STRAIGHT AND LEVEL
2 VAA NEWS
3 . 100 YEARS AGO ON THE AIRWAY OF FLlGHT .. ./H.G. Frautschy
4 MYSTERY PLANE/H. G. Frautschy
5 THIRTY FIVE YEARS AT THE OUTER MARKER! Dutch Redfield
9 EAA AIRVENTURE 2000/H.G. Frautschy
25 CONTINENTAL LUSCOMBE FLY-IN/ Pat Quinn
28 WELCOME NEW MEMBERS
30 CALENDAR!CLASSIFIEDS www.vintageaircraft.org
Publisher TOM POBEREZNY
Editor-in-Chief SCOTT SPANGLER
Executive Director, Editor HENRY G. FRAUTSCHY
Executive Editor MIKE DIFRISCO
Contributillg Editors JOHN UNDERWOOD BUDD DAVISSON
ArtlPhoto Layout BETH BLANCK
Photography Staff JIM KOEPNICK LEEANN ABRAMS MARK SCHAIBLE
AdvertisinglEditorial Assistant ISABELLE WISKE SEE PAGE 32 FOR FURTHER VINTAGE AIRCRAFT ASSOCIATION INFORMATIOI aLE by ESPIE "BUTCH" JOYCE PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION
Our very own E. E. Buck Hilbert has been bestowed day, July 30, 200l. with one of aviation's finest honors. For the year 2000, he The Type Club Headquarters was very busy this year. has been selected as one of the seven outstanding individ We added one more facet to our Type Club activities. We uals to receive the Elder Statesman of Aviation Award invited the principles of the different clubs to the Theater from the National Aeronautic Association. The award was in the Woods one morning for a meeting. Roger Gomoll, established in 1954 to honor outstanding Americans who, Chairman of the Type Club HQ provided the agenda of by their efforts over a period of years, have made contri the meeting. Others present were Earl Lawrence, Vice butions of significant value to aeronautics and have President of EAA government affairs, Bob Warner, EAA reflected credit upon America and themselves. Selectees Executive Vice President, H.G. Frautschy, our Executive must be at least 60 years of age. Nominations were so Director, and various VAA Directors and officers. licited from hundreds of organizations and aviation EAA and the VAA have been very proactive in meetings leaders in the United States, and a distinguished commit with the FAA regarding governmental concerns, including tee of 14 aviation leaders made the selections from all the Aging Aircraft Issue. The FAA is interested in includ segments of the aerospace community. ing Type Clubs early on in the discussion when an issue Buck was presented with his award September 14 dur regarding older, "orphaned" airplanes comes up, and we ing the NAA Fall Awards Ceremony in Washington, DC. wanted to get feedback from the clubs on how we could The citation accompanying the award reads: function more closely as a group. We really appreciated "Buck Hilbert is awarded for a lifetime of major contri those who took the time to attend the meeting. We also butions to civil, military, and sport aviation in a wide welcome feedback from the type clubs in the form of a variety of professional and volunteer community, state, letter. This topic will be a major item on our agenda at and international activities. Hilbert began his flying career our VAA Fall Board of Directors meeting on November 10. at the age of 16 and served as an artillery spotter pilot in The clubs and the VAA also attended a meeting with Korea. After Korea, Buck flew for United Airlines for 32 the FAA one morning to discuss the Aging aircraft issue. I years. Hilbert was a founding member of the Experimen was very impressed with how far the group and FAA have tal Aircraft Association in 1953 and continues to serve come to having a more common sense approach to main many functions for EAA. In addition, Buck Hilbert has taining our fleet of aircraft. I am encouraged to see how served as the chairman of NAA's Contest and Records we are proceeding along this line! Board, an Executive Committee member of the Associa John Swander showed up this year with a cabin Waco tion's Board, and a representative to annual conferences that he had been working on for a number of years. For of the Federation Aeronautique Internationale." all this hard work and outstanding workmanship he took Our congratulations to Buck. Join me in expressing our home the Antique Grand Champion award. I've had the appreciation for his efforts throughout the history of EAA pleasure of knowing John for a number of years. He's a and during the founding of the Antique/Classic Division, very dedicated antiquer. He promised to bring this beauty and his hard work during all the subsequent years as the back in the future for all to see and enjoy. Division has grown to become the Vintage Airplane Asso Waco aircraft continue to show up in increasing ciation. Great job, Buck! numbers each year. One of the reasons is the great This edition of Vintage Airplane is our annual EAA Air work that Phil and Ruth Coulson and the other mem Venture issue, with plenty of coverage of the VAA area. bers and officers of the American Waco Club are doing You'll see the core of our activities, the many VAA volun to bring these people together. That's one example of teers and the other members who come to AirVenture to how a strong type club can play an important role in enjoy the programs, exhibits and camaraderie that the an "Keeping 'em Flying." nual convention has to offer. If you missed it this year, we'll see you next time, Tuesday, July 24 through Mon -see S&L continued on page 29
VINTAGE AIRPLANE 1 VAANEWS compiled by H.G. Frautschy EAA's COUNT DOWN a chronological sequence and "re To KITTY HAWK verse engineering" of later Wright THE COVERS Plans for the major showpiece technology. FRONT COVER...Benny Howard would celebrating the 100th anniversary "In today's airplanes, we see the have loved this .. . His masterful racing of powered flight-the construction magnificent evolution of the designs "Mr. Mulligan" and "Pete" are back and flight of an accurate Wright Wrights' original efforts," Hyde said. in replica form. Constructed by Jim Flyer replica on Dec. 17, 2003 "Our quest is to discover how the Younkin , Mr. Mulligan was on hand during were unveiled during a news first steps were made - steps that are EAA AirVenture along with Howard 's conference at the National Air & lost in history. We are confident that diminutive Pete, the original of which first Space Museum in Washington, we will retrace those steps and finish flew in 1930 and was considered by Benny D.C., on Tuesday, Sept. 12. the first century of flight as it began, to be the best looking of all his racers. The EAA president Tom Poberezny by flying the same path as the Wright racers in this photo are being flown by John made the announcement, accom brothers." Turgyan (Mr. Mulligan) and Robin Reid panied by officials from the Francis Peltier, Superintendent of (Pete). Pete was reconstructed by Bill National Park Service, National Air the National Park Service Outer Turner and includes components from the & Space Museum and other agen Banks Group, which includes the original airframe. EAA photo by Jim cies to announce details of the Wright Brothers National Memorial, Koepnick , shot with a Canon EOS1 n "Countdown to Kitty Hawk" series in remarks made during the an equipped with an 80-220 mm lens on 100 of celebrations to commemorate nouncement, said, "Of all the 100th ASA Fuji Provia slide film. EAA Cessna 210 the first flight on December, 17, anniversary commemorations of the photo plane flown by Bruce Moore. 1903. The centerpiece of this cele Wright brothers' achievement, none BACK COVERS. . . Almost There is bration will be the flight of a new will be as stunning as the re-creation the title of this oil painting my John 2003 Wright Flyer, the only accu -at the exact place and time-where Sarsfield, 6541 SI. Vrain Road, Longmont, rate flying replica of the original. the first flight took wing," said "We Colorado 80503. As a result of his winning This aircraft will be the only air are excited to be working with EAA an Excellence ribbon for his painting , and plane permitted to fly at the Wright to produce this re-creation, in what the previous two he won during earlier EAA Brothers National Monument at we consider to be the Centennial of Sport Aviation Art Competitions , John is 10:35 a.m. on Dec. 17, 2003, ex Flight's showcase event." now an EAA "Master Artisl." actly 100 years after the Wright "The possibilities within the world A retired Air Force flyer and self taught brothers' first successful flight. of flight were opened by two men artist, he has adegree in aeronautical engi EAA has partnered with the who had only a dream and a resolve neering and flies gliders. His artwork deals Wright Experience™, headed by to make it happen," said Tom more with the experience of flight than with noted aircraft historian and restorer Poberezny. "Our members continue the details of each particular aircraft , Ken Hyde of Warrington, Virginia. to carryon that legacy of innovation. although accuracy and realism are of prime VAA members will recall Ken's In that spirit, our membership com importance, according to Sarsfield . "I want painstaking work to restore a accu missioned this Countdown to Kitty people to understand the significance of avi rate Curtiss Jenny back in the 1980s, Hawk project to put the Wright Flyer ation. Out lives have been changed immea and the extremely popular "Jennys back in the sky. We are very pleased surably by the ability to see the world from to Jets" gathering at EAA Oshkosh in to be joined by those throughout the an aerial perspective, often in subtle ways. 1989, which he and his wife Betty The ability to experience cloudscapes as aviation world to make this particu three dimensional objects and see land helped coordinate. The Wright Expe lar dream a reality in 2003." scapes from unfamiliar vantage points rience™, is an effort to re-create the For more information on this once changes our outlook on life. I want to intro aircraft and knowledge of the Wright in a lifetime commemoration of the duce this perspective to the earthbound view brothers leading to the first success first century of manned heavier than and attempt to capture it for the flyers to ful powered flight in 1903. air flight, see EAA's www.count enjoy in their hours on the ground. " This effort has proven extremely downtokittyhawk.com web site. Almost There is a depiction of Louis challenging, as the Wrights left no To kick off the Vintage Aircraft As Bleriot's crossing of the English Channel in permanent record of their engineer sociation's celebration of the Wright his Bleriot XI with a 25 hp Anzani engine. ing, flight testing or aircraft brother's achievement, on the facing Through the gray skies and the rain showers development plans. The Wright Ex page we present our first installment you can just make out the white cliffs of perience™ has made exhaustive of 100 years ago on the airway to {light, Dover as Bleriot approaches the coastline. studies of what information the which will appear quarterly as we Wrights left behind, following both progress though the next 3 years ..... 2 OCTOBER 2000 - 100~~
By H.G. Frautschy, with acknowledgments to Tom Crouch, author of The Bishop's Boys
aving arrived on the windswept sands of the HOuter Banks of North Car olina in mid-September, 33 year-old Wilbur Wright is joined by his younger brother Orville on September 28, 1900. Wilbur finds every detail about the Kill Devil Hills area was accurately explained in the letters he received from William Tate, the local postmaster, and Joseph Dosher, the weather bureau man in Kitty Hawk. Strong average winds and few obstruc tions dot the sand dunes that make up the barrier islands north of Cape Hatteras. In a descriptive letter to his sister Katherine, Orville details the experience of the weather ex tremes of the desolate stretch of unmanned kite until more informa ing the elevator control to change sand: "We certainly can't complain tion can be gleaned from the tests. his glide path, while keeping the of the place. We came down here for With a wind of at least 2S miles per wing-warping control locked in wind and sand, and have got them." hour needed to fly the biplane kite place. Despite Wilbur's success, the Together they work in the front when loaded, they are puzzled by its men are still puzzled by the apparent ya rd of their host, the Tate family, to lack of lift, which should be ample if miscalculation in their design. assemble their first man-carrying their engineering calculations are By the time they break camp to glider. On October 4, they move correct. Later in their trials, young head home to Dayton on October from the Tate's household to a tent Tom Tate, nephew of William Tate, 23, 1900, the well-used glider is camp they erect half a mile away. ascends on the wings of the glider abandoned at the bottom of a sand Wilbur and Orville begin flying since he weighs substantially less dune after one last free-flight, hav their glider, which has a wing span than either of the Wrights, but rep ing served its purpose of answering of 17 feet, S inches, first as an un resents approximately the same many questions the Wrights have manned and then as a manned, amount of drag as either one of the about the mechanics of flight. But as tethered kite. Wilbur is so impressed brothers. it lies in the fall sunshine, its lack of by the glider's stability while being October 18 dawned with the lift and quirky handling create a controlled by ropes held by his Wrights testing their simple flying whole new set of puzzlements for brother and him that he feels com machine as a free-flying glider, the brothers to investigate upon pelled to give it a try himself. launching it from the crest of a sand their return to their West Third Wilbur's first tethered flight takes dune and observing its flight down Street workshop. place the day before they actually to the bottom of the sand hill. The move to their camp. The flight ends next day, with a fresh breeze blow when the glider starts to oscillate up ing, Wilbur flies the glider and down, resulting in Wilbur hol down the dune at an alti lering to be brought back down to tude of no more than S earth. Wilbur and Orville then de feet, guiding his cotton Co\;-wrDO\NN TO KITTY HAWK. (/;" (;('//( (,////lit!..o/ ~' 77!c;1t1 cide to continue testing it as an muslin-covered craft us October Mystery Plane The post WW-II war era saw plenty of rotorcraft activity, and this is just one of many that never saw production, but cer tainly generated lots of interest! Send your answers to: EAA, Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Your answers need to be in no later than November 26,2000, for inclusion in the January issue of Vintage Airplane. You can also send your response via e mail. Send your answer to [email protected]. Be sure to include both your name and ad dress in the body of your note, and put U(Month) Mystery Plane" in the subject line.
Our thanks to Peter Bowers for sharing the photo with us. Pete snapped the photo during June of 1941 in Arrigo Balboni's famous air craft junkyard. Since we moved up the July an swer, a few more folks sent in their responses after we had gone to press. Other correct answers for the July Mystery Plane were received from: Gary Van Farowe, Hudsonville, by H.G. Frautschy Michigan; Glenn C. Humann, Everett, Washington; Jack Erickson, State Col lege, Pennsylvannia; Jerry Miel, We gave it an extra month, but get the little ship into the air. Tucson, Arizona; Brad Howerton, Car only one fellow sent in an answer to Theodore H.N. Wales rollton, Texas; Leon York, San Angelo, our June Mystery Plane. Here it is: Westwood, Massachusetts Texas. Ed Heiliger, Billings, Montana June 's Mystery Plane has had a and Dale Crane. .... number of names. X12239, originally known as the Gotch and Bnmdage Spe cial, was built in 1932 and powered with a 60 hp Velie. In 1933 it was fit ted with a 90 hp Lambert to run in the Nationals piloted by Monty Mason, but it didn't start. During 1934-35 it was called the Mason Meteor. Later, it was known as the Buchanan Zipper, having been rebuilt in Long Beach, Ca lifornia by W. O. "Buck" Buchanan. In 1936 it was re-engined with a one of-a-kind stra ight eight of 93 cu. in. displacement developing 90 hp at 6000 rpm! Needless to say, a geared prop was used. This seems to be the version pictured. Evidently the engine was not reliable, never running long enough to
4 OCTOBER 2000 • I - ears att Outer Marker
Training on the 707 and DC-8
After many years of slow climb of juggling manifold pressures, cylin 180-degree turn, our course reversed ing, stubborn starting, vibrating, der pressure gauges, engine rpms, and headed west for home, we could shimmying, smoking, oil dripping, cylinder head temperatures, pro easily have reached 12,000 to 14,000 oil streaked propeller aircraft, what a peller pitch, etc. feet. From there the throttles would delight the new jet liners were. The jetliner's climb profiles and then be closed and the airplane qui Even on the coldest days, getting climb rates were nothing sort of in etly glided back to our base field, the jet engines running was about as credible and could be likened to the evening challenge being to ef difficult as striking a match and toss lighting the fuse on a rocket. Very fect the entire glide home and ing it into a bucket of kerosene. On often after a night flight when we touchdown on the runway without the ground and in flight the quiet had been training at Grumman Field once touching the throttles. Few and smoothness in the cockpit was near the east end of Long Island, our people believe that the 707 glides uncanny and during starts it was al final takeoff for home at Idlewild Air like an old seagull! most impossible for a cockpit crew to port, about 60 miles west, would be determine that an engine was run to the southeast away from home In February of 1959, along with a ning without instrument reference. and at very light gross weights. A flight engineer, 1 was positioned at When ready to take off you simply gentle bank after liftoff then climb at London to conduct pilot training on pushed the throttle forward and maximum angle of climb speeds a layover aircraft that arrived each went, which was very simple power with rated thrust would produce very midnight after an Atlantic crossing plant operation after so many years fast climb rates. At completion of a from New York. The airplane was
by Holland "Dutch" Redfield
VINTAGE AIRPLANE 5 scheduled for return to New York ILS and landing training. This was a an ILS approach using the Flight Di early the next morning. typical training flight on nights that rector for localizer tracking only, So it could be prepared for the the airplane arrived from New York while flying raw data gJideslope as scheduled return flight, it was neces in time for us to fly. displayed on the ILS indicator. sary that the airplane, when trained, Returning one very early morning There was no wind and the early be returned to London maintenance from Shannon we were advised via morning damp air was stable and crews by 5 a.m. Even if the east radio by Pan American's London dis very smooth, so flying the approach bound flight from New York arrived patch office that London weather in this manner was not difficult. The on time, with off-loading, fueling, was 1,000 yards. A short while later first airport lights that we saw were etc., we would be fortunate if we got the visibility was 800 yards, then the side lights along the edge of the underway with our training by 1:00 600. As we began our straight in ap runway that bloomed into view si o'clock in the morning. proach to land, we were given a multaneously with the runway Captain Jim O'Neal at that time report of 400 yards. threshold lights streaking beneath was Assistant Chief Pilot, Training This was conSiderably below the nose. We closed the throttles and my boss. When I departed New scheduled airline weather minimums and landed with a thump. York for my London assignment for the 707 at that time and although Today, approaches with 1200 Jim's instructions to me were, "We it was policy for Pan American train feet runway visual range, and less need these pilots badly. Get out ing aircraft to adhere to line schedule are commonplace, but we all there and train and no matter what, minimums, it was not mandatory. gulped a few times that dawn weather or anything else, you are to Remembering Jim's stern words morning as we slowly descended get that airplane back on the through the mists of London blocks in London in time for to the unseen airport. its morning departure, you ... Jock Cross, Returning from Shannon hear?" another early morning, we London weather in the win were being vectored around tertime is notoriously poor. our flight enginee~ called out, the field for a right turn onto With only a few months expe the London ILS, for a landing rience on the airplane myself, to the west. As usual, early my first takeoff for night train "Hey you guys, we've just morning visibility was again ing was at 2:00 a.m. in very marginal at the time the poor visibility with my stu ground based radar controller dent, Jack Mattis, who had lost our primary system gave us our final vector to the never been at the controls of a localizer beam and cleared us 707 before. When Jack rotated to make our approach. the airplane to liftoff atti tude hydraulic fluid!" As we neared the glides lope the cockpit itself was quickly in my student asked for gear the fog and we were "on in down and the landing gear struments," although the main about getting the airplane back in handle was placed in the down posi landing gear trucks were still rolling time to meet the morning schedule, tion. At this time, Jack Cross, our down the runway. Between Jack's "No matter what!" a decision was flight engineer, called out, "Hey, you unfamiliarity with the airplane ne made to try an approach and execute guys, we've just lost our primary sys cessitating some coaching by me, a go-around should nothing be seen. tem hydraulic fluid!" and my unfamiliarity with London To my students I did suggest that Because of the failure in the hy area and some coaching by him, the perhaps I should fly this one and draulic system, the landing gear and two of us had a handful of airplane take the blame if we missed and had wing flaps were only partially ex and area navigation for the first sev to return to Shannon. tended. The control tower was eral minutes following liftoff. The early model 707s were apprised of our problem and we re Our plan was to each night train equipped with a Flight Director in quested a wide 360 degree turn to in the Shannon, Ireland, area and in strument that beautifully assisted the provide time to manually lock into a short while we were overhead do pilot in tracking the instrument land place the dangling nose and main ing air work exercises, stalls, ing system localizer beam to the landing gears. Engineer Cross emergency descents, and practicing runway. However, its computer quickly obtained the landing gear Dutch roll recoveries in the moon tracked the descending glide path hand crank from its stowage place, light on top of a beautiful cloud beam very loosely and because of opened the access plates in the flight cover. Later we descended into the this it was accepted technique, while deck floor and never before, or since, Shannon airport traffic pattern for modifications were in progress, to fly have I been witness to a 707 landing
6 OCTOBER 2000 gear manually extended so quickly. and changing flap positions were Douglas DC-8s to work. It wasn't As we again turned onto the ILS having a powerful effect on longitu until six years following my 707 course the second student, who was dinal pitch trim making control of qualification that I was to also qual occupying the cockpit jump seat di the airplane and flying the glides ify on and be in a position to pilot rectly behind the captain's position lope beam difficult. The student train on the airplane. volunteered for practice to operate attempting to fly the ILS was having A long-time associate, Dick Patter the emergency flap extension considerable trouble so I finally sug son, had been an instructor and switches on the overhead panel for gested our neophyte flap operator check pilot on the DC-8 since the the flying student. leave the flaps were they were. Af airplane's onset with Pan American. When we started down the ter a minor speed adjustment we Upon completion of ground school glideslope, full flap was requested landed the airplane trimmed for the the two of us flew Eastern Airlines to but our assistant quickly became unorthodox flap configuration that Miami where Pan Am DC-8 equip confused in the operation of the we had. ment was more available and here two flap switches and in short order Without hydraulics we were able Dick gave me my training and had the inboard wing flaps extend to just clear the active runway but it checked me out on the airplane. ing and the outboards stationary, was then necessary to get towed Following six years of daily activi which produced a strong pitch up back to the ramp because of dissi ties on the 707, perhaps I was a bit tendency. Then, as he hastily at pated brake pressure and no prejudiced, but anxious to find out a tempted to correct the switching nosewheel steering. The airplane few things about the airplane. The error, he next had the inboard wing was several hours late for its west DC-8 cockpit was far roomier and flaps retracting and the outboards bound departure from London that the airplane's low level handling extending, which resulted in a morning. characteristics were, in my view, strong pitch down tendency. much better than the 707. Although Though experience is a good Not long after Pan American put less economical to operate, its un teacher, the weather was rapidly de the Boeing 707s into service they fanned pure jet engines gave the teriorating and the asymmetrical also put a much smaller fleet of airplane outstanding performance at
t world of
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VINTAGE AIRPLANE 7 low levels and it was a delight to fly. south shore of Long Island, north cumference were nozzle-like blue A few experiments alone with the east bound on the ILS system, a flamed lights flickering about its airplane revealed it to be every bit as strange and bright orange light was outer periphery in sequenced theatre susceptible to high yaw snap and noted a considerable distance marquee fashion. Although viewed Dutch roll as was the 707. Unless he ahead, low and moving northwest in the moonlight it appeared at least had some previous 707 experience, a ward from a position above the 100 feet in diameter and seemed typical DC-S pilot did not seem to town of Riverhead lying to the east moving at a speed of about 100 to recognize a Dutch roll when he saw of the airport. 150 knots as it passed below. one, nor did he know how to stop Shortly after noting the light, the The mysterious craft passed be one once triggered. I never could flight was contacted by the control neath the DC-S's wing then find out why the Pan Am training tower with a request that they dis disappeared to the southeast back department did not train to Dutch continue their approach to runway 5 toward Riverhead town where it had roll with the DC-S. It was, however, that was now in progress and in been first seen. The Pan Am trainer a great airplane that established a stead circle to runway 32, due to continued its approach and it wasn't very impressive safety record with unidentified traffic that the tower until the landing roll was nearly Pan American and other airlines. had observed crossing the field to completed that the crew seemed to The department's newly ap the northwest where it had reversed come to with each eXCitedly asking pointed Assistant Chief Pilot, its course and was not headed back the other, "My gosh, did you see Training, John Walker, was later as toward the field. what I saw?" Then the control tower signed to me for his DC-S transition In conformance to the tower's operator called as the DC-S was training from the 707. My work request, at SOO feet the DC-S's ob clearing the runway and a two-way must have pleased him because not scuring instrument hood was very excited conversation also en-
It shone silvery metallic in the moonlight and emanating from many ports around the craft's circumference were nozzle-like blue flamed lights flickering about its outer periphery in sequenced theatre marquee fashion.
long afterward John appOinted me lowered, then a right turn made sued on what he too had seen from Chief Training Captain for Pan off the ILS course so as to enter a his position in the tower. American's New York base and the close-in downwind leg for runway It later developed that on the responsibility was savored for the 32, circling south of the airport at same night and at about the same next 11 years until retirement. low altitude for a landing to the time there were several "strange fly northwest. ing object" reports from nearby A very strange thing was seen As the trainer was being rolled out communities and the next day's aboard a Pan Am DC-S training of its base leg turn and the wings newspapers were full of it. All re flight one night. It was being oper leveled for the short remaining de ported the same bright orange light ated by Pan Am Instructor check scent to the runway, the crew noted shining downward from the craft's pilot Ed Martin; alongside of whom something very strange just south underneath and the flashing, flicker I worked for many years. east of the airport's boundary headed ing outer periphery lights. The DC-S was being trained at directly toward them at about 400 The next afternoon Martin was Grumman Aircraft's Peconic airport feet and to the DC-8's left. As the scheduled for a flight which was to near eastern Long Island on a moon mysterious thing neared, then again take place at Grumman Field lit night in late summer. The captain passed below, Ed Martin from his and prior to departure Ed called trainee, Emery Martin, had just com left pilot's seat was ina position to Grumman Tower to make the usual pleted his periodic flight check and look straight down on whatever it check on field conditions, approach was aft in the main cabin resting. was, seeing a disc-like shape resem facilities, etc. In the process he men The First Officer, Claire Getz, was bling two huge turtle shells with tioned his participation in the seated behind the vision obscuring their connecting edges welded to previous evening's strange happen hood in place between the copilot's gether. It shone Silvery metallic in ing. Immediately an iron curtain position and the plane's windshield. the moonlight and emanating from seemed to drop. Grumman Field is a As the aircraft was passing over the many ports around the craft's cir U.S. Navy facility......
8 OCTOBER 2000
This is the prototype "Stick" Chief, the first of few pre-war Aeronca Chiefs built with dual stick controls instead of control wheels. Restored by Densel Williams (in the right seat in this shot>, with help from his buddies in EAA Chapter 304, it's being flown for our camera ship by Brian Van Wagnen, of Jackson, Michigan.
This airport features an ample out to Pine Mountain Lake for a great By Pat Quinn paved runway and a shorter grass afternoon party at the fabulous cross runway. Unfortunately, with so hangar home of Kent and Sandy olumbia, California provided many Luscombe airplanes expected Blankenburg and their collection of the mountain setting for the and needing room to park, it forced very fine aircraft. This includes a Ctwenty-fifth annual Continen the closure of the grass runway, one Lockheed 12, Spartan Executive and tal Luscombe Association fly-in. Set at of the few in the area. Adjoining the Luscombe Phantom, all in pristine the base of the High Sierras, the air grass runway is a large tree-covered condition. Their home is just port in a lovely valley of rolling hills campground intended especially for breathtaking and they are most gra in the old gold rush area of Califor flying visitors. It is complete with cious hosts. nia. The elevation places it at a pOint showers and a large clubhouse for ac The other highlights of this fly-in, where the oak trees meet the pine tivities. Within walking distance as it is with most fly-ins, were the trees with many green, grassy mead there are several motels, some in the contests and the awards party on Sat ows all around. What a super setting tall pines. Most of the unofficial count urday night. The contests included for any fly-in! Columbia itself is a re of 7S Luscombes and 20 other aircraft aircraft judging, flour bombing, a stored town of the gold rush era. It's participants seems to prefer camping. spot landing contest and a timed very well done and well worth seeing. The Friday activities included a fly- clock race.
VINTAGE AIRPLANE 25 "Lucy," formerly owned by the author, attended the Continental Luscombe fly-in with her current owner, J. C. Wilkens of Bushton, Kansas.
I had borrowed a 75 hp Luscombe speaking. The race for the low power (above) Pat Quinn and the 1947 Luscombe 8A from Ken Gottschall and Ray Luscombes was going to be between 8A he borrowed from Ken Gottschall and Findly at Santa Paula Airport to fly to Carol and me. Carol is probably close Ray Findly at Santa Paula Airport. Columbia and I entered all three fly to 100 pounds and with me weighing (below) Carol Winell and her racing ing events, something I had wanted in on the far side of 225 pounds, I Luscombe. Look closely, and you can see to do for the past three years. The knew I had to fly my best if I was to the wheel fairings tucked up tight behind each tire. preparations included a carburetor have any chance to beat her. overhaul, oil change and cleaning the The 115 mile course was Columbia sparkplugs. Unfortunately, these had (2,118 feel MSL), Oakdale (234 feet made me too late for the party at Pine MSL), Mariposa (2,250 MSL) and the Mountain Lake but I arrived just in finish at Pine Mountain Lake (2,930 time to get registered on Friday MSL). Looking at the Sectional chart I evening. realized we would need to be over The contests were held Saturday 4,080 feet to clear a mountain just be morning. The pilot briefing was at 8 fore the finish line. Since there was A.M. The field contests started about one leg downhill and two legs uphill, nine. So many airplanes were in the I decided that my only chance was to spot landing and flour bomb events start a very gradual climb from Co that it took over two hours to com plete. The clock race was held concurrently, with the racers doing the flour bombing and spot landings before starting the race. I had won two out of three spot landing contests with this Luscombe at the monthly event at Santa Paula airport, so I was fairly confident that I could place in this event if I properly flew using my patented I/scoot and stick" method. I was next to last to start in the 14 plane field for the clock race. Behind me was Carol Winell (EAA 248435) from Orange, California, an experi enced Luscombe racer with a fast 65 horsepower Luscombe 8A, relatively
Luscombe owners enjoy painting their air planes with wild color schemes. This air plane is registered to Stan Finberg of EI Dorado Hills, California.
26 OCTOBER 2000 lumbia that would get me to the re quired altitude before we crossed the finish line. I hoped Carol would go low and then have to climb as we crossed Oakdale, down on the valley floor with the temperatures hovering in the 95 to 100 degree range. Sure enough, she did just that, and I was only slightly behind her but well above her as we crossed Oakdale airport. As we turned hard left for Mariposa, I got a really good turn in side of Carol's Luscombe and I shot out in front of her. I thought with my superior height and my distance ad spot landing contest with a distance Allen Anderson of Santa Rosa, Cali vantage, she would find it difficult to from the line that was too close to fornia with a Lycoming 0-320 catch me. BOY, was I wrong! Slowly call. What a huge ego boost. pumping well over the rated 150 she was gaining on me until she On a form given to all participants, horsepower. His speed was over 121 edged right on by and literally left me there was a place to vote for a hard mph. The 90 horsepower class win in her wake. I was very discouraged luck story. Our duel and Carol's un ner was also a highly modified and thought,"What's the use in con fortunate event that left her without Luscombe belonging to a colorful tinuing?" But I pressed on, since a a sure win but with a broken airplane character named "Luscombe Pete" contest is not over until it is over, to at another airport got her the hard from nearby Madera. His speed was paraphrase Yogi Berra. luck award. over 115 mph. My speed average was
(left) .Jack Norris' Luscombe 8E has been his since he bought it while in college, fifty years ago. He even flew it on his honeymoon trip. (right) Barry Brocato's Luscombe 8A took home the People's Choice award. He's from Lemoore, California.
Carol then suddenly turned right Then they announced the win over 95 mph, faster than even the 85 and away from the mountains in a ner of the 65 to 75 horsepower class horsepower Luscombe. descending turn. I knew she had and again they called my N-num One of the attendees was Jack problems but I had no idea what it ber. I really felt that Carol had Norris, who flies out of the Camar was. I did hear her call to Mariposa beaten me, so I asked that the tro illo airport. He has owned and that she had lost a magneto and was phy be presented to her. The flown his Luscombe 8£ for fifty landing with a rough running en audience cheered wildly. It was a years. He bought it while in college gine. I knew she made it okay, so I popular decision and she deserved for $1,250. Jack figures that it has proceeded to the finish line at Pine it for her smart, excellent flying. only cost him $25 a year for his Mountain Lake and then returned to The winner of the modified divi Luscombe. Not bad if you figure it Columbia. I found Carol's partner, sion was Doug Combs from Arizona that way! who flew to Mariposa in his Co in a clipped wing Luscombe powered The Continental Luscombe fly-in manche to retrieve a very discouraged by a ferocious looking turbine en was a huge success and I thank all young lady and the broken magneto. gine. It was clocked at over 129 mph! of those who worked so hard so At the awards party that night, I The second place plane was a highly that we could have so much fun. I was announced as the winner in the modified Luscombe belonging to can hardly wait until next year! .....
VINTAGE AIRPLANE 27 NEW MEMBERS
Ian John Silvester ...... Robert T. Hartman ...... Englewood, FL John O. Donato...... Mendham, NJ ...... Narre Warren VIC, Australia Ed Kosanke ...... Naples, FL Edward Price ...... Ocean City, NJ John Tabone ...... Sydney NSW, Australia Frederick McNulty ...... Deerfield Beach, FL Jerry Sorin ...... Morristown, NJ Maximo Pimenta Costa Aurelio ...... Melvyn]. Ott ...... Satellite Beach, FL Walter M. Chandler ...... Clifton Park, NY ...... Belo Horizonte, MG 3, Brazil Stephen M. Weiss ...... North Bay Village, FL Thomas F. Schmitz ...... Oneida, NY Alan Cornyn .. .. Pincher Creek, AB, Canada Donna Forbes ...... Marietta, GA Douglas R. Cutlip ...... North Royalton, OH Barry William ...... Lance Koberg ...... Marietta, GA Bernard L. DeLong ...... Dayton, OH Harsent ...... Vernon, BC, Canada Jeffrey K. Perry ...... Cumming, GA David Duntz ...... Beavercreek, OH Frank]. DuBray ...... Port Perry, ON, Canada Peter Wheble ...... Peechtree City, GA Virgil L. Johnson ...... Wellington, OH Alejandro Gutierrez ...... Thomas Bergman ...... Evanston, IL David B. Webb ...... Wapakoneta, OH ...... Queretaro, QR, Mexico Gordon G. Danforth ...... Peoria, IL Guy Guernsey ...... Coos Bay, OR Francisco kaza ...... San Angel, Mexico James c. Fassino ...... Canton, IL William G. Baltrusaitis ..... West Chester, PA EddieJ. McLean ...... Carl G. Gorra ...... Warrenville, IL Robert Goughnour ...... Belle Vernon, PA ...... Whitianga, New Zealand William L. Kukla ...... Lake Zurich, IL Jim Swalley ...... Erie, PA Gerald Grocott ...... Zurich, Switzerland Donald W. Mack ...... New Lenox, IL Donald C. Mestier ...... Gilbert, SC Dana Woods ...... Mountain View, AR James c. Mette ...... Streamwood, IL Noel P. Atherton ...... Fairfield Glade, TN Thomas Grifford ...... Cave Creek, AZ Dan Nelson ...... Ladd, IL Donald D. Freeman ...... Estill Springs, TN Jan VanBurken ...... Tucson, AZ Raymond Schwarz ...... Glenview, IL George L. Ivey ...... Cookeville, TN Jill Archibald ...... Ferndale, CA A.]. Wiss ...... Pana, IL Edward E. Allen ...... Mesquite, TX Anthony M. Capozzi ..... Grand Terrace, CA Chris & Jenn Zahn ...... Edwardsville, IL Robert AlIen ...... Carrollton, TX Walter Dean Cason ...... Angwin, CA Jeffrey R. McWhorter ...... Valparaiso, IN Dean Carter ...... Houston, TX Richard Fahning ...... Foresthill, CA Jim G. Moschenross ...... lndinapollis, IN Bill DuCharme...... McKinney, TX Ben Hall...... Palm Springs, CA Mark A. Paszkiewicz ...... Jeffersonville, IN R. John Gieske ...... Austin, TX Rick Harrison ...... Mira Loma, CA Leonard Cole ...... lndependence, KS H. Ivan Haecker ...... Canyon Lake, TX Rick Holmes ...... Riverside, CA William E. Johnson ...... Florence, KY Larry E. Hale ...... Granbury, TX Martin Madden ...... Somis, CA George Kalbfleisch ...... Florance, KY Stan Krovontka ...... Galveston, TX Dave Maltone ...... Grover Beach, CA Bobby W. Thomas ...... lsland, KY Charles MCNulty ...... Cleburne, TX Sean M. Marshall ...... Riverside, CA Michael W. Davis ...... Oscar, LA Mark D. Mostrip ...... San Antonio, TX J. D. Mendonca ...... Santa Maria, CA Matthew Totten ...... Covington, LA Richard Ramsey ...... lrving, TX Robert W. Milligan ...... Temecula, CA Chas Leatherman ...... Bel Aire, MD Gary Rosa ...... Fair Oaks Ranch, TX Michael]. Moran ...... Healdsburg, CA John Danforth, Jr...... Warren, MI Jody R. Thrasher...... Gariand, TX Gerald K. Morgan ...... Ben Lomond, CA Dennis Hughes ...... Belmont, MI Gregory Vince ...... Dallas, TX Thomas E. Schoder ...... Modesto, CA John Orlo Maxfield ...... Northville, MI Tom Wood ...... Ogden, UT Paul E. Sherman ...... Riverside, CA James L. Mynning...... Chelsea, MI Timothy Jurik ...... Hampton, VA William R. Stein ...... Aptos, CA Scott M. Sedam ...... Novi, MI Margery Natalie ...... Herndon, VA James H. Westfall ...... Coloma, CA Joseph P. Monno ...... Hastings, MN ]. D. Skipper ...... Bedford, VA Brian Baldwin ...... Parker, CO Michael Morris ...... St. Paul, MN Brian Strattner ...... Norfolk, VA Douglas H. Kingsley ...... Parker, CO Gerald F. Sadowski ...... Fridley, MN Richard Wallis ...... Williamsburg, VA Tom Lytle ...... Longmont, CO Albert Stix ...... St. Louis, MO Linda M. Morrison ...... Bellevue, WA Ted Waltman ...... Lakewood, CO Craig A. Neuhardt...... Salisbury, NC Chris Chomo ...... Oshkosh, WI Emery Weber ...... Denver, CO Stuart B. Harner ...... Mandan, NO Brad R. Schultz ...... Sparta, WI Gary S. Bonomo...... New Fairfield, CT P. Byrnes ...... Pennsauken, NJ Leon Siverling ...... Brooklyn, WI
28 OCTOBER 2000 -S&L from page 1 Lansing, Michigan Just before the first day of Air Builders' Conference Venture there was a shiny DC-3 October 21, 2000 that arrived, sporting the Delta Air lines livery. Then, just behind, • Overview of Aircraft Building & FAA Regulations arrived a Travelair 6000 also sport • Composite Construction ing the Delta name. If you ever • Fabric Covering wanted to see a new DC-3 , you • Sheet Metal Construction have to see this one! • Welding Previously I had been told by EAA MEMBERS $89 NON· MEMBERS $99 Ed and Connie Bowlin that it was nice, but seeing is believing. Both Owner Maintenance these aircraft belong to Delta Air October 22, 2000 lines. Delta allowed some 78,000 A one day hands-on , course dealing with the 28 maintenance hours of labor to be lovingly ap items a pilot/owner can perform on their airplane legally, will be held plied to the DC-3 by employees October 22. Save money! Know your plane! and volunteers. EAA MEMBERS $129 NON·MEMBERS $149 Isn't it neat to see a company and its employees be that proud of their history, and make it a priority to share their heritage? For this ex traordinary corporate effort, Delta The LeaderIn Recreational AviatUm walked way with the prestigious Judge's Choice Award. This special award is not presented every year, Lakeland, Florida but is a way in which restorations Builders' Conference which are completed under special November 4, 2000 circumstances can be recognized as • Overview of Aircraft Building & FAA Regulat ions extraordinary projects. • Composite Construction By the way, many of the Delta personnel who came with the DC-3 • Fabric Covering • Sheet Metal Construction were first-time attendees. They told me how impressed they were with • Welding EAA MEMBERS $89 NON·MEMBERS $99 the people and the operation of the Vintage Aircraft area. We look for ward to having them return with Owner Maintenance their beautiful aircraft. November 5, 2000 Attendance was up in the Con A one day hands-on, course dealing with the 28 maintenance temporary judging classification, items a pilot/owner can perform on their airplane legally, will be held with at least 54 airplanes on the November 5. Save money! Know your plane! flightline that fit in the new ex EAA MEMBERS $129 NON·MEMBERS $149 panded section of the category, those airplanes built between 1961 through 1965. (The entire category encompasses those aircraft built from 1956 through 1960.) We're WORKSHOPS 800·967·5746 looking forward to more show www.sportair.com quality Contemporary restorations ~ Call or log-on for our complete workshop calendar appearing at fly-ins across the coun "Under EAA's leadership try and during EAA AirVenture. these workshops are While you're enjoying the crisp ~: , better than ever," ·, , fall flying weather, ask a friend to Ron Alexander • join the Vintage Aircraft Associa workshop developer. aAirc raft Coa t i ng s "Proud Sponsors of EAA SportAir Workshops" tion. Remember, we are better together. Join us and have it all! ...... VINTAGE AIRPLANE TN' GNLY ~n~ WAYTG 'G"'~ ~ YGU~ ~ ~PLAtfE. Fly-In Calendar Of course, if you plan to fl~ it, the easiest way is stiD Poly-Fiber. The following list ofcoming events is furnished to our readers as a matter of information only and does not constitute approval, sponsorship, involvement, ~hy Poly-Fiber? Because for 30 years builders control or direction ofany event (fly-in, seminars, fly market, etc.) listed. " have followed our easy steps and achieved safe, Please send the information to EAA , All: Vintage Airplan e, P.D. Box 3086, truly superlative, long-lasting results. And Poly-Fiber Oshkosh, WI 54903-3086. Information should be received four months prior to the event date. products are painstakingly manufactured and proven over time. Our reader-friendly manual is almost like EAA Regional Fly-Ins shown in bold. having an instructor right there with you, and if you'd like some coaching, try one of our hands-on worl Fly high with a VINTAGE TRADER quality Classic interior Something to buy, sell or trade? Complete interior assemblies for do-it-yourself installation. Custom quality at economical prices. • Cushion upholstery sets MISCELLANEOUS • Wall panel sets An ;ne 'Cpensive ad in (he Vintage Trader may bejusl the answer to obtaining Ih at elusive part. .55¢ per • Headliners lVord, $8.00 minimum charge. Se,ulyour od alld payment to: Vintage Trader, EM Aviatioll Center, P.O. Box 3086, Oshkosh, WI 54903-3086, or fax your ad and your credit card number to 920/426 • Carpet sets 4828. Ads must be received by th e 20th ofth e month /or insertion in the issue the second month • Baggage compartment sets following (e.g., October 20th for the December issue.) • Firewall covers BABBITT BEARING SERVICE - rod bearings, main bearings, camshaft bearings, master rods, • Seat slings valves. Call us Toll Free 1/800 /233-6934 , e-mail [email protected] Web site www.ramengine.com VINTAGE ENGINE MACHINE WORKS, N. 604 FR EYA ST., SPOKANE, • Recover envelopes and dopes WA 99202. Free catalog of complete product line. AIRCRAFT LINEN -Imported. Fabric tapes. For an 18" by 18" sample, send $10.00. Contact Fabric Selection Guide showing actual sample colors and for price list. WW I Aviation Originals, Ltd., 18 Joumey's End, Mendon, VT 05701 USA Tel: styles of materials: $3.00. 8021786-0705, fax: 802/786-2129. E-mail: [email protected] 1940's aircraft oil temperature gauges - 8' capillary, new-old stock, $125 • Wind generators complete with aluminum propeller, new-old stock, $300 · 1920's and 1930's ACCA aircraft year books, $125 each · Brass 2" Pioneer Venturi, $145 • Buy/SeIVTrade vintage aircraft instruments air,e';;AODUCTS, INC. and parts · Old Jon Aldrich, PhlFax 2091962-6121 , E-Mail [email protected] 259 Lower Morrisville Rd. , Dept. VA Vinlage Federal skis, #SC-3, Mfg. 1942-1943 with cables and fittings for '48 C-170. Pictures Fallsington, PA 19054 (215) 295-4115 available. Possible New England delivery. $750. Larry Stagna, 207/563-1196. www.airtexi nteriors.com 30 OCTOBER 2000 Gr J;mBrown Kinnelon, NJ 1942, first airplane ride 1952, Naval Flight school at Pensacola 1954, commissioned as second lieutenant USMC 1957, joined Pan Am - -. Jim Brown and his niece, Chris Travers, prepare for fake-off in his Meyers OTW. 1961 to 1992, US Air AUAis "I got the Meyers OTW in the fall of AUA's Exclusive EAA Vintage Aircraft Assoc. '94. I decided on AUA as my insurer Insurance Program ~ and am I glad I did! In late '97 a approved. friend's tractor got away from him and Lower liability and hull premiums rammed the OTW. AUA came through Medical payments included with flying colors. I expected a rate Fleet discounts for multiple aircraft To become a carrying all risk coverages increase on my premium the next year. No hand-propping exclusion member of the To my surprise and relief it was actually No age penalty lower. Needless to say, I am impressed No component parts endorsements Vintage Aircraft and highly recommend AUA" Discounts for claim-free renewals - Jim Brown carrying all risk coverages Association call 800·843·3612 The best is affordable. Remember, Give AUA a call - it's FREE! We're Better Together' 800-727-3823 Fly with the pros ... fly with AUA Inc. AVIATION UNLIMITED AGENCY VINTAGE Membershi~ Services Directory_ AIRCRAFT Enjoy the many benefits ofBAA and the BAA Vintage Aircraft Association ~ ASSOCIATION EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873 Web Site: http://www,eaa,org and http://www,airventure,org E-Mail: vintage@eaa,org OFFICERS EAA and Division Membership Services Flight Advisors information ..... 920-426-6522 Flight Inst ructor information ... 920-426-6801 Presldent Vice-President 800-843-3612 """""'" FAX 920-426-6761 Espie 'Butch' Joyce George Doubner (8:00AM-7:00 PM Monday- Friday CST) Flying Start Program, , , , , , , , , , , 920-426-6847 P.O. 80x 35584 2448 Lough Lane Library Services/ Research ...... 920-426-4848 Greensboro. NC 27425 Hartford, WI 53027 • New/renew memberships: EAA, Divisions 336/393.0344 262/673-5885 (Vintage Aircraft Association, LAC, Warbirdsl. 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M149065 1429 Kings Lynn Rd EAA available for $50 per year (SPORT AVIATION mag 616/624-6490 Stoughton. WI 53589 Membership in the Experimental Aircraft Association, azine not included). (Add $10 for Foreign 608/877-8485 RagerGomall [email protected] Inc. is $40 for one year, including 12 issues of SPORT Postage,) 321 -1/2 S. BroadWay #3 AVIATION. Family membership is available for an addi Rochester. MN 55904 Geoff Robison 507 /288-2810 1521 E. MacGregor Dr. tional $10 annually. Junior Membership (under 19 WARBIRDS [email protected] New Hoven. IN 46774 years of age) is available at $23 annually. All major Current EAA members may join the EAA Warbirds of 219/493-4724 America Division and receive WARBIRDS magazine Dale A. Gustafson e-mail: [email protected] credit cards accepted for membership. (Add $16 for 7724 Shady Hill Dr. Foreign Postage,) for an additional $35 per year. Indianapolis. IN 46278 S.H. 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