711 Also, be sure to take you children PARKJNG AT OSHKOSH? and be ready to enter the Fax number over the EAA KldVenture, located next We'd all like to make a volunteer's you wish to have a copy of the Fax-On­ to the new EAA Leadership Center at job a little easier as they stand in an or­ Demand Directory sent to. Follow the the EAA AirVenture Museum. Model ange vest directing a line of airplanes to voice prompts for your instructions. rocketry, airplane models and all sorts the right spot for parking. You can do The NOT AM (and the Fax-On-Demand of other activities will take place. Get in your part by using the highly legible Directory) is also available on EAA on the fun! sign included in this issue of Vintage AirVenture's website at httpllwww.air­ For more information on V AA hap­ Airplane. Have it ready to hold up to venture.org penings, be sure and stop by the V AA the Flight Line Operations volunteers We strongly recommend you obtain Headquarters building, and pick up a after you clear the runway at EAA Air- your copy of the NOTAM as early as copy of the VAA's own daily newslet­ you can and familiarize yourself with ter, Aerograms. the instructions. It's not hard to fly in, EAA AirVenture - "it's the world and many pilots consider it a lot of fun , of aviation in a single place for one THE C OVE R S but there are a lot of aircraft inbound to week a year." Oshkosh, and it helps knowing what you' re supposed to be doing without NEW V AA CHAPTER FRONT COVER . .. Ron Karwacky's having to rustle through the papers in Congratulations to our newest chap­ Cessna 195 has been alabor of love the cockpit trying to find the NOT AM. ter, V AA Chapter 35 in Graner, IN. A for over 15 years. Read how he keeps Keep your eyes outside and follow the brand new charter was issued to them it so bright in this month 's feature, controller's directions, and we'll see placing them in good standing. We look "Persimmon and Silver," starting on you at EAA AirVenture Oshkosh! forward to hearing from president page 14 . EAA Photo by Mark Randy Hunt concerning Chapter activi­ AIRVENTURE 1999 ties, and remind all other V AA Chapters Schaible, shot with aCanon Eos-1 n Plenty to do, and plenty to see! The that you can submit photos and articles equipped with an 80-200 mm lens on 1999 edition of EAA AirVenture to Vintage Airplane. Let us see what Fuji 100 slide film . EAA Cessna 210 promises to be a humdinger, with the you' re up to! photo plane flown by Bruce Moore. Salute to Air Show Legends headlining the daily airshow and presentations at VAA HALL OF FAME the Theater in the Woods. Not only that, The V AA Board OfDirectors has se­ BACK COVER . .. "Three Bullets" is but the new Forums plaza is shaping up lected the following people for aphoto of three of recreational avia­ to be the best place imaginable to learn induction in the Vintage Aircraft Asso­ tion's most rare types , the Texas about all sorts of sport aviation informa­ ciation Hall of Fame: Bullet. From left to right we have: Tom tion. Be sure and pick up your program Edward Wegner, Plymouth, WI Melby's N78849 , N78851 belongs to when you get to the Convention site, Gene Chase, Oshkosh, WI Marc Holiday, and N78852 is owned and take a few moment to read it - then Tom Flock, Rockville, IN you won't have to smack your head Congratulations to our three in­ and flown by Robert Brown. Tom and with your palm at the end of the week ductees, and we ' ll have more on their Marc's airplanes are based at Lake and say "Nuts, I missed the ___!" individual contributions to the vintage Elmo , MN and Robert keeps his in Vintage Airplane Association high­ aircraft movement over the past 40 Marietta , GA. "Pop" Johnson , the lights include: years in a later issue of Vintage Air­ Bullet's designer, would be proud! The V AA Picnic: Check in at the in­ plane . They ' ll be inducted during formation booth in the VAA ceremonies held on Friday, October Headquarters building for tickets. This 22, 1999.

2 MAY 1999 MOTHS AT EAA AIRVENTURE One of the groups we look forward to seeing at EAA AirVenture '99 is the DH Moth Club, who plan on having about a dozen biplanes at the Convention. Michael Maniatis, chairman of the club, sent in these Moth photos to help whet your appetite:

Bill Weiss Ed Katzen Greg Ross

Gerry Schwam Michael Maniatis Bayard Dupont

George flew the standard the leadership positions, with Jim serv­ Navy trainers of the day, and ing as president and George as the eventually served in the Pacific Secretary/Treasurer. George also pub­ theater of operations, first flying lished the Staggerwing News, and the TBM, then the PBY Catalina continued to hold both positions until and finally he was flying the his death. Martin PBM Mariner out of Ok­ Most of you will know George as the inawa when the war ended. untiring volunteer who for over 20 years Home to Mansfield by the fall served as the Chairman of Classic judg­ Watt Martin of 1946, he enrolled in Ashland ing during the annual EAA Convention College, and joined the Naval in Oshkosh. A Director of the Division Reserve. After two years of school, he since 1980, he served as an advisor to GEORGE YORK was employed by the Gorman-Rupp the Board prior to that. George also 1924-1999 pump company, working around his served the Board as Secretary from George York, class schedule for the last two years of 1988-1991. EAA 11310, VAA college. He served Gorman-Rupp for 38 We'll miss George's forthright obser­ 1085 passed away years, progressing from research engi­ vations on the state of vintage airplanes, May 19, 1999 after neer to sales. During his time at G-R, he and we know many will miss his astute a long illness. A life­ formed a friendship that would last a observations concerning Classic air­ long resident of lifetime. A fellow airplane enthusiast plane restorations. Mansfield, OH, he and WW-Il Air Force veteran, Jim Gor­ left only when duty man, wou ld eventually come to run TONY PIPER to serve in WW-ll Gorman-Rupp, but his passion outside 1915-1999 called. Joining the of the company was airplanes. He and The second of three sons born to Navy, he learned to George would own a number of air­ William T. Piper, "Tony" was the first fly in one of the CPT program schools, planes together, including an airplane in the family to become a licensed pilot. this one in Helena, MT. George's mount that would forever link the two men, the Instrumental in the acceptance of light­ during that time was a 1941 Aeronca Beech Staggerwing. planes into the military, Tony was both Chief, and he enjoyed the aircraft type The two found that many others pilot and instructor during the trials at for the rest of his life, serving as a valu­ shared their love of the Beech bird, and Fort Sill that showed the worth of off­ able resource for many restorers of the the Staggerwing club would benefit the-shelf lightplane designs as Army Aeronca. he cherished his own Aeronca from their enthusiasm. After Dub Liaison airplanes. He was also a key fig­ Chief which he restored in the early Yarbrough stepped down as president of 1960s. the club, and George and Jim assumed - Continued on page 29­

VINTAGE AIRPLANE 3 RYAN 5T ADDITION ing my PA-16 (N5674H), which was haps you could print a few more. With Reference to page 1 1 of the parked in the Antique/Classic parking I have restored USA NG L-16A 47­ May issue of Vintage Airplane, and the area. This was not the first Sun 'n Fun 1271 and an starting on US NG L-16A photograph of Ryan ST-A NC14955, for John, but the one that had the most 47-878, back to original factory colors sin 111. In the caption it was stated only impact. To add to the excitement, I had as best as I can determine. four ST models were built, all of them the opportunity to fly an air photo shoot 1) Where does the factory data plate in 1934. To keep history straight, there with Jim Koepnick in the EAA photo belong? were actually five of the ST's built, all ship. The pictures came out fantastic! 2) Does anyone have any info on L­ with the Menasco B-4 (95 hp) from John was so impressed with the 16 use in Korea? 1934 to 1937. The last one, serial num­ EAA, and sport aviation that he asked 3) Does anyone have info on these ber 155 was sold to Haller Aviation, me to teach him to fly. Using a Cessna SIN aircraft? 47-1271 started in the Pretoria, South Africa, in 1937. It car­ 150 from our local airport, John com­ Oregon Army National Guard and went ried registration number ZS-AKU. pleted his aviation training by taking his to CAP in Utah. 97-878 started in Army Only one of the original five STs is private pilot check ride on 28 December NG in Fargo, North Dakota went to in existence. It is serial number 117, NC 1998. The enclosed picture (below) is CAP in Fort Lauderdale, Florida and 14985, presently under restoration in John (white shorts) and I standing in was wrecked. This was before CAP Dayton, OH. The ST -A in the photogra­ front of my PA-16 "Clipper." Now used "N" numbers so this aircraft was phy no longer exists, other than its John plans on fmding an airplane of his NEVER on the civil register and has no paperwork. own and getting more involved in sport Airworthiness Certificate. Best Regards, aviation. 4) What must I do besides rebuild it Ev Cassagneres Thanks to the great impression made to look like its brother in order to obtain EAA 311976, V AA 13785 by EAA, and all the friendly people in­ an Airworthiness Certificate? Ryan Aircraft Historian volved with your organization, another Thank you, Cheshire, CT person has made a commitment to be­ Tony Mark! ing involved in sport aviation and EAA 377515, VAA 28854 Ev is right on the button. Joe Jupt­ attaining a pilot's license. Next month P.O. Box 90 ner 's u.s. Civil Aircraft only shows the is John's birthday and I have decided to Marydel, MD 21649 US registered Ryan STs, but the exported purchase him a membership in EAA. airplane does not appear. Sincerely, Dear Tony, - H.G. Frautschy Mark W. Johnson, J'lllet the L-i6 experts out there an­ EAA #327080, V AA 13450 swer your markings questions, but I can EAA CAMARADERIE Riverview, Florida add my two cents worth on the airwor­ DearEAA, thiness question. Since it has not been on Last spring I brought a neighbor L-16 REBUILD the civil register, you will need to have a friend of mine, John Leiby, to Sun 'n Dear Sir: FAA inspector peiform a Conformity In­ Fun '98 at Lakeland, Florida. We set I see in April VINTAGE AIRPLANE spection. Normally done in these cases up a camper and spent about five full (Hooray for the new name) magazine when the aircraft is completely restored, days enjoying the convention, and fly­ you printed "A Few Questions." Per­ it would be best ifyou confirmed the FAA's desires by contacting your local FSDO office and inquiring about having an inspection done. Don't delay when you get to the end ofthe restoration - de­ pending upon their workload, it can be weeks or more before the inspector can get to you. Very early on in the process, and long before you go to the FAA, you'll also want your A&P mechanic who has an inspection Authorization to be involved. Be sure and take lots ofphotos as you re­ store the airplane, and organize them neatly in a binder so the inspector can easily see what type ofwork was done, especially those areas that he cannot easily see. - H.G. Frautschy ......

4 JULY 1999 lIve• ears att Outer Marker

Part II in our continuing series of Dutch Redfield's early career in aviation during the heady years before WW-II. When we left Dutch last month, he had iust experienced the thrill of his first solo, in a Bird biplane.

Chapter Two years was seldom flown. Glover pulled the large propeller It was during this very early phase For my efforts on the Buhl major through by hand. of my flying career that Salt City A vi­ overhaul I was owed about four hours Two extra long stacks directed en­ ation began having financial problems flying time, and I was concerned with gine exhaust far aft along the Buhl's and a former army pilot that had no the company dissolving that I might belly. The exhaust sounds of the big commercial aviation experience took not receive it. For some time I had engine were always beautiful as it over as company manager and com­ hoped to be able to fly the beautiful came to life and idled. Avoiding the pany pilot from Fred Mc Glynn, who Buhl which I had been very close to. whirling prop, Glover walked around had resigned. Glover was aware of my longing and the lower wing, climbed aboard and The flight instruction that I re­ I had let him know that I would trade slid into the right front seat where I ceived on the Kinner Bird in payment the four hours of owed flying time on had previously installed the dual con­ for my work on the Buhl was mostly the Bird for one hour of dual instruc­ trols in hopes I might get a few given by the company's new pilot, tion on the Buhl, if it could possibly minutes stick time. He said, "Okay, Byron Glover, and the training under­ be arranged. let's go, you've always wanted to fly standably was somewhat similar to One November morning he said to this thing!" I guess he had nothing to that given military pilots, except me, "Come, let's take the Buhl for a lose because he too was soon to be Glover had never instructed. ride." I thought perhaps he just felt out of a job, as was Mc Glynn. But I The overhaul of the big Buhl like doing some flying himself and was totally unprepared and surprised Airsedan was now completed and it whenever there was an offer of an air­ at his taking the right seat position, was resplendent with a beautiful hand­ plane ride I was always quickly ready which was not equipped with brakes. rubbed orange and black paint job. to go. Several airplanes had to be Although I had flown the airplane Despite its new management, it moved and with some help we finally quite a few times in the air, I was now wasn't long before Salt City was gasp­ pushed her through the hangar doors to encounter new and very powerful ing its last. Soon the big hangar was and onto the ramp. The oil was thrust, long trundling takeoff runs, boarded closed and the company's checked, 20 gallons of fuel were put strong propeller torque requiring two airplanes were moved across the in as we both pre-flighted and checked much heavier offsetting rudder inputs, road for dead storage in the hangar her over. I climbed into the left pi­ and much heavier control forces in all being operated by Harry Ward. Here lot's seat to operate the engine primer, regimes of flight. It was a stick-con­ they began gathering dust. The Bird ignition switches and hold the brakes trolled, 6-place cabin airplane and was later sold, but the Buhl for many with the rudder toe pedals while considered a big and " hot" airplane

by Holland "Dutch" Redfield

VINTAGE AIRPLANE 5 for its time; it was. lonely airplane but I was elated as we truck to the airport. There was a strong south wind jounced over the grassy field. My brother Scotty had a flat-tired blowing and the grassy field was wet As we again climbed steeply into and battered Model T Ford sedan and green from an overnight rain. the increasing wind, I looked back which I was able to buy from him for The wind did much to mask the much through the wing brace wires and $10.00. Barb and I stripped the body higher liftoff and landing speeds and struts and down past the trailing edge from it, then drove the chassis, four the wet grass covered my bumbling of the shorter tapered lower wing wheels and the engine (there was efforts to achieve and maintain take­ nothing else left), while seated on a off and touchdown alignment. The wooden box that was nailed to an un­ control forces and control inputs secured plank laid crossways necessary to handle this air­ across the frame. plane in the low level Our "car" had no fend­ turbulence of the Buhl Air Sedan CA-G, NC8450, as it was operated during 1933 by Salt City ers or floorboards and, strong wind, I just Air Service at Amboy Airport near Syracuse, NY. flung back rain and was not prepared slush during bad for. With my very weather. Also, re­ limited experience member that thi s I had become ac­ was in the days of customed to the horse-drawn milk fingertip control wagons with addi­ pressures required tional hazards that in flying the Bird are unknown to the and the feels of flight youth oftoday. as obtained from a cock­ There was room for pit position that was two of us to ride on the un­ considerably aft of, not for- padded box. When there were ward of, the airplane's wings. All three, we rigged a longer plank feels and forces of the Buhl were very which the weight of the two inside oc­ new to me. panel and cupants held down for the unscheduled We completed about six landings saw a small gathering near the gas extra passenger. Our grateful rider sat and they seemed to be getting better. pump alongside Harry Ward's hangar. on the end of this board which pro­ At the end of our last landing roll News that "Glover was soloing Dutch jected outside and beyond the frame. Glover unfastened his seat belt and Redfield on the Buhl!" had gotten Here he perched between the front and stepped aft in the cabin. I thought he around the airport fast. Many more back wheels with his feet dangling a was looking for some matches from experienced aviators felt the event few inches above the pavement. This his jacket draped over a back seat and might be worth watching. was a most miserable position for our was incredulous when he stepped out I flew a couple more "passable" extra passenger on sloppy days but he of the airplane. With the prop stream landings and then taxied back across was afforded some degree of comfort flopping his pant legs he held the door the airport toward my friends. As the from the pants-scorching heat emanat­ and shouted forward. "Okay, she's prop clattered the engine to a stop I ing from the exhaust pipe that ran all yours. Go ahead and do it!" The set the parking brakes and was a very close by. door closed with a whump and I was proud guy. There was much back Later we were able to fabricate suddenly all alone as he stepped clear slapping and a lot of wisecracks. I sa­ something out of wood framing and and stood at the wing tip. vored them all. chicken wire that vaguely resembled Why Glover took this responsibil­ I am certain that this was the great­ the streamlining of a racing car body. ity I do not know. Today I'm not sure est confidence builder of my life and I The steering wheel was lowered and a I would call it good judgment on his still savor it because it revealed some­ heavy gauge galvanized rain pipe part, or mine. But it was a far bigger thing in my makeup that I hadn't three times the size of the original thrill for me than my first solo. At the known was there, something that had­ carried the engine exhaust the length time I had only six hours of solo time n't been called on before. It instilled of the car. The yapping terrier-like and was a kid of 17 . I knew I had to not cockiness, but confidence. sounds directed into the forward end do it and I wanted to do it. But I knew The beautiful Buhl gathered dust in were transposed en route and emitted what I had hold of and I was scared. a corner of Harry Ward's hangar for from the other end with deep-throated It was with considerable relief that quite a few years and was flown but booming echoes that perhaps lacked I got the airplane around the field and little. I never walked by her without a authenticity but were nice to hear. safely down the first time. I expected twinge of remembrance and a thump Despite our newly fabricated car no more and started to taxi slowly of her wire-braced taut, orange fabric body that at last gave us something to back toward the hangar. But Glover, wings. I never flew her again. sit in, instead of upon, and a later in­ standing alone on the field, waved for stalled windshield, the seating me to fly it around again, and I swung Becoming old enough to drive had arrangements remained unchanged her around tail to the wind and taxied immediately meant an end to bicy­ and we had no floorboards . In spite back to takeoff position. It seemed a cles, hitchhiking and riding the mail of our vulnerability on snowy wintry

6 JULY 1999 days, a favorite uncle presented me would go back in a year or two, I never the flowing airstreams and sounds and with a tom and disintegrating raccoon did. May I again say that my com­ feels of flight, just wasn't the same. I coat that had somehow stretched to at plete happiness with aviation has tolerated it because any kind of flying least seven feet long. I used aircraft never caused me regrets and I know was fun and I wished to build up my rib-stitching cord and curved needles now had I delayed a few years that at flying hours no matter what airplane I and was able to baseball stitch it back later dates my age and experience was flying. The Cub always seemed to a semblance of usability. Barb level would have been a hindrance. to be going. It was one of the first June's mother somwhere dug up a The Waco F was a new and lovely ones built by Taylor Aircraft and the fake raccoon coat that bore little re­ graceful open cockpit biplane that was first light airplane on the field. Tn semblance to the real thing. far ahead of its time in looks and per­ later years the Cub turned out to be a With old discarded aviator' s hel­ formance. Clayt was very proud of it very popular trainer because it was mets and heavy gloves, we more than and T was proud to be associated with easy to fly and could be operated at once battled our way to the flying Clayt's operation. Thus began an un­ low costs. field through wintry drifts of snow. ceasing and strong affinity for Waco For Sunday afternoon passenger This was done more, I guess, to be airplanes and open cockpit biplanes. I hopping, the Waco was an easy air­ able to say that we had done it and later came to operate three di fferent plane to sell rides for because perhaps prove to ourselves, at least, a Wacos of my own. everybody seemed to want to ride in possible display of some kind of alle­ Flying the F was far different from the snappy red and silver Waco. My giance to the unplowed, snow-drifted the Bird which I had been flying the success at selling tickets as I wan­ airport, the dormant hangared air­ most, and far different from the Buhl, dered among the parked cars made me planes behind frozen hangar doors the Waco 10, the Curtiss Robin and believe that I was a pretty good sales­ and the snug at-home aviators. the deHaviliand Moth that I also had man after all. Our loyalty was seldom appreci­ some time in. It was nimble and very Clayt Welch's business was doing ated by anyone but old Bill Churchill, light and sensiti ve on the controls and well and I was wonderfully happy and who ran the airport lunchroom and al­ a very stable airplane that hard ly had content and busy. ways seemed able to get there. We to be more than "wished" around. It One of Clayt's students rented the would have a hot bowl of Churchill 's would lift off the ground and fluff to Waco F to fly north to Quebec, soup, walk through cold hangars and flight with a very short roll and then Canada, to visit some friends on vaca­ then head home with a glow of ac­ climb with unabated drive at a very tion, planning to come back the next complishment. steep angle. To land the airplane was day for a business appointment. On A local aviator, Charlie Smith, flew pleasant and easy. The lift of its two that morning, Clayt received a phone charters and hopped passengers in a high li ft airfoils and the drag of the call from the Quebec airport manager beautiful SM-8A Stinson monoplane. wing bracing struts and wires permit­ that hi s Waco had crashed and the pi­ In his spare time he had given me ted steep but slow glides and short, lot had been killed. some instruction and soloed me on a soft touchdowns, as very close to the News got around quickly and the Taylor Cub owned by Clayt Welch. ground the wings smoothly and slowly whole airport was saddened and I was This was in payment for some cleanup unloaded their lift. crushed as preparations were made to work I had done for Clayt. I enjoyed The Warner radial e ngine pro­ go get what was left of this fine air­ this and liked Charlie, but flying this vided far more power than needed. It plane. Clayt, his wife, and I drove up 36-hp light airplane was just not like was by far the smoothest and peppi­ to Quebec in his 1930 Model A sedan, flying larger planes with their open est e ngine that T had yet flown towing a small two-wheeled trailer cockpits and bigger engines. behind. The individual short stacks because we had been told that was all Charlie asked why I didn't talk to emitting exhaust separately from we would need to bring back the few Clayt about possibly looking after his each of the seven cylinders were a parts remaining. two airplanes, a Waco F and the Tay­ delight to the ears, from idle to full It had been a damp, foggy morning lor Cub. I went to Clayt, he was throttle. At night the blue-flamed and the pilot was anxious to get back receptive and it was agreed I would short exhaust stacks glowed cherry home. The Waco's instrument panel, keep his airplanes clean, grease the red and formed a seven-point flicker­ although sparse, was also equipped rocker arms on the Waco, sell pas­ ing blue ring just behind the Waco's with the bare basics for aircraft control senger rides on Sundays, assist his nose, and reflected flickering blue on by instruments. A gyro-operated tum flying students when they were at the the silvered under surfaces of the up­ needle, a ball bank, a vertical speed in­ field, sweep the office and be a gen­ per wing panels. dicator indicating climb or descent in eral handyman. This beautifully blended combina­ feet per minute. These supplemented In exchange for these services a tion of a fine engine and a light agile the normal airspeed indicator, engine small amount of pay was agreed upon airframe produced a fine looking and tachometer, and non-sensitive altimeter. for lunch money plus gasoline money snappy performing airplane that was This instrumentation was barely enough for the Model T Ford. The rest of my far ahead of standards of the day, and for control even ifthe pilot was familiar pay was to be taken out in flying time it was a real joy to fly. with their use. Our pilot wasn't. on the Waco and the Cub. Clayt's Taylor Cub was fun to fly Impatient with the slow-clearing This new job tipped the scales for too, but sitting completely enclosed in weather, he finally took offagainst the me and with little reluctance I left the fabric and isinglass box of its tiny advice of local airmen and the Waco school. Although I promised that I thin-walled cabin, completely out of was quickly out of sight in the fog. VINTAGE AIRPLANE 7 Those at the airport could soon telI that spond to the pressures of flight di­ an overloaded, under-powered air­ he was in real trouble by the sounds rected to elevators, ailerons and rudder plane, the Cub spun out of a low that were coming from the leaded sky. as they are frantically deflected into wing-over. The pilot's passenger was The Waco's engine screamed, then la­ flowing airstreams. Spatial disorien­ killed and the airplane was demol­ bored, as the airplane was heard to tation compounds into exasperating ished. Clayt Welch's flying service several times dive steeply, apparently befuddledness despite frantic efforts no longer was. recover, then climb heavily. It was be­ to survive, and the pilot no longer It was only a short time following ing terribly misflown as vertigo took knows which way is up. the demise of Welch Flying Service over, forcing the pilot into insane air­ The Waco and the wide-open that one ofClayt's former Waco stu­ plane control as he responded to the Warner engine could be heard dents, Bill Heffernan, decided that he now totally misleading "feel" cues of through the fog in screaming dives might give the flying business a whirl. flight. The Waco could only contribute and faltering recoveries, each one Another Waco F was purchased to its fight for life its now ignored but lower. The suspense was awful. Her and Heffernan Flying Service was es­ wonderful inherent stability and docile last dive reverberated fearsome sound tablished. Jack Moore, a former Gates characteristics. with the struts, wires, and engine at Flying Circus pilot, was to operate the If the needles of instrument flight terminal speeds. It ended with a can­ airplane commercially. At other times were even perceived, their vital mes­ non-like "whump" that was heard for it was to be kept available for Heffer­ sages went ignored, or unbelieved. many miles. It took hours to find nan's personal flying. I considered Flight by instruments shall forever be her. Straight down she had centered myself fortunate in being able to pick a delicate art, requiring extensive con­ her propeller hub on a boulder as up and continue my "handyman" du­ centrated training and much continued large as a house. ties with this newly-formed outfit. practice. The instruments of flight Then a few weeks later an army pi­ The opportunity of being able to must be believed and other airman lot on leave, accustomed to the continue flying a Waco F pleased me. senses ignored. Both embryonic and performance of 400-hp military air­ But this airplane did not fly as well as more experienced airmen have learned planes, rented Clayt's Cub and flew a Clayt's. The engine was worn and this in a last flash of recognition as short distance south to Cortland, New tired and leaked streaky oil over the they were meeting their maker. The York. Her he endeavored to put on a cowlings and on the hangar floor, and feels offlight go berserk and fail to re- 36-hp air show for some friends. With its airframe had lost the fine edges of

B JULY 1999 aerodynamic alignment that produce a trailing elevators, and the black verti­ descent heading and the pesky left good flying airplane when the previ­ cal fin and its trailing rudder, now wing heaviness was very bother­ ous owner had put it on its back in the responding to trial movements of my some. This was the longest stretch middle of the airport after nosing over feet, the empennage surfaces geomet­ that I had ever flown solely by in­ from a vicious ground loop. We never rically tied together by the streamlined struments and my descent was being were able to rig out a wearisome left­ tail brace wires. made purposely slow. The forces wing heaviness. For 30 or 40 minutes I cavol1ed up and the feels offlight that were send­ Being very aware of what had hap­ there alone in another world of unbe­ ing signals to my body were pened to Clayt's Waco, and why, I was lievable beauty. I would roar down becoming more and more difficult to determined to find out for myself a lit­ dark valleys with the Waco's wing tips ignore as the needles offlight seemed tle about flying by instruments. The brushing the sides, then steeply banked to be telling me one thing, my body second "F" was instrumented similar to swooping pull-ups up and over the strapped to the pilot's seat, another. the one in Canada. I waited for cloudy white of the billowing peaks, with a I had to concentrate very hard, forc­ days with 2000 to 3000 feet ofclear air plunge down into the dark valleys on ing my control inputs to be in below and on these days I would en­ the other side. Tightly banked turns response to the needles flickering be­ deavor to climb a few hundred feet up around mountain peaks, and loops, and fore me and not to what my senses into the overcast while attempting to wing overs and stalls close to the peaks, felt. I was not sure how much longer maintain control. Time after time I falling down the mountain sides on re­ I could do so and the air was getting came falling out of the cloud base, but covery. And as I looked down, the more turbulent and upsetting. I felt as soon as visual ground reference was plane's faithful shadow cavorted with alarm as I neared 2,000 feet still in attained, recovery was simple; then I us, always completely circled by a the enveloping cloud mass. would try again. small but perfect bright rainbow of But now it seemed getting lighter After a while, I was able to inter­ many brilliant hues. Such a joy, what and I stole a glance over the cockpit pret and mange the instruments long sense of speed, such appreciation of coaming. The wings and struts could enough to fly straight and level and nimble, responsive airplane being now be seen slicing through whiter make straight climbs and descents of tightly maneuvered in close proximity wisps of cloud. Suddenly I was un­ short duration. Later I was able to ofthe yielding wispy clouds. derneath the heavy overcast and in make shallow turns of varying But the sun was getting low and the clear. It was snowing lightly and amounts by timing with the sweep the cloud tops below were changing through the reduced visibility I hand of my wristwatch. to ominous and gray. There had been looked down at roads and buildings Should some of today's aviators be no breaks and I had not seen the that appeared familiar, yet I was un­ aghast at this possible lack of concern ground for a long time. When we able to identify them, nor my for other air traffic, please note that had climbed into the clouds, the base position. Here I was, but where was there was no airport control tower, no of the overcast had been at 2,000 I?, and which way was the airport? I radios or airways traffic control, and feet. I was now at 7,000 feet and re­ was confused because I thought I no one flew cross-country on instru­ alized that there was 5,000 feet of should be west of town, but nothing ments anyway. I had the clouds all to cold and wet cloud to descend below fit this supposition. myself because no one else wanted through . I was also acutely aware I circled and circled, trying to sort any part ofthem. that [ had to maintain control of the things out. It was with incredulous One winter afternoon when practic­ airplane while also keeping the en­ disbelief that I finally concluded that ing, I found myself doing pretty well gine running smoothly at reduced we had descended out of the overcast and ended up climbing 5000 feet descent rpms in probable icing con­ many miles from where I had started through the thick clouds. We broke on ditions. As we entered the cloud my climb, and were now actually east top and the Waco streaked through the tops I swallowed a few times as my of Syracuse instead ofwest. Powerful wispy white ofthe cloud tops and into attention riveted to the turn needle, upper air winds had drifted the slow­ a beautiful, totally new world ofbright the airspeed indicator and the flying airplane many miles as I blue sky, sunshine and billowing clouds tachometer. succumbed to my new airman's world forming white mountains with shad­ As we descended, it became darker above the clouds. owy, ominous valleys below. and the fog of the clouds closed in Darkness was near and it was with Although bitter cold so high, I re­ above. I could barely see the wing relief that I felt the Waco's wheels mained real snug in the rear open tips and the fog eddied and swirled touch down and then trundle across cockpit as I hunched forward close be­ off the wet wings and struts. Now a the frozen clumpy sod. I was busy hind the small curved windshield. light film of white ice could be seen keeping her rolling straight with the With my goggles down, the engine forming on the interplane struts and rudders. As she came to a stop I found smells and heat warmed my face when wing leading edges. Unlike the stable myself shivering, perhaps from cold. I peered over the leather-padded coam­ air and smooth steady climb ofa while I lifted my goggles and sighed. The ings, thong laced to the cockpit rims. ago, conditions were now turbulent Warner's popping idle sounded good Peering aft over my leather-jack­ and the airspeed and turn needles did and I felt warmer. It has been a very eted shoulder could be seen the not want to stay put. My hands and rewarding day. brilliant white billowing cloud tops, feet were busy, applying the pressures beautifully framed by the shuddering of corrective control. To be continued in next month's orange horizontal stabilizer and its The Waco kept drifting from my edition ofVintage Airplane...... VINTAGE AIRPLANE 9 out to gawk at the latest aeronautical technology, to marvel at at­ tempts to harness the air, and to take inspiration from the heroic achievements of the aeronautical pioneers. It was St. Louis at its most engaging. Seemingly oblivious to the danger, Lindbergh climbed into the Spirit of St. Louis in New York on the morning of May 5, 1927, taxied across the field, and flew toward the Atlantic Ocean for the longest and most difficult flight up to that point of his ca­ reer. His completed plane was 27 feet, 8 inches long, 9 feet, 10 inches tall, and 46 feet wide from the tip of one wing to the tip of the other. Although he could fly it as fast as 129 miles per hour, Lindbergh flew slower over the ocean to conserve fuel. En route, the plane encountered high winds and an electrical storm and Lindbergh endured the agony of keeping himself awake and alert through 33 grueling hours of flight. But when Lindbergh landed in Paris a day and a half after taking off from New York, there was enough fuel left in the tanks to fly a thou­ sand more miles and Lindbergh announced that the Spirit of St. Louis had flown perfectly. Immediately, Lindbergh and his little silver plane were surrounded by thousands of fans cheering for him in his triumph. Together, he and his plane had successfully completed a flight many had thought impossible. Today, the original Spirit of St. Louis is on display at the na­ tional Air & Space Museum of the Smithsonian Institution in Washington, D.C. But St. Louisans can see a replica of Lind­ bergh's plane much closer to home - at the Missouri History Museum in Forest Park. The Missouri Historical Society, Trans Years of display in the Lambert International terminal, not World Airlines, Inc. and Save A Connie, Inc., an organization of to mention the many years before that when the replica retired TWA pilots and other personnel, have teamed up to re­ had been flown all combined to make a replica in sore need store the replica that has been on loan from the Historical of TLC. The fabric peeled back on the wings revealed some damaged ribs and the warped plywood you see here. Society to Lambert International Airport since 1975. Now re­ stored, it is on display at the Missouri History Museum and hangs in the Grand Hall of the Emerson Electric Center.

THE ORIGINAL SPIRIT OF ST. LOU IS When Charles Lindbergh became the first person to fly solo from New York to Paris in 1927, he was instantly heralded as a hero throughout the world. But Lindbergh insisted that his air­ plane, the Spirit of St. Louis, receive its fair amount of praise for the feat, because he believed that he could not have made it if it hadn't been for this very special plane. In deciding to attempt the flight, Lindbergh knew he was un­ dertaking a very dangerous task. The journey would be long; there would be no landfalls for an emergency landing; no co-pi­ lot would accompany him and relieve him for periods of necessary sleep. With so many dangers facing him, Lindbergh believed that one of the keys to success would be the plane he chose to fly. He approached a group of St. Louis businessmen for financial backing and named the plane that eventually was built with their support the Spirit of St. Louis, in honor of the city which shared his aviation dreams. Collaborating with engineer Don Hall at Ryan Aircraft, Lind­ bergh laid out the requirements for the Spirit, creating a plane that he thought light enough, yet durable enough to safely com­ plete the long, nonstop flight across the Atlantic. The plane was designed with only one set of wings to enable it to cut through The forward nose cowling is one of the most recognizable the air with greater ease. Instead of two or even three engines, cowls in aviation history. It is made up of a number of the Spirit had only one, reducing the plane's overall weight, one intricate pieces, all of which had to be reworked or of the considerations Lindbergh considered critical. cleaned up.

VINTAGE AIRPLANE 11 To make the Spirit even lighter, Lindbergh directed the plane's body to be built of welded steel tubes covered with cloth, and its wings to be built of wood, wire and cloth. He also vetoed the inclusion of many items found in some other planes of the period, including navigation lights, fuel gauges and a radio. He even decided to make his historic flight without a parachute. All of these measures con­ tributed to a plane whose weight was less than the planes of rival pilots who were anxious to be the first transatlantic solo flyers. They also made the flight more dangerous.

The replica is accurate in a wide variety of ways, including the use of a wicker seat for the aft "Lindbergh" seat.

The nose of the replica features a second cockpit, used during filming of the movie "The Spirit of St. Louis," starring Jimmy Stewart. The Standard Steel prop is mounted on the crankshaft of the Wright J­ 5 engine, complete with the distinctive front-mounted magnetos.

ABOUT THE REPLICA . .. The 2,850 pound airplane that became the replica of the Spirit of St. Louis was built in 1928 by B. F. Mahoney Air­ craft Corporation, the successor to the company which built the original Spirit of St. Louis, Ryan Airlines of San Diego. One of several Ryan Broughams (this one is SIN 153) built that year by Mahoney, the model was similar in design to Lindbergh's plane. The plane was the property of several owners before be­ ing purchased in 1955 by movie aviator Paul Mantz to be modified for use along with two other replicas in the film depiction of Lindbergh's flight, The Spirit a/St. Louis. Sharon Smith, curator of the Missouri Historical Society's Lindbergh collection, said: "It was used mainly for still shots, although supposedly it was flown . If that was the case, Jimmy Stewart, who played Lindbergh in the film , would have sat in the pilot's seat, and a professional pilot would have sat where the extra fuel tanks had been in the original plane." In 1962, donations totaling $10,000 from 36 Friends of the Mi ssouri Historical Society made it possible to purchase the replica from Tallmantz Aviation, Inc. of Santa Ana, Cal­ ifornia. New certification of ownership was filed with the Federal Aviation Administration and on June 7,1963, the A new overhead skylight was constructed to replace the one replica was presented to the Missouri Historical Society on installed in the center of the one-piece wing. 12 JULY 1999 Loaded up on a dolly sans landing gear, wings and tail, the Spirit of st. Louis replica is rolled into the Grand Hall of the new Emerson Electric Center at the Missouri Historical Society's museum in St. Louis's Forest Park.

behalf of the donors by Wooster Lam­ bert, an investor in the original Spirit of St. Louis, at a ceremony at Lambert Field. Almost immediately, the His­ torical Society agreed to lend the replica to the New York World's Fair commission to exhibit in the Missouri Pavilion, but plans to fly the plane to New York City were thwarted. "In order to secure FAA experimen­ tal flight certification so that the plane could be flown, the plane was first successfu lly test flown at Lambert Field," explained Smith. "After land­ ing, however, winds caused the plane to tip over, damaging its nose. As a result, it was recommended that the plane not be flown." Despite this setback, the replica was displayed for a year at the New York World's Fair before returning to St. Louis in November 1965 on a flatbed truck. It was then stored briefly at the home of Joseph Desloge in Florissant, Missouri. In 1967, the Missouri His­ torical Society authorized aviation company Remmert-Werner to repair the replica at a cost of $79,000, and it was flown downtown in commemora­ tion of the 40th anniversary of Lindbergh's transatlantic flight. Following the commemorative flight , the plane was housed in a hangar at McDonnell Douglas until Lambert Airport completed its new in­ ternational wing. The replica became a part of the airport's display in 1975 and has been on loan, annually re­ newed, ever since. Throughout its display period at Lambert International, the replica has been cleaned and dusted several times a year, initially by McDonnell Douglas engineer Art Davies and subsequently by the Historical Society's Collections staff headed by Bob Mullen. Notwith­ standing this attentive maintenance regimen, the display environment took its toll on the replica. "The plane will require conserva-

The plane is assembled on the Hall's floor before being hoisted 30 feet into the air, where it was secured with cables. The Spirit replica will be on public display when the new wing opens in the fall of 1999. VINTAGE AIRPLANE 13

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VINTAGE AIRPLANE 16C 160 JULY 1999

(Top) Long and sleek, the Cessna 195 was intended to give the busi­ nessman pilot retractable plane performance without the hassles of maintaining the retraction mechanism. The trim color of Ron's 195 is Persimmon. (Right) Ron Karwacky (center) with two of his airport buddies, Bryan Rosen (left) and Mark Holmes.

Big Ron's Backhoe Service in the Los Cherokee, or any­ Angeles basin is Ron's business, and to thing, let alone a get away from the grit of everyday mak­ long-legged, tail­ ing a living, Ron heads out to the airport wheel equipped to fly his 195. A pilot for 15 years, he Cessna, or the fire and his then partner, Jay Jonas, had been breathing 450 hp Stearman they were working on a 450 Stearman project when working on. Sure, he'd been flying and the opportunity came along to buy the winning awards with giant-scale, radio big Cessna in 1987. At that time it had controlled airplanes for a number of slipped into a bit of disrepair, parked years, and had some dual (including outside and oxidizing in the LA smog. some aerobatic flying) in full size air­ Seeing a long road ahead for the project, planes, but he'd never progressed to they had been casting about for a good flying one all by himself1 flyable airplane, and $15,000 later, after Providence played its part for the two a late night "hey, if you're interested in a owners, for about a week later Ted 195 ..." type of call, Ron owned a 195. Warner, a CFI with about 10,000 hours There was only one hitch. in tail wheel airplanes, walked into their years, Ted and Ron became close friends , He hadn't soloed yet. hangar and asked if they were the two fel­ a relationship that continues to this day. Neither had his partner. lows who owned a couple of airplanes By the end of Ted's dual instruction Nope, not even in a Cessna 150 or a they didn't know how to fly. Over the tutelage, Ron found himself at the controls

16 JULY 1999 ofthe 195, ready and signed off to fly it all During all of the by himself. Most people look at him in­ timen he has owned it, credulously when he describes the events Ron kept polishlng and after he bought the 195, but to him it was maintaining the Cessna, no big deal, due in large part to the attitude polishing it first with a he went into learning how to fly the air­ couple of brands before plane, and the dual he received from Ted. settling on the Nuvite, While the 195 does not jump to the fore­ which his friends Kent front when you' re thinking of trainers, it and Sandy Blankenburg worked well for Ron, who went on to fl y also prefer to use on the fast (165 mph), comfortable "Busi­ their polished airplanes. nessliner. " His taming of what some have The interior has re­ dubbed "a beast" proved once again that ceived an equal amount many airplanes are given undeserved sec­ of work, much of it the ond-hand reputations, rather than the handiwork of Mark respect they deserve. Holmes. Mark's been You can almost smell the leather as you peer inside the sumptuous Based at the legendary Flabob Airport with the project fo r so cabin of the 195. Mark Holmes gets much of the credit for how the interior looks, including the 3/4 " ca rpet and carefully applied trim. near Los Angeles, the 195 has been a con­ long he has done a cou­ stant "work in progress" for Ron, never ple of items twice, like spending much time at all out of service, the seats. The fi rst go­ even when the decision was made to around had vi nyl change out the Jacobs fo r a new rebuild, covers, but now the one of the last done by Jim McCorklin, Ja­ smell of cushy leather cobs' then shop foreman ip Payson, AZ. upholstery greets you This particular 195 actually started out when you poke your as a 190, powered by a 240 hp Continen­ nose in the cabin. Oh, tal. The only difference between the two the creature comforts! models is the engine installed at the fac­ Cessna used to ad­ tory, and seeing one converted to the 195 vertise the 190/ 195 to is no big surprise. First delivered as a cor­ the we ll hee led busi­ porate airplane, it shuttled between the St. nessman: "For those Louis and Kansas City areas for the first whose choice is unre­ 14 years. In 1971 , Norm Goyer, then the stricted . .." and in other proprietor ofan FBO in New York state, promotional material The panel of the 195 has plenty of room for round dial goodies. As did the conversion after a skilled airline they gushed: "The 190 with so many vintage airplanes, radio placement can be a bit of a pilot, Edson Raymond, neatly executed a and 195 are all metal, challenge ("Now where'd I put that GPS?") but as the so lid state forced landing with the airplane. The prop high wing, single en­ radios available today seem to get smaller and smaller (and run cool­ decided to depart the engine while in gine planes which offer er) it seems to get a bit easier to f ind a spot to shoehorn in a couple "YFR on top" flight over the Berkshire the utmost in personal of Com radios and a transponder. mountains. Landing upillll on a beginners comfort and pleasure in ski slope during the summer, the damage cross-country flying. The 195 may have gained a less than done to the Cessna was a small wrinkle These planes are built ofthe finest materi­ sterling reputation due to the perception put near the top of the rudder when a tree als throughout, and in no case is any that its size and somewhat limited visibil­ branch caught it as the airplane was swung sacrifice ofquality made for price. Instead ity over the nose combine to make it "a around at the top of the illll, and a pair of they are built with the main thought in beast," but if you take the time to speak damaged right wing and elevator tips. The mind to give the finest in personal with experienced owners, they'll tell you cowl and engine were junk as well , fin­ aircraft·" that it really is a pleasant airplane to pilot, ished off by the violent departure of the Cessna's big business airplane proved to particularly if it is a well maintained, Hamilton-Standard 2D-20 prop. (I wonder be useful for all sorts offlying, from float straight airframe. Gaining and maintaining where it wound up ... ) operations (the U.S. Air Force, Army and pilot proficiency in the type also seems to After purchasing the 190 from Edson, National Guard ordered a total of 63 LC­ be a big factor, and they'll be the first to Norm replaced the damaged parts, sal­ 126 for light aircraft support, search and recommend you find an experienced vaging a military L-126, which had a 300 rescue and instrument training work) to 190/ 195 instructor to guide you through hp Jacobs installed. That same Jacobs, a skis and plain old wheels. One of the useful the process. That's precisely what Ron nearly new zero-time overhauled unit, innovations for the 190/ 195 landing gear did, in addition to the time he's spent get­ would faithfully serve Norm and his fam­ was the crosswind gear, which allowed a ting to know his airplane inside and out. ily for many years and over 750 hours. pilot to land the airplane wings level in a For Ron Karwacky, the use of some Ron put over 1,000 hours of ills own time cross wind with the nose of the airplane major elbow grease and his loving care 0 on it before a couple of rings broke in the yawed as much as 15 . Needless to say, a of his Cessna 195 give him the privi­ No.4 cylinder. Nothing major, but the de­ 190/ 145 so equipped gets a few quizzical lege of enjoying, every weekend, one cision was made, and a new engine from looks while landing or taxiing sideways of aviation's most luxurious airplanes Jacobs was put in. down the centerline! ever buil t. ~ VINTAGE AIRPLANE 17 .. ~:~- ~~~~"

, ' - - . .

or years I have read with envy the articles of pi­ F lots who fly their light planes around the world. Like most who love flying, I really enj oy heading out to some dis­ tant place, especially one where I've been before. I have been known occasionally to stick my neck out a bit, but crossing those big ponds, well I must admit, that's when I draw the line. But then there are other

By Cully Culwell ways to skin a cat and that's what this story is all about. 18 JULY 1999 (Photos 1, 2 & 3) As you can see, it's quite simple to pack the Cub away. The wings and struts hang in carpet slings. The tail wheel is removed and the spring is bolted to an angle bracket which is secured to the floor. The motor mount is bolted to a frame which is lag bolted down. We attached our engine come-along to the u-bolt welded to the top of the door opening.

In 1987 a good buddy of mine talked me into rebuilding our old family Super Cub that had been sitting for years in the back of the hangar. We were both easing into retirement all have their special attributes. Taking into consideration and the idea of flying Cubs to Alaska sounded like just the performance requirements as well as other special the thing we needed to do. The following summer my needs, we felt we had the perfect aircraft for the task at wife Marilyn and I had a wonderful time exploring hand. Fortunately, when we rebuilt the Cub, we made the Western Canada and Alaska. Unfortunately my friend decision to trick it out utilizing certified modifications was not able to join us. which were available from Cub Crafters of Yakima, When we returned from that trip we rolled the little Washington and Atlee Dodge of Anchorage. Some of the plane, now christened "Yellow Bird," to its spot in our modifications we made included installing a 160 hp Ly­ hangar. At that point we had no further plans that in­ coming, beefing up the fuselage and main spar, an IFR volved the Cub, that is until we went to see the movie panel (which included a 150 watt single sideband), ex­ "Out of Africa." Walking back to the car I announced tended baggage compartment, heavy duty gear with small that we were going to ship the Cub to Nairobi. Marilyn tundra tires and nice comfortable seats. We also installed said "you're crazy," which is probably not very far over-sized fuel tanks giving us nine hours of duration, from the truth. After a great deal of research, lots of without which we could not have made the trip. correspondence and third world red tape we were able Another thing about the Cub, is that after removing the to make the necessary arrangements to ship the plane engine and tail feathers, it fits snugly into a 20 foot sea into Kenya. going shipping container, plus it's easy to take apart and There are lots of great little planes out there and they put back together. In Texas, a used 20 foot container

AttWpoW ~ Iuul M further pUuu tW ifwoWed ~ CubJ tWif UKtii ~ ~ t() fee" ~ H«)~ "Oue 1 Afr~· " w~ back to th.e- car I tUUWwu;ed tW ~ were-!}()iItj to flrif'th.e- Cub to Na.ir()bi-. MarilyfV fa.id '/()u/ye- CYM:fJ" ~ifpr()babty Mt veryfarfr()ffl/ th.e- tr~.

VINTAGE AIRPLANE 19 costs somewhere between $1,500 and $2,000. Shipping agents will quote the cost of trans­ porting a container to any spot in the world. They can also provide a container on a per diem basis. When an aircraft is flown in to another country it's normally just standard every day procedure. When one is shipped in, that's an­ other story, as a totally different group of bureaucrats and rules must be dealt with. The shipping agent on the other end takes care of most of the details. The majority of the coun­ tries require payment of a temporary import fee which is calculated on the value you put on your plane. This is supposed to be re­ funded if the plane is shipped or flown out of the country within a year. Once you're there Most of the EAA members at the 1992 Siljansnas Fly-In in Sweden are pictured here, you can fly to neighboring countries, clearing along with Marilyn and I in the front row. There were also a few other members in and out just like anybody else. Some places from other Scandinavian countries. It was a most hospitable event! require local liability insurance. As to hull coverage on the plane, that can be a problem. After getting a quote I decided to take the risk myself. foreseen problems. We were fortunate that everything In September of 1988 we met Yellow Bird in Nairobi. went pretty well according to plan and the Cub performed After putting the plane back in one piece we spent seven flawlessly. In places like Africa where the road systems wonderful weeks touring Kenya and Tanzania with side are not so great, virtually every lodge or game camp has a trips to Rwanda and Eastern Zaire. Like all trips of that strip right next to their facility, from my point of view a duration you have to expect some weather days and un­ pilot's paradise. The trip to Africa was such a success that we decided to ship the Cub on to Australia and meet it there the fol­ lowing year. When a plane is shipped in this manner a contact on the other end must receive it and make arrange­ ments to store it at suitable airport. This is when I discovered that the EAA was much more than a bunch of enthusiastic pilots here in North America. When I have contacted the EAA chapter presidents in other countries, not only did I make new friends, I also had a very reliable individual representing me. We have found that pilots the world over, for the most part, are wonderful individuals and especially those who belong to the EAA. Now fully retired, Marilyn and I decided to meet the Cub once a year some place in the world where it was practical and safe to fly a private plane. What followed were trips to New Zealand, South Africa (where we vis­ ited five adjoining countries), then Chile and Argentina. In 1992 we gave our faithful but somewhat rusty con­ tainer to the flying club in Valparaiso, Chile and headed up the Pacific coast, through Central America and on to our home base in Dallas. The plane had been gone from the states for over five years. The next few years we stayed busy with other projects. We did take time off to fly the Cub into the wilderness area ofIdaho for some camping and down the Baja penin­ sula of Mexico. This past year we got the bug again to see a little more of the world. We contacted Bent Es-

Anders Ljungberg (EAA 2836 - he joined in 1956) was the man who founded the EAA movement in Sweden. I had the pleasure of allow­ ing him to fly our Cub around the area for an hour. Anders, an long­ time friend of EAA Founder Paul Poberezny, was a very nice man who was quite helpful during our stay. Retired from the Swedish Civil Aviation Administration, his name may ring a bell for many low num­ ber EAAers - he was the fellow who flew the Pober Sport around the USA visiting each EAA Chapter during a 30 day goodwill tour that logged 121-1/2 flight hours. 20 JULY 1999 There have been times I could have used a pacifier during my flying, too!

bensen, who at that time was head of for visitors like us is that Scan­ the Danish Chapter of the EAA, to dinavians communicate among ask for advice on sending the plane in themselves in English. Air to Scandinavia. The outcome was control is also in English. that we shipped the plane to Bent Most every pilot had been to who lives in Esjberg, Denmark, then Oshkosh or said they planned met it there this past July and spent to go in the near future. The 150 watt Single Side Band HF radio under the six weeks touring Denmark, Norway, Yellow Bird now sits in a panel was necessary in Africa and the Australian Outback. In South America we were often assigned Sweden, Finland and Lapland. I've hangar at the Esjberg Air Port HF frequencies when on instrument flight plans. We never seen so many enthusiastic with my good buddy Bent also carry an handheld transceiver and GPS. EAAers. Everyone went out of his looking after it for me. Down way to see that we had a good time the way in another hangar is and saw as much of their country as his Aeronca 7C which looks possible. like it was just delivered from We attended a fly-in held at Sil­ the factory . We plan to be jansnas, Sweden which was put on by back over there in June with local pilots and EAA Chapter 222 out Russia, Estonia, Latvia, of Copenhagen. The weather was Lithuania and Poland on our great and well over 100 planes were itinerary. No doubt we' ll have in attendance. The EAA is definitely the chance to meet more nice alive and well in that part of the EAA members. Ifnot, at least world. One thing that makes it nice we can spread the word! ......

The flight line of the Siljansnas Fly-In, with the Yellow Bird in the center. Recreational aviation is alive and well in Scandinavia!

Kyosti Salo crossed the Baltic sea from Finland in his homebuilt to attend the fly-in. He and other EM members provided the entertainment. VINTAGE AIRPLANE 21 The July Mystery Plane has that l'lJtly Mystery Plane vague "1 think it's a ... " feeling about it. See if you can't make that feeling go away by looking it up and then dropping us a note here at EAA. Send your answers to: EAA, Vintage Airplane, PO Box 3086,54903­ 3086. You answers need to be in no later than August 25, 1999 so they can be included in the October issue.

famous for speed boat racing in the D etroit area in the late '20s and '30s. This plane was the one dis­ played in the April issue. "Mr. Wood traded it in on a large Grumman amphibian, the dealer be­ ing located at the Detroit City Airport in 1936. "A friend ofmine, Thomas O'­ Malley in Warren, OH learned that the Grumman dealer had this by H.G. Frautschy Fokker. Wejlew over to Detroit to examine this amphibian. It had been very' well maintained. Cyclone engine and longer wings. It "A short time later Mr. 0 'Malley That amphibian from Bob Hol­ was then sold to one ofthe Vander­ purchased the plane and the docu­ lenbaugh's past published in our bilts. The third Fokker amphibian ments disclosed that it had been April issue sure didn't stump many had a conventional retractable land­ owned by Mr. Wood. Upon arrival ofyou! ing gear and wingjloats, and was in Warren, I conducted a very One of my favorite aspects of this powered by a Pratt & Whitney Hor­ through inspection andfound that it column is getting letters from regu­ net B engine, changing the had been very well caredfor. lar contributors as well as people d esignation to a F-11 AHB. This "I continued to maintain the who have some personal connection model was sold to Mr. Gar Wood, planefor a period oftime. with the airplane in question. In this case, we have two, Bob, who took our original photo, and our first let­ ter writer, Roy Williams of McAllen, TX. "The April Mystery Plane is one in the series ofF-IIs built by th e Fokker Aircraft Corp. in America. The F-11 prototype had sponsons on each side ofthe hull at the water line and a retractable landing gear. These sponsons did not provide the water stability that was expected. This F-11 was converted to aflying boat. The F-11 A model was equipped with conventional out­ board wingjloats, a 525 hp Wright

22 JULY 1999 Here's another view of the April Mystery Plane, Fokker F11AHB, NC 127M. The F-11 identified the 11th model in the American Fokker series, the A meant that it was an amphibian ( rather than showing sequence of development, A, B, etc.), and the HB meant that it was powered by a 575 hp Pratt & Whitney Hornet B engine. The photo was taken at the same time and place as Bob Hollenbaugh's photo, but from a different angle. Note the PARKS name on the hangar. Could either of the individuals at the extreme right and left of the photo be Bob? Both seem to be winding film in cameras . . . Pete Bowers.

"The whereabouts ofthis plane today is unknown to me. " Thanks to Rich Allen, Lewiston, 10, we have this Roy Williams listing of the F-11A amphibians built: McAllen, TX (In 901 NC7887 And from Kaz Grevera, Sunny­ Fokker demonstrator, flown with P&W Wasp 400, and Wright Cyclone 500 vale, CA, quoting the words hp engines, tested in both tractor and pusher configurations, and as a written in "Fokker- The Man And twin "push-pull" pair. Sold to Harold G. Vanderbilt of New York. 1929­ The Aircraft" written by Henri 1937. Used as a flying yacht. Sold and last used for passenger-hopping at Hegener and published in 1961: Revere Beach, MA. Destroyed in 1938 hurricane.

"When Fokker displayed his lat­ (In 902 NC148H est models at the Chicago Demonstrator. Dismantled. Exhibition in 1925 the Fl1A Am­ phibian was one of the most (In 903 NC1S1 H advanced design exhibited in the Not completed. Lie. Canceled 3/12/30. civil field. In those early days most ofthe wings came complete from (In 905 NC843W Holland, because plywood ofthe Sold to Gar Wood, Detroit MI. 1929-1936. Later sold to others. Lie. can­ necessary quality was not avail­ celed on expiration 10/1/39. able in America. It took the American plywood manufacturers (In 905 NC843W many months before they could Demonstrator. Tested by u.s. Army Air Corps, 1931, and by Western Air equal the quality ofthe veneered Express in CA. Dismantled, scrapped at factory. Lithuanian birch which Fokker had used in Holland. The Amphib­ (In 906 NC339N ian with a 525 hp Pratt & Whitney Sold to Air Ferries, Ltd., San Francisco, CA. 1930-32. Gorst Air Transport, pusher airscrew Hornet engine on Seattle, WA 1932-33. Exported to Canada and registered as CF-AUV. top ofthe wing and a cabin for Destroyed in accident 7/13/35.

VINTAGE AIRPLANE 23 From 1930 Jane's All The World's Aircraft

Span: .59 ft. Length: .45 ft. Wing Area: .500 sq. ft. Empty Weight: .4,100Ibs Gross Weight: .63501bs High Speed: . .112mph Cruise Speed: .95 mph

c------5O'-71" ------j Initial Climb: .700 fpm Range: . .425 miles

A number of other tidbits started his first year at the school, came in notes from other following his graduation from high members, including a men­ school in the spring of 1939. It spent tion by Frank Goebel ofJoliet, the entire winter of '39-'40 in the IL that the airplane was de­ hangar being worked on, and didn't signed by Alfred A Gassner, flyaway until later in the year of who later designed the 1940, its destination unknown. (In Fairchild Baby Clipper am­ the photo from Pete Bowers you can phibian. (See Volume 3, ATC see it is a warm day, with a couple 222, of Joe Juptner's U.S. of the young men in coveralls that Civil Aircraft.) Larry Knech­ have the sleeves cut off. The trees tel wrote to tell us that a are in full leaf, too.) The scuttlebutt wingless fuselage to one of around the school was that it was the five built was found in destined for Catholic missionary Canada in the '70s, and was work in the Yukon, but that was f------4Z-11"-­ - - - -J returned to Holland where it never confirmed. is now in the A viodrome Mu­ seum at Schiphol Airport, Other correct answers were re­ Amsterdam, on loan from the ceived from: FOKKER AIRCRAFf CORP. OF AMERICA Western Canada Aviation M . Bub Borman, Dallas, TX; NEW YORK Museum in Winnipeg. The Charles F. Schultz, Louisville, KY; "F-ll AMPHIBIAN" 6 PASSENGERS airplane is c!n 906, NC339N. John Beebe, White Stone, VA; ENGINE - PRATT & WIllTNEY "HORNET" OR WRIGHT "CYCLONE" According to data sent in by James T. Rogers, Lynchburg, VA; From "The Aircraft Yearbook - 1929" Marty Eisenmann, Alta William Knox, Woodstock, GA; Lorna, CA, the Fokker will Jake Dewan, Towanda, PA; Frank be in Holland for 15 years Abar, Livonia, MI; Ted Giltner, while it is being restored, and Tamaqua, PA; Ralph Nortell , will then come back to Spokane, WA. seven passengers, was the only Canada for 5 years where it monoplane amphibian developed up will be displayed in its Canadian Send your Mystery Plane corre­ to that date. Here, too, the Amster­ markings. spondence to.- Vintage Mystery dam Works lent a helping hand, for Both Pete Bowers and Rich Allen Plane, EAA, P . O. Box 3086, the all-metal hull was constructed in pointed out that the registration for Oshkosh, WI 54903-3086. Holland; further proofthat Fokker NC127M expired on October 1, Ifyou 'd prefer to send your re­ had long appreciated metal hull 1939, and they wondered if Bob sponse via e -mail, send it to: construction, but that he only ap­ might have been mistaken concern­ [email protected]. plied it where he considered it useful ing the date he mentioned (1940). I Be certain to include both your and profitable. The wing was ofnor­ checked with him regarding the tim­ name and the address in the body mal wooden construction covered ing, and he recalled the airplane was ofthe copy and put "(Month) Mys­ with veneered sheeting. " at Parks in the fall of 1939, when he tery Plane" in the subject line......

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

ODDS 'N ENDS

Dear Buck, of Houston. Dan is a wealth of info It is with great pleasure that I sit about the Culver and derivatives and down to write this letter to you. very enthusiastic fellow. He runs the My name is Walter Jazun and I am a Culver club and, indeed, ferried my air­ captain on the 727 for United Airlines plane from Ocala, FL to Houston, then Dear Buck, and very glad to report that all those Gainesvi lle where I met him and flew I was pleasantly surprised when I pretty pictures of "old" airplanes you horne with the award. He can be opened the March issue of Vintage to left hanging on the walls of the ops of­ reached at 281/351-0114 and he'll be see a photo of the prototype Aeronca fice all over the Midwest are still there. glad to talk Culver with you. Please tell Champ. This brought back many mem­ Yeah, they have painted some walls him I sent you. ories as I helped construct the airplane but the frames seem to survive the "en­ r have a box of material I'd be glad in the Aeronca Experimental Shop in thusiasm" of young managers to send you to copy so you can learn 1943 and '44. throughout the system and are sti II about the bird. The entire airplane was hand built in proudly decorating the otherwise dull Al Mooney sure knew what he was the Aeronca Experimental Shop in environment. I've been with United doing. I get my little Culver in that much the same manner as homebuilts since 1989 on different airplanes and "sweet spot" and cruise all day long are constructed today. The fuselage seats and checked out back in 1997 on (between refueling) at 120 mph, all with was built up using the plumb bob and the 3-holer. I enjoy your writing and 75 HP! piano wire technique on a layout table, hard work for the Antique division and Someday when you find yourself in cutting and fitting one tube at a time. have been following your activities Tucson, stop at the Pima Museum. They Production jigs and fixtures came later. with EAA for awhile now and can only have a pretty light blue Helton Lark The one piece, formed sheet metal thank you for it and encourage you to hanging off the rafter. wing ribs characteristic of the Model 7 keep doing it with the same energy! As you may know, Bob Short, who and II were first used on the prototype But the purpose of this letter is first worked with Al Mooney on the design, and were hydropress formed on hand to congratulate you on your recent pur­ is still around and has some material, as made Masonite form blocks. Forming chase of a Helton Lark and to give you well as Mr. Jamison who lives in De­ was done on a 50 ton Lake Erie hy­ a couple of pictures I have taken over land, FL, and is the corn roast CEO at dropress which is still in use in the the years of the bird. Sun ' n Fun. The museum at Columbus, Aeronca plant. I am the proud owner of a 1940 Cul­ OH airport is worth a visit also, in mem­ Fabrication of the windshield for the ver Cadet, SIN 141 , NC29272, which ory of Foster Lane. prototype "Champ" is an interesting won the Grand Champion Antique at Please stay in touch and maybe we'll story. Aeronca, prior to the construction Sun 'n Fun 1992. I purchased the air­ join up soon. this airplane, had no experience with plane last March and enjoy flying it a Until then, the forming of Plexiglas™. All prior lot. Enclosed, please fmd the picture of Walt Aeroncas used pyralin sheet which was my airplane and yours truly in the last Parker, CO simple flat-wrap formed. They would AAA fly-in at Gainesville, TX where attempt to hot drape form the prototype we picked up Best Classic. Also, a cou­ windshield out of the new plastic. ple of pictures of a Helton Lark I Thanksfor the note, Walt! it sure is a A sheet metal male form was fabri­ thought about buying; they were taken great little airplane and a lot offun. ­ cated to the windshield configuration in Plainesvi lle, TX where r went to look Over to You, and mounted on a 2x4 frame. The sur­ at it. Buck face was covered with felt. Plexiglas You are very accurate in saying it's a was difficult to acquire in 1944 for rare aircraft and accordingly it was hard Hey, jile this one under "There 's al­ civilian use but Purchasing was able to for me to find good help and assistance, ways ajirst time. " Bob Hollenbaugh locate two sheets. until I ran into Dan Nicholson, a "good recalls what it was like to work with a A wire was strung from front to back '01 boy" from Tomball, TX, just north newfangled type ofplastic. in our heat treat furnace and one sheet

VINTAGE AIRPLANE 25 of Plexiglas was hung on it using fablic spring clamps. The furnace was closed and the temperature run up to the form­ ing temperature for Plexiglas. Several of us experimental mechanics were standing by with gloves on our hands ready to hand form the Plexiglas over the form. The furnace door was opened and much to our surprise, there was our sheet of Plexiglas on the floor of the furnace, like a wet dish rag. The heat had caused it to slip out of the spring clamps holding it to the wire. For a few seconds we all were frozen in dumbfound shock but one of the mechanics standing by had presence of mind to jump into the furnace, pick up the hot sheet of Plexiglas and slap it on the form. The rest of us immediately went to work pressing it to the form and smoothing it out. Beli eve it or not, that became the windshield for the prototype 7 AC and we still had one sheet of Plexiglas left over. This was quite a learning experience for all of us! The fabrication of the nose bowl for the prototype Champ was another in­ teresting experience. A large block of white pine was glued together. We had a very talented woodworking per­ son, "Doc" Santoro. You can tell by Here's Capt. Jazun and his 1940 Culver Cadet. The his name that he was Italian. I'll never other two shots are of another Helton Lark, one forget his attack on the block of wood Walter considered purchasing before deciding upon with a vengeance. Broad chisel and the Culver. mallet in hand as he sang Italian opera, a nose bowl form block took shape. days. I share your opinion regarding into that little cockpit. His problem By the end of the day he was knee computers. I'm still a hold out. was that his feet got pretty hot. deep in shavings and two days later we Best regards, Those guys really enjoyed their avi­ had a completed form block for form­ Bob Hollenbaugh ation. Benny Howard had a great heal ing the prototype nose bowl on our Middletown, OH of fun and humor with his airplanes hydropress. Only a few nose bowls and seemed always in good spirits. were formed on this wood block prior And he kept his good humor even after The Champ has been a winner for to production draw dies. he and Mike nearly bought the farm in over 50 years now, and shows little Examining the photo of the proto­ the Mr. Mulligan "hard landing" as he signs ofletting up. Thanks for the type closely one can see a slight would put it. They were both crippled reminiscing! projection at the lower longeron at the up but pretty much took it in stride. edge of the shadow made by the wing. Take care, (See photo .) This is a shot hopper A. Scott Crossfield which was installed in the baggage area Buck, Herndon, VA to facilitate loading the aircraft for vari­ I enjoyed your May article. Those ous CG conditions during spin were some beautiful old aircraft. I Thanks, Scott. evaluations. The test pilot could jetti­ couldn't help but notice the caption on By the way, I also got a note from son the shot if a spin became the Howard Pete. It was a small air­ Bill Turn er, who RESTORED Pete. unmanageable. plane. Benny was not all that small. That's right, it is th e original, not a When the Champ prototype first Some trivia: He claimed he could replica (My fault - HGF). Bill did a flew in the spring of 1944, we knew we touch the prop hub and the wing tip magnificent job ofbringing back one had a winner. It was an exciting time with outstretched anns. He also had to ofthe Golden Age 's most photogenic for all of us. take his shoes off to fly so he had room racers, a plane that was so good that Thanks, Buck, for tolerating the for his feet on the rudder pedals along­ even after a number ofmodifications, ramblings of an old Aeronca retiree side the Menasco engine and he had it was still active after 50 years! with many fond memories of those darned little room to spare shoehorned f( 3t(d 4' 26 JULY 1999 Fred Morgan ...... Nanango, Australia Leonard R. Duncil ...... Titusville, FL Daniel T. Sire ...... Greensboro, NC Lloyd Shepherd ...... Tom Robson ...... Jacksonville, FL Terry P Bryn ...... Dazey, ND ...... Mulgoa NSW, Australia Tommy E. Tomaszewski ...... Richard Aaron ...... Sussex, NJ Robert Carlson ...... Sebastian, FL Charles E. Pittman .... Little Silver, NJ ...... Fort McMurray, AB, Canada Howard L. Wellins .. Coral Gables, FL George T. Meenach ... Los Lunas, NM Douglas D. Kruger...... Brian J. Holte ...... Newnan, GA Richard P. Woodsum ...... Edmonton, AB, Canada Tracy M. Martin ...... Comelia, GA ...... Truth or Consequences, NM Dr. Pat McIver ...... John E. Beck ...... Newton, IA Michael D. Scott ...... Smithtown, NY ...... Camrose, AB, Canada Richard Beinhauer ...... Naperville, IL Richmond A. Gooden ...... Ada, OH Dennis W. N evett ...... Gerald Buttitta ...... Chicago, IL Scott A. Harbaugh .... Bellevalley, OH ...... Abbotsford, BC, Canada Geoffrey M Lagioia ...... Lisette Roy ...... Burton, OH Chris Bryant .Mountain, ON, Canada ...... Morton Grove, IL Billy G. Zumsteg ...... Toledo, OH Jori Aaltonen ...... Lempaala , Finland George Nathaus ...... Chicago, IL Keith Wright ...... Oklahoma City, OK Gilbert Stimpflin ...... Glenn Lightner...... Wabash, IN Joseph H. Clarke ...... Dallas, OR ...... Battenheim, France Carl L. Schoolcraft ...... Fishers, IN Tom Kingsley ...... Portland, OR Dennis Jankelow ...... Tim R. Jones ...... Leawood, KS Alan C. Lail...... Hillsboro, OR .... Sandton, Republic of South Africa Ronald Shank ...... Greensburg, KS John Erickson ...... State College, PA James Gebhard ...... Robert Wallace ...... Carver , MA Dwight J. Allenson...... Bristol, RI ...... Singapore, Singapore Robert Hampton ..... Grand Blanc, MI Jeff DeGange ...... Aiken, SC Andy Anderson ...... Yellville, AR Richard D. Hensley ...... Livonia, MI Bruce D. Berry ...... San Angelo, TX Charles Niederhaus ...... Tucson, AZ Arman L. Kearfott ...... Onaway, MI Thurmond R. Boyd ...... Byron G. Cannon ...Apple Valley, CA Michael D. Laverty ...... Harrison, MI ...... Lake Jackson, TX Joseph J. Devlin, Jr...... Thomas Lind ...... Midland, MI James S. Dixson II ...... Garden Grove, CA Donald E. Moore ...... Brighton, MI ...... Corpus Christi, TX Alan Fischer ...... Los Angeles, CA Joseph R. Myers ..... Roscommon, MI Thomas H. Emerson .. Carrollton, TX Dan Hall ...... Stanton, CA Donald M. Stewart ...... Vulcan, MI Bill H. KIng ...... Garland, TX Wayne J. Jones ...... Moorpark, CA Randy J. Hodson .... Minneapolis, MN James P. Ledet ...... Houston, TX Larry R. Ledgerwood ..... Visalia, CA Joel Mckinzie ...... Lake Crystal, MN Michael Polmanteer ...... Houston , TX Dr. Robert Rothgeb ...... Michael A. Midtgaard ...... Johnny Rawls ...... Iowa Park, TX ...... Loma Linda, CA ...... Plymouth, MN ClifWalker ...... Spicewood, TX Tom Valenzia ...... Escondido, CA Clifford Nordine ...... Roosevelt, MN David Milton Grove ...... Larry D. Wilsey ...... Yorba Linda, CA Michael D. Radencich ...... Holt , MO ...... Alexandria,VA Ron L. Wollmer...... Santa Rosa, CA M Clarkson Wells, Jr...... Michael A. Dean ...... Genoa City, WI Steve Tidier ...... Parker, CO ...... Manchester, MO James A. Hammonds .... Madison, WI Maureen S. Davis ...... Fairfield, CT Wade V Schnabel...... Alzeada, MT Grant P. Van Den Heuvel ...... Axel Ian Ostling ...... Guilford, CT Clay D. Shock ...... Raleigh, NC ...... Pewaukee, WI

VINTAGE AIRPLANE 27 SEPTEMBER 5 - MONDOVI, WI - 14th Anllual Fly­ III, Lag Cabin Ai/port. Info: 715/287-4205. SEPTEMBER 5 - NAPPANEE, IN - EAA Chapter 938 Sunday for a Sundae fee Cream Social. 12 10 3 p.m. SEPTEMBER IO-12 -ATWATER, CALIFORNIA - Golden West EAA Fly-In at Castle Airport. Con­ tact: www.lJlljly-in.org. ------­ SEPTEMBER 11- OSCEOLA , WI - 19th Annual Wheels & Wings Fly-In. Antique car show, book sale, pancake breal.fast. Info: 800/947-0581. SEPTEMBER 1I-12-MARlON, OHIO-MERFI Mid-Eastern Regional Fly-In. Contact: Lou Linde­ man, 937/849-9455. SEPTEMBER 11-12 - EASTON, PA - EAA Chapter 70 FAA Safety Seminar. Annual Fall Fly-In. Fly Market, plaques jor 01/ aircraft. Info: 610/588-0620. SEPTEMBER 12 - MT. MORRlS, IL - Ogle County Fly-In Calendar Airport (C55). Ogle Co/lIlty Pilots Association alld EAA Chapter 682 Fly-In Breal-fast, 7a.m. - Noon. Injo: Bill Sweet 8151734-4320 or the airport phone. 815/734-6136. The following list ofcoming events is furnished to our readers as a matter ofinformation only SEPTEMBER 17-18 - BARTLESVILLE, OK ­ and does not constitute approval, sponsorship, involvement, control or direction ofany event Frank Phillips Field. 42nd Annual Tulsa Regional (fly-in, seminars, fly market, etc.) listed. Please send the information to EAA, Au: Golda Cox, Fly-In, sponsored by EAA Chapter 10, VAA Chapter P.O. Box 3086, Oshkosh, WI 54903-3086. Information should be receivedfour months prior to 10, lAC Chapter 10, AM Chapter 2, and the Green County Ultralight Flyers. All types ofaircraft and the event date. airplane enthusiasts are encouraged to attend. Ad­ mission is by donation. Info: Charles W. Harris, 918/622-8400. JULY 16-18 - COTTAGE GROVE, OR - Oregon An­ AUGUST J5 - BROOKFIELD, WJ - CapilOl Airport. SEPTEMBER 17-19 - JACKSONVILLE, IL ­ tique & Classic Aircraft Club Bi-Annual Fly-In. 16th Annual Vintage Aircraji display and Ice Cream (IJX) 15th Annual Byron Smith Memorial Midwest Contact: 5411746-3246. Social. Noon - 5 p.m. Midwest Antique Airplane Stinson Reul/ion. Info: Suzelle Selig, 630/904-6964 JULY 16-18 WEST YELLOWSTONE, MT - 13th an­ Club monthly meeting, and model aircraft will also SEPTEMBER 18 - COOPERSTOWN, NY - (NY54) mull Northwest Mountain Region Family Fly- In , be on di,play. You can purchase a ride on EAA 's EAA Chapter 1070 Pancake breakfast and old Aero­ Safety Conference and Trade Show at the Holiday Ford Tri-Motor, too! Funfor the entire family. Info: plane Fly-ln. 7am-noon. Info: 607/547-2526 Inn Conference Center. Sponsored by local EAA Capitol Airport, 414/ 781-8132 or George Meade,Fly-in Chairman, 414/962-2428. SEPTEMBER 18-19 - ROCK FALLS, IL -North Chapters and the FAA Flight Standard~ District Of Central EAA Old Fashioned F~v-In. Forums, work­ fice. Kit plane exhibilOrs and seminars. Contact: Jim AUGUST 21- COOPERSTOWN, NY - (NY54) EAA shops,j1y-market. Camping and Air Rally. Info: Cooney. FAA FSDO, 1-800/457-9917. www.faa. Chapter 1070 Pancake breakfast and old Aeroplane 630/543-6743 or check our websiste at http://mem­ govlfsdolhln. Fly-Itl. 7a.lI1. - noon. Info: 607/547-2526. bers.aol. com/nceaa JULY 17 -STURGIS, SD - EAA Chapter 39 Fly-In. AUGUST 21-SPEARFISH, SD - EAA Chapter 806 SEPTEMBER 25 - HANOVER, IN - Wood, Fabric Pancake Breakfast and Young Eagle rides. Info: Annual Fly- In . Camping on field. Cream Can Din­ and Tailwh eels Fly-In. Contact Rich Davidson 605/347-3356. ner. Awards. Poker run on Saturday. SD Aviation 812/866-5654. JULY 17 - COOPERSTOWN, NY - (NY54) EAA Hall of Fame Induction Sat. Email: [email protected] SEPTEMBER 25-26 - ZANESVILLE, OH -John's Chapter 1070 Pancake breakfast and old Aeroplane Landing. 8th al/I/ual Vintage Aircraft Chapter 22 of Fly-In. 7a.m. - noon. Info: 607/547-2526. SEPTEMBER 3-5 - PROSSER, WA - EAA Chapter Ohio Fall Fly- II/. Hog roast Sat., Breakfast and JULY 23-25 - WAUSAU, WI - '40s Wing Ding. Events 391 16th Annual Labor Day Weekend Fly-Ill. Info: lun ch both days. Info: Virginia, 740/453-6889 or Sat., Camp starting Friday and stay 'til Sunday. 509/786-1034. call the airport at 740/455-9900. Showers available. Breakfast at 7a.m., Swing-Big SEPTEMBER 3-6 - WELLSVILLE, PA - Footlight OCTOBER 1-3 - HA YWARD, CA - West Coast Travel band Dance 6-11 p.m.. DC-3 rides, Air Ra/~y, after­ Ranch. 10th annual Labor Day F~y-In. Info: John Air Reunion. Hosted by Antique aircraft collector noon and evening concessions. Fly-out to Shreve, 717/432-4441 or Email ShreveprtN@ aol. Budfield. Private Museum tour, San Francisco Bay Tomahawk, WI on Sun. Info: John Chmiel 715/848­ com Area TOllr, Memorabilia auction, good food and 6000. SEPTEMBER 4 - HAYWARD, CA - EAA Vintage more. Contact Jeny Impellezzeri 408/356-3407 or JULY25 -ZANESVILLE, OH -Parr Ailport. EAA Aircraft Assn. Chapter 29 Air Fair/Air Show. Info: Bud Field 925/455-2300. Chapter 425 Airport. Fly-in, drive-in breakfast 8 925/455-2300. OCTOBER 9 - HAMPTON, NH - 9th Annual EAA a.m. - 2p.m. Info: Darrell Todd, 740/450-8633. SEPTEMBER 4 - MARION, IN - 9th Annual Fly­ Vintage Aircrafi Assn. Chaper 15 Pumpkin Patch JULY 26 - BURLINGTON, WI - 7th Annual Group In/Cruise-In Pancake Breakfast. Aircraft, vintage Pancake Breakfast Fly-III/RajJle Drawing. Rain date Ercoupe Fly-Into Oshkosh. Wheels up 1:00 p.m. cars and motorcycles. ray/johllson@busprodcom 10th. II/fa: 603/539-7/68. Contact Syd Cohen 7/5/842-78 14. Eve/yone wel­ SEPTEMBER 4 -STEAMBOAT SPRlNGS, CO ­ OCTOBER 7-10 - MESA, AZ- Copperstate EAA come to join. EAA Chapter 649 Vintage F~y-In. Regional Fly-II/ at Williams Gateway Ai/port. COl/­ tact: Bob Hassol/, 302/770/6420. JULY 28-AUGUST 3 - OSHKOSH, WI- 47th Allllllal SEPTEMBER 4 - MARION, IN - Marion Municipal EAA AirVellture Oshkosh '99. Wittmall Regiollal Ailport. 9th Annual Fly/ln-Cruise/ln all you can eat OCTOBER 8-10 - EVERGREEN, AL - 9th Annual Airport. COlltact Johll Burtoll, EAA, P.O.Box Pancake Breakfast. Features Antique, Classic & South East Regional EAA F~y-In (SERFI). Airshow, 3086, WI 54903-3086 or see Ihe web sile al: Custom Cars as well as all Airplanes. Info : Ray L. car show. UULightplane operations area. Fly-Mar­ IVww.airvelltllre.org Johnsoll (765) 664-2588 or ket, workshops, FAA Wings Program. Sat. evening AUGUST 7 - LAKE ELMO, MN - EAA Chapter 54 rayjohnson@busprodcom awards banquet with guest speaker. Camping on field Info: 334/578-1701. Aviation Day Fly-In/Breakfast Fundraiser. Info: SEPTEMBER 5 - ZANESVILLE, OH - Riverside 651/430-1200. Airport. EAA Chapter 425 Airport. Fly-in, drive-in OCTOBER 9-10 - FRANKLIN, VA - Franklin Air­ AUGUST 8- QUEEN CITY, MO - 12th annual Flv-In breakfast 8 a.m. - 2 p.m. Info: Darrell Todd, port. 29th Annual EAA Chapter 339 fly-in. For more at Applegate, Airport. lnfo: 660/766-2644. 740/450-8633. information, contact Walt Ohlrich at 757/486-5192.

28 JULY 1999 -VAA News Continuedfrompage 3­ storm, he was vice-president and general the DC-2 and then later the DC-3 , be­ manager when Piper made the switch came the world's most popular airplane from high-wing, tube and fabric airplanes ure in the acceptance trials of the Brodie for over 20 years. Art modestly laid the device, the cable and trolley system hung to the low-wing all metals designs that airplanes success at the feet of his engi­ were the beginning of the modem age of from the side of an ship that would allow neering team at Douglas which included airplane production for Piper. Tony passed the launching and recovery ofa lightplane. Fred Herman, Lee Atwood, Dailey Os­ away in Florida this past May. After the war, Tony was active in the wald and Jack Northrop. day to day operations of the Piper com­ His work certainly didn't stop there, ARTHUR RAYMOND pany, and after weathering the post-war and the engineer with the degrees from Just two days before his lOath birth­ Harvard and MIT went on to be an inte­ day, Art Raymond passed away March 25, gral part of the engineering team for the 1999. His handiwork is remembered by DC-4, -6, -7 and Douglas' first jet trans­ generations of people - the DC-3 . Art port, the DC-S. Each time you hear the VINTAGE Raymond started at Douglas as a metal sound of a DC-3, think of Art Raymond, cutter, but his talent and education quickly and the design he orchestrated that al­ earned him the attention of Donald Dou­ lowed airlines to really make money and TRADER glas, and he soon was working in the provide passenger comfort all at the engineering offices. His design work on same time......

Something to buy, sell or trade?

An inexpensive ad in the Vintage Trader may bejust the answer to obtaining that elusive part..50¢ per word, $8.00 minimum charge. Send your ad and payment to: Villtage Trader, EAA Aviatioll Center, P.O. Box 3086, Oshkosh, WI 54903-3086, or fax your ad and your credit card number to 920/426­ 4828. Ads must be received by the 20th ofthe month for insertion in the issue the second month following (e.g., October 20th/or the December issue.) • Backlight stays on you turn it MISCELLANEOUS PAYS FOR ITSELF AS YOU USE IT • Pick up ATIS and get clearance BABBITT BEARING SERVICE - rod bearings, before the Hobbs starts running! main bearings, camshaft bearings, master rods, valves. Call us Toll Free 1/800/233-6934, e-mail NEW! BUILT-IN SIDE TONE [email protected] Web site http://www. • Includes headset interface &PTT jack ramengine.com VINTAGE ENGINE MACHINE LOUD, CRISP AUDIO WORKS, N. 604 FREYA ST., SPOKANE, WA 99202. • A22 audio cuts through high cabin noise SIMPLE TO OPERATE FREE CATALOG: Aviation books and videos. • ICOM's single knob tuning - instant How to, building and restoration tips, historic, fly­ frequency selection even in turbulent conditions ing and entertainment titles. Call for a free cata­ • 50 user-programmable memory channels log. EM, 1-800-843-3612. • Instant access to 121.5 MHz Newsletters for Arcticllnterstate (6 Back RUGGED ERGONOMIC DESIGN issuesl$9.00), Beaver/Otter (3/$5.00), Norseman • One-piece die-cast aluminum chassis (16/$21.00). $16.50/4 issues. Free sample: write, with asuper-tough polycarbonate casing call, fax. ALL credit cards accepted. Dave Neumeister, Publisher, 5630 South Washington, ALL AT AVERY REASONABLE PRICE! Lansing, MI 48911 -4999. 800/594-4634, 517/882­ 8433. Fax: 800/596-8341 , 517/882-8341.

Need original wood prop hub to fit Kinner K-5. Who can help? 917/560-4132, e-mail [email protected]

Wanted: Douglas Airview Magazine, January 1946, vol. XIII. Szameitat, C-Reimers-Ring 82a, 22175 Hamburg, Germany. Fax: ++49 40 640 69 83. VINTAGE Membershi~ Services Directon'_ AIRCRAFT Enjoy the many benefits ofBAA and the ASSOCIATION BAA Vintage Aircraft Association ~ EAA Aviation Center, PO Box 3086, OshkoshWI 54903-3086 OFFICERS Phone (920) 426-4800 Fax (920) 426-4873 President Vice-President Web Site: http://,etUl,organd http://www,airventllre,org E-Mail: [email protected] Esple 'Butch' Joyce George Daubner P.O. Box 35584 2448 Lough Lone Greensboro. NC 27425 Hartford. WI 53027 Flight Advisors information ..... 920-426-6522 910/393-0344 414/673-5885 EAA and Division Membership Services e-mail: [email protected] e-mail: [email protected] 800-843-3612 """," , ', ' FAX 920-426-6761 Fli ght Instructor information ... 920-426-6801 (8:00 AM -7:00 PM Monday-Friday CST) Flyi ng Start Program , "'" "",920-426-6847 Secretary Treasurer Chartes Harris Steve Nessa W. • New/renew memberships: EAA, Divisions Li brary Services/Research ...... 920-426-4848 2009 Highland Ave. 72 15 East 46th SI. Tulsa. OK 74145 (Vintage Ai rcraft Association, lAC, Warbirdsl. Medical Questions ...... 920-426-4821 Albert Lea. MN 5(JJ)7 918/622-8400 507/373-1674 National Association of Flight Instructors Technical Counselors ...... 920-426-4821 [email protected] (NAFI) Young Eagles ...... 920-426-4831 DIRECTORS • Address changes Benefits • Merchandise sales Aircraft Financing (Green Tree) ... 800-851-1367 Robert C. 'Bob' Brauer SteveKrog • Gift memberships AUA ...... 800-727 -3823 9345 S. Hoyne 1002 Heather Ln. Chicago. IL 60620 Hartford. WI 53027 AVE MCO ...... 800-638-8440 773/779-2 105 414/966-7627 Programs and Activities 1HOOi1: [email protected] a-moil: [email protected] Term Life and Accidental ...... 800-241-6103 EAAAirVenture Fax-an-Demand Directory Death Insurance (Harvey Watt & Company) John Berendt 7645 Echo Point Rd. Robert Ucktelg ...... 732-885-6711 Connon falls. MN 55009 1708 Boy Oaks Dr. Auto Fuel STCs ...... 920-426-4843 Editorial 507/263-24 14 Albert Leo. MN 5(JJ)7 Submitting article/photo; advertising information 507/373-2922 Build/restore information ...... 920-426-4821 John S. Copeland 920-426-4825 , , , , , , , , , , , , , FAX 920-426-4828 1A Deacon Street Robert D. ' Bob' Lumley Chapters: locating/organizing .. 920-426-4876 1265 South 124th SI. Education...... 920-426-6815 EAA Aviation Foundation North~n8~_4~';;01532 Brookfield. WI 53005 1HOOi1: 414/782-2633 • EAA Ai r Academy Artifact Donations ...... 920-426-4877 copeland [email protected] e-mail: [email protected] • EAA Scholarships Finan cial Support ...... , ...... 800-236-1025 Phli Caulsan • EAA Young Eagles Camps 28415 Springbrook Dr. Lawton. M149065 Gene Morris 616/624-6490 5936 Steve Court Roanoke. TX 76262 RagerGomoll 817/491-9110 321-1/2 S. Broadway #3 e-mail: [email protected] MEMBERSHIP INFORMATION Rochester. MN 55904 available for $50 per year (SPORT AVIATION mag­ 507288-2810 Dean Richardson EAA [email protected] 6701 Colony Dr. Membership in the Experi mental Aircraft Association, azine not included). (Add $10 for Foreign Madison. WI 53717 Postage,) Dale A. Gustafson 608/833-1291 Inc. is $40 for one year, including 12 issues of SPORT 7724 Shady Hili Dr. [email protected] AVIATION. Family membership is available for an addi­ Indianapolis. IN 46278 WARBIRDS 317/293-44JO tional $10 annually. Junior Membership (under 19 Geoff Robison years of age) is available at $23 annually. All major Current EM members may join the EM Warbirds of Jeannie Hili 152 1 E. MacGregor Dr. America Division and receive WARBIRDS magazine P.O. Box 328 New Hoven. IN 46774 credit cards accepted for membership. (Add $16 for HOIvard. IL 60033 219/493-4724 Foreign Postage.) for an additional $35 per year. 815/943-7205 e-mail: [email protected] EM Membership, WARBIRDS magazine and one VINTAGE AIRCRAFT ASSOCIATION year membership in the Wa rbirds Division S.H. "Wes" Schmid is available for $45 per year (SPORT AVIATION 2359 Lefeber Avenue Current EM members may join the Vintage Aircraft magazine not included). (Add $7 for Foreign Wouwatosa. W153213 Associaton and receive VINTAGE AIRPLANE maga­ 414/771-1545 Postage.) [email protected] zine for an additional $27 per year. EM Membership, VINTAGE AIRPLANE mag-azine and one year membership in the EM Vintage Air­ EAA EXPERIMENTER Current EAA members may receive EAA craft Association is available for $37 per year DIRECTORS EXPERIMENTER magazine for an additional $20 (SPORT AVIATION magazine not included). (Add per year. EMERITUS $7 for Foreign Postage.) EM Membership and EM EXPERIMENTER mag­ Gene Chase E.E. ' Buck' Hilbert $30 2159 Carffan Rd. P.O. Box 424 azine is available for per year (SPORT Oshkosh. WI 54904 Union.IL 60180 lAC AVIATION magazine not inciuded).(Add $8 for For­ 920/231-5002 815/923-4591 e-mail: [email protected] Current EM members may join the International eign Postage,) Aerobatic Club, Inc. Division and receive SPORT AEROBATICS magazine for an additional $40 FOREIGN MEMBERSHIPS ADVISORS per year. Please submit your remittance with a check or EM Membership, SPORT AEROBATICS magazine draft drawn on a United States bank payable in David BenneH Alan Shackleton 11741 Wo~ Rd . P.O. Box 656 and one year membership in the lAC Division is Un ited States dollars. Add required Foreign Gross Volley. CA 95949 Sugar Grove.IL 60554-0656 Postage amount for each membership. 530/268-2186 630/466-4193 [email protected] 103346.1772@compuse!Ve.com Membership dues to EAA and its divisions are not tax deductible as charitable contributions,

Copyright @ 1999 by the EM Vinlage Aircraft Association All righls reserved. VINTAGE AIRPLANE (ISSN 009t-69431IPM 1482602 is published and owned exclusively by the EM Vintage Aircraft Association of the Experimenlal Aircraft Association and is published monthly at EM Aviation Center. 3000 PoherelOY Rd.. PO. Box 3086, Oshkosh, Wisconsin 54903-3086. Periodicals Poslage paid at Oshkosh, WISConsin 54901 and al additional mailing offices. POSTMASTER: Send address changes 10 EM Antique/Classic Division. Inc.. PO. Box 3088, Oshkosh. WI 54903-3086. fOREIGN AND APO ADDRESSES - Please allow alleast !WO months for delivery of VINTAGE AIRPLANE 10 foreign and APO addresses via suriace mail. ADVERTISING - Vinlage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertiSing so that corrective measures can be taken.EDITORIAL POLICY: Readers are encouraged to submrt stories and photographs. Policy opinions expressed in articles are solely those of the au1hoo;. Responsi\>lity for accuracy in reporting resls enlirely with the contributor. No renumeralion ~ made.Materiai should be senl to: Edrtor, VINTAGE AIRPLANE, PO. Box 3086, Oshkosh ,WI 54903-3086. Phone 9201426-4800. The words EM ULTRALIGHT, FLY WrrH THE fiRST TEAM, SPORT AVIATION, FOR THE LOVE OF FLYING and the logos of EM EAA INTERNATIONAL CONVENTION, EAA VINTAGE AIRCRAFT ASSOCIATION, INTERNA­ TIONAL AEROBATIC CLUB, WAR BIRDS OF AMERICA are ® regislered Irademarks. THE EAA SKY SHOPPE and logos of the EM AVIATION FOUNDATION . EAA ULTRAliGHT CONVENTION and EAA AirVenture are trade­ marks of the above associations and their use by any person other than the above association is strictly prohibited.

30 JUNE 1999 Gr

RogerE'y

PhoenixAZ

Has owned his Cessna 140 for 20 years

Belongs to the Cessna 120/140 International Club

Roger Ely's Cessno 140 he has owned for 20 years.

AUAis "AUA has provided me with full AUA's Exclusive EAA Vintage Aircraft Association coverage at a very reasonable price. Insurance Program ~ The service is friendly and fast." Lo er liability and hull premiums approved. - Roger Ely Medical payments included

Fleet discounts for multiple aircraft To become a carrying all risk coverages

No hand-propping exclusion member of the No age penalty No component parts endorsements Vintage Aircraft Discounts for claim-free renewals carrying all risk coverages Association call

800-843-3612 The best is affordable. Remember, Give AUA a call - it's FREE! We're Better Togetherl 800-727-3823 Fly with the pros .. .fly with AUA Inc. tion because items on long-term dis­ disassembled by Langa Air's Restora­ and dirt. When the Grand Hall of the play usually face significant tion team, loaded and secured on Emerson Electric Center is com­ challenges in environments that can­ flat-bed trucks, and transported to the pleted, the Langa Air team will be not be closely controlled for light new wing of the MHS facility in Forest present to take part in the unveiling. level, air quality, humidity, and tem­ Park, in the center of St. Louis, MO. It Congratulations to all who took part perature," said Smith. "We have had was quite a sight as both the Illinois in preserving this tangible illustration to cope with these problems ourselves and Missouri State Highway Patrols of St. Louis history...... in the Jefferson Memorial Building, a escorted the convoy of Langa Air and major reason for the current capital Missouri Historical Society personnel project," she said. to the replica's final display location. Here are the names The Missouri Historical Society Because of the length of the one­ of the team at Langa plans to display the replica in the piece wing, approximately 46 feet, Air who restored the Grand Hall of the Emerson Electric Langa's team fabricated dollies and a Spirit of St. Louis Center upon its completion in the fall sophisticated metal bracing frame. of 1999. From a curator's point of This framework all owed the team to replica: view, Smith considers the replica's re­ move the wing down the narrow corri­ turn to the History Museum with both dors of the museum. Once in side, the Wayne Dugan caution and excitement. "Now that we team installed attach points in ceili ng wi ll have sufficient space to accommo­ beams. The approximate height of this Walter Hayes date it in our renovated and expanded room is 40 ft., wi th a clearance of 26" Marlin Wade facility, we can control exhibit condi­ from the tip of either wing to structural Shawn Sayle tions and prolong the plane's life. This beams. The team reassembled the air­ Gerald Eades is important, because the repli ca is an craft and rei nstall ed the wing on the outstanding artifact for historical inter­ fuselage. After careful evaluati on, the Raymond Watt pretation. We're thrill ed that it is aircraft was raised by two 2-ton hoists Robert Davis finally coming home." into place and secured. Ron Hitch And home it is, as La nga Air, Inc. Since the new wing of the Missouri completed the restoration of the Spirit Historical Society is still under con­ John Snow of St. Louis repli ca and install ed the structi on, the Spirit is not yet available Michael Hayes aircraft in Grand Hall this past May. for public vi ewing, so the team cov­ larry Bloodworth Once completed, the replica was ered the aircraft to protect it from dust

•••

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32 JULY 1999 VINTAGE MERCHANDISE NEW STYLES! ALL CLOTHING FEATURES NEW THREE-COLOR EMBROIDERED VINTAGE LOGO.

Denim Short-sleeved Shirts with Button-down collar by Three Rivers. Features button-closure on pocket. Double stitching on sleeves for durability. 100% cotton. SM-XL V41263 $36 .99* 2X V41267 $39.99*

Denim Long-sleeved Shirts with Button-down Collar. Similar to above shirt but in long-sleeved design. The shirts feature two­ button adjustable cuffs. Available in light-blue denim or natural colors. Natural MD-XL V41268 $39.99* 2X V41271 $43.99* Light Blue MD-XL V41272 $39.99* 2X V41276 $43.99*

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Cotton Pique Shirts 100% combed cotton. Knit collar and cuffs. Two-button placket. Drop-tail with side vents. White SM-XL V41294 $32.99* 2X V41298 $34 .99* Khaki SM-XL V41299 $32.99* 2X V41303 $34.99* Navy SM -XL V41289 $32.99* 2X V41293 $34.99*

Jacuard Golf Shirts 100% combed cotton. Knit collar and cuffs with beige trim. Five­ button placket. Drop tail with side vents. Wine MD-XL V41281 $34.99* 2X V41284 $37.99* Navy MD-XL V41285 $34.99* 2X V41288 $37.99* Black MD-XL V41277 $34.99* 2X V41280 $37.99*