vintage airplane - mar 2001
TRANSCRIPT
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M A R C H
2 1
The agazine the E A A V I N T A G E A I R C R A F T A S S O C I A T I O N
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STRAIGHT AND LEVEUButch]oyce
2
VAA NEWS
4
AEROMAIU HG. Frautschy
-
SPORT PILOT/ Scott Spangler
6
FROM THE ARCHIVES/ HG . Frautschy
7
AIR MAIL FOR SMALL TOWNS/ Earl Stahl
3 THE WAY
TO
OSHKOSH/
Bill
&
Katherine
Smith
2
MTO LUSCOMBE FLY-
IN
Gene Horsman
22 VINTAGE PRODUCTS
24
TYPE
CLUB NOTES/ HG Frautschy
25 PASS IT
TO
BUCK
Buck Hilbert
27 MYSTERY PLANE
28 NEW MEMBERS
29 CALENDAR
3
CLASSIFIEDS
www vintageaircraft org
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L
by
ESPIE
BUTCH
JOYCE
PRESI
DENT , VI
NTAGE AIRCRAFT
ASSOCIATION
Are you headed
to
Sun 'n Fun in Lakeland,
Florida next
month?
As
the
kick-off of the fly
in season,
it
really gets
the
cobwebs swept away.
Are
you
prepared? Is your plane as ready? Perhaps an
hour
with
an instructor brushing up on your skills might be a good
idea, and making one last inspection well in advance of
your journey
should
be included
in your
plans.
What?
You haven't had
a
chance
to get
down
to Lakeland and
enjoy the first major fly-in of the season? See
if
you can't
clear off a few days in
your
schedule, and get to Florida
for the fun - you won't regret it.
See
VAA News on page
2
for
more information on Sun 'n Fun.
The guys and gals in the Vintage Aircraft area have al
ways been great hosts. A great source
of enjoyment
each
year
is
seeing
the
new restorations
that
have been com
pleted over the winter.
Occasionally I receive a comment regarding the differ
ent ways a restoration is accomplished. A few of our
members feel that restorations which are accomplished
by professional restorers
should
not be given the same
recognition
as
those rebuilt by restorers
who turn
every
nut
and
bolt on their own airplanes. We've discussed
this subject in the past, and for the benefit of
our
newer
members, please allow me to explain our position on
this matter.
The aircraft is judged
and scored
on a standard
form using a pOint
system.
The
score
is based
solely
on
the
quality of
the
restoration. In this
way, the
owner, or person who did the restoration, and
any
possible political factors are
not
included in these fac
tors. It's the airplane's fidelity to originality and
workmanship
that matter.
At
Oshkosh we
take
great
you,
the
builder, by
the FAA.
This freedom is a direct re
sult
of
the
effort
put forth on
your
behalf by Paul
Poberezny,
EAA
staff and
volunteers. EAA's continued
work with the FAA over a 40-year span has established a
great deal of credibility with the agency.
Now when it comes
to
the restoration of an airplane,
one
built
by a manufacturer and issued a
standard
air
worthiness
certificate,
a different set
of rules
and
regulations have been in place for a long time. It can be a
daunting
task for
any
individual.
f
you
want
to restore a
type-certificated airplane, you have several choices. You
can
go to
A P school
and
get your
licenses,
which
will
allow you to
do
all the work yourself (except for the final
sign off by a A P with an Inspection Authorization). Or
you can find a person with
the
proper license who
is
willing
to
allow you
to
work
on the restoration
while
they monitor
the
restoration to
make
sure it is being
done
correctly.
Finally, you can take your project
to
a professional
shop and
pay
them
to
hand it back
to
you as a com-
pleted restoration,
ready to
flyaway.
You
can
also use
any
combination of the above to reach the desired re
sults. When
we choose to feature an airplane here in
the
pages of Vintage Airplane, we're careful to clearly depict
how the
restoration was accomplished . We feel it
is our
responsibility to encourage the high-quality restoration
of all aircraft, especially those
in our
judging categories.
lf that means we show the excellent work done by a pro
fessional
restorer
for a
wealthy
individual, then
we'll
highlight the fact the airplane was done in
that
fashion.
The creation of
th
e Sikorsky S-38 replica
is
a great exam
ple of what can be
accomplished when
a great deal of
money
can
be
dedicated
to re-creating an historic air
craft.
Highlighting that
airplane
certainly does
not
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VAA NEWS
compiled by H.G. Frautschy
COVERS
ront
Cover ...
Family
ties can be the
strongest
,even when
it s
related
to
a
beautiful
piece
of
machinery
.The father and son team
of
Bill
and
Steve
Scott
searched
for
this
particular
Stinson
108, which
had
been
flown
many
years ago by
Bill. Now fully
restored ,
hey
ve
flown
the airplane to
Florida and
Wisconsin
for the
two major
EM Fly-Ins. Roscoe
Butch
,
alongtime friend
of
Bil
l
s, accompanied
him
during our photo mission during
Sun
n Fun
2000. EM photo by Mark Schaible, shot with
a
Canon
EOS1n equipped with an 80-200 mm
lens on 100
ASA Fuji slide film . EM
Cessna
210 photo plane
flown
by Bruce Moore.
ack Cover ..Aviation sGolden Spike is
the
title of John
Sarsfield s
acrylic
painting,
which depicts the first non-stop transconti
nental
flight across the United States.
The
painting was
awarded
aPar Excellence ribbon .
Flown
by
Us
.
O.
G. Kelly and J. A.
Macready,
US Air Service, they used
a
Fokker T-2 (F. IV)
monoplane
powered
by a420 hp Liberty
en
gine.
Two
previous attempts
had
failed
,
but
on
the
third try, acomplete flight was made
over
the
2-3
May
1923.
Taking
off from Roosevelt
Field ,
Long
Island, at
12
.36 p.m.
ET
,
they
ar
rived at Rockwell Field,
San
Diego, California
,
at 12.26
p.m
. PT on May 3.Their route took
them over Dayton, Oh i
o; Indianapolis
,
Indiana;
SU N N FUN
The 27th Sun 'n Fun Fly-In will be
held
April 8-14, 2001 ,
at
Lakeland
Linder Airport in Lakeland, Florida.
Sun
'n
Fun
traditionally
"kicks off"
the international fly-in and air show
season.
Last
year, more
than
650,000
people
and
8,000 aircraft
partici
pated.
Education
remains
the
focus of
Sun 'n Fun's weeklong activities.
Fo-
rums covering topics
that
range
from aircraft construction , mainte
nance and restoration to buying
insurance and hundreds of topics in
be
tween
will be
presented
by avia
tion experts from
around
the world .
Workshops, sharing a wide range of
hands-on instructions with builders,
will run continuously from
Sunday
through Saturday. Additional areas
will be offered in a discussion and
demonstration format.
Aircraft of every size, shape and
description
can
be found along Sun
'n Fun's fl ightline, including vin
tage, aerobatic, ultralight, Warbird,
rotorcraft, experimental-category
and everything
in
between. Activi
ties include a superb daily air show
featuring the world's
top
performers
and
a full line-up of evening pro
grams.
In addition,
mor
e
than
450 com
mercial exhibits
repres
e
nting th
e
of the
NOTAM,
and handy 3x5
booklet containing key information
in a cockpit friendly smaller size.
You can also view still shots from
the video at http://asy.faa.gov.
f you're planning on flying into
the
e
vent,
please
prepare
a
sign,
readable from outside your airplane
so
the
volunteers directing you to a
parking spot will know wher
e
to
send you . Vintage Parking and Vin
tage
Camping
would be good
choices to let them
know
you want
to park with your fellow Vintage air
plane enthusiasts.
We'll see you there
EAA SPORTAIR TIG
WELDING WORKSHOPS
Aircraft
builders
and
restor
ers
seeking to
develop or
refine their
TIG
(tungsten inert
gas) welding
skills
now
have an
outstanding op
portunity
to learn more
abut
TIG
welding at EAA SportAir Workshops
to be held throughout
2001.
The
workshops are provided by
EAA
, The
Leader in Recreational Aviation, in
association with Lincoln Electric.
These workshops,
held at
the
Alexander Technical Ce
nter's
state
of-the-art workshop
at Griffin,
Georgia, offer hands-on experience
with
TIG
weldin
g (also
known
as
GT AW -gas tungsten arc we
lding).
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•
June 8-10 (advanced)
•
July 13-15
•
Aug.
24-26
•
Oct. 5-7
•
Oct. 26-28
•
Nov. 30-Dec. 2
The Lincoln Square Wave
175
TIG welding unit will
be
used for in
struction
throughout the
series.
Students
will spend time in a class
room learning the basics of welding
before spending the majority of the
session in the welding booth, learn
ing
and practicing the techniques
needed
to
weld 4130 tubing, steel
plate
and aluminum. Linco
ln
Elec
tric professionals will be on hand to
assist
students with
development of
their welding skills.
Each class
is
limited to
12 s
tu
dents,
with registration
fees
including
all instructional sessions
and materials. For more informa
tion or to
register
for
any EAA
SportAir Workshop, call 800-967
5746 or
visit
the
SportAir website
www sportair com
The
TIG
Welding Workshops
are
part of the EAA SportAir Workshops
series, with
more than 40 sessions
throughout the country designed to
assist aircraft builders and restorers.
P CIF IC
CO ST DRE M
M CHINES
On th e west coast, April means
the fly-in season
is
in full swing, and
one of the great events is the 11 th
Annual
Pacific
Coast Dream Ma
chines show, a gathering
of
all
things
motive
and
mechanical.
Over
2,000
flying,
driving
and
working
ma
chines
will be on display.
The
show
will be
held at
Half Moon Airport on
Sunday, April 29, 10 a.m.-4 p.m. $10
for adults, $5 for children ages 5-14
and adults 65+. For
information
, call
650/726-2328.
TYPE
C L U B
H O N O R S
Two of aviati
on's
finest
type club
folks have passed away. J.J. "Jonsey"
Paul
died
late
in February in
Hous
ton, Texas. As near as we can tell, as
chairman
of
the
National
Stinson
Club
for 35 years, he was the longest
serving
head
of any vintage aircraft
type cl
ub
.
Alice Bergeson, who with her hus
band John,
ran
the
Cub and
Luscombe C
lu b
s until recently ,
passed away in
January.
Long
a fix
ture in a
variety
of type club
newsletters,
the Bergesons
have
many friends among Cub, Luscombe
and
Bucker owners
and
pilots.
Our
condo
lences to the
families
and
friends
of both Jonsey
Paul and
Alice Bergeson.
INTERNATIONAL VAA HALL O FAME
On this page
is
the nominating peti
tion
for the VAA Hall of Fame. f you
wish
to nominate an individual who you
believe has made a significant contribu
tion
to
the
advancement of
aviation
between 1950 and the present day,
please make a copy of this form, fill it
out, add supporting material and send
it to:
Charles W.
Harris, P.O . Box
470350, Tulsa, OK 74147
-0
350. Please
mark the envelope: VAA Hall of Fame,
Attn: C. Harris.
Person nominated for induction in
the
VAA
Hall
of Fame:
Name
______________________________________________________ _
Street
___________________________________ Phone Number _________
City
State Zip
_________________
Date
of
Birth
If
Deceased, Date
of Death
________________
Area of
contributions to aviation
__________________________________ _
Date
or
time
SJlilIl
of
the
nominee's contributions to aviation. Must be between 1950 · to
the
present
day.
Please
be
as thorough and objective
as possible. Attach copies of materials
Describe
th
e event
or nature of activities the
nominee has
undertaken
in
aviation to
be worthy
of indu
ction
into the
V
AA Hall of
Fame. ______________________ _
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VINTAGE
ER
GRUMMAN WIDGEON
Dear Henry G.,
When I
went with
Pan Am in
1943, it
was as
an instrument
instructor,
giving
Pan Am pilots
training on all aspects
of
low fre
quency radio range flying and man
ual direction finder tracking. ADFs
were unknown
at
the time. There
were no artificial horizons, no ADFs
VORs,ILSs.
For this type of training Pan Am
had four Widgeons
(below)
with
200-horsepower Rangers and with
wooden props. These airplanes were
modified with a third set of controls,
throttles, and instruments at a com
plete ly closed-in position aft of the
captain's seat.
To the right of, and adjacent to,
this third set of controls sat
another
student who took
manual DF
loop
bearings
from
an enclosed loop
antenna mounted atop
the
fuselage,
rotateable by a control knob in the
ceiling. With earphones on, the sec
ond student would take a loop bear
ing,
set
up
the
relative bearing
observed on a plastic hand-held con
verter
and
then call out the QDM
(magnetic bearing to the station) to
the student at the adjacent third set
of controls,
who
would make correc
tions left or right in track solely by
the
QDM bearings voiced
to him.
Let
downs could
be
made
under
poor weather conditions.
I have many hours of Widgeon
flying. The airplane was strongly
built. With an engine inoperative it
would lose altitude slowly. Although
the
airplane could operate from
the
nearby waters of Flushing Bay it was
airline policy not to do so, and take
offs and landings were conducted on
the runways
at
Pan Am's base at
La
Guardia Field.
Sincerely,
Holland Redfield
Long Island, New York
R NGER M INTEN NCE
Dear H.G.,
Re: your article in
Vintage
Airplane
on
the
Ranger powered
Widgeon . After WWII Ranger
engines
and
parts were available at
near junk prices. I rebuilt a Fairchild
24 C8F
and replaced
the
Ranger
390D with a 6-440
C 2
which I also
overhauled. The six-cylinder Ranger
is the smoothest engine I have ever
flown behind, but that's not what
I'm writing about. My
experience
may he lp others. I had the good for
tune of going through Pratt &
Whitney Engine
school
and the
instructors were top
notch
and really
knew
their stuff. I was
told
that
when setting
up
an
engine,
if you
want performance, not to trust tim
ing marks. The inline Rangers have
an
overhead camshaft
driven by a
tower
shaft
with four bevel gears
that are splined to the shaft.
By
find
ing
top, dead center
on
No. 1 and
adjusting
a combination
of
gear
teeth and splines you can get perfect
timing. I did this
and also polished
the intake manifolds and made sure
the pipes were perfectly aligned. I
don't
have a
dynamometer to
test
the engine, but by carefully flight
testing
the
airplane performance, I
could
work
backwards and obtain
engine
HP.
As you know, rate of climb is a
function of excess horsepower. My
calcu lations, after carefully weight
ing
the
airplane,
and on
a near stan
dard day at approximately sea level
indicated
that
the engine
was
putting out over
190 horsepower
That's about 9 percent more than
the
engine specification. With
the
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Sport Pilot A vintage opportunity
y sco
Sp
angler
M
any aviators speak of a time
when aviation was simpler,
a
time when pilots
were
noted for their stick and rudder skills
instead of
system management.
When the FAA publishes its sport
pilot notice of proposed rulemaking
NPRM), to a great degree these days
will be
back
because sport pilot
is
more
than
a pilot certificate, it's a
package deal
that includes
aircraft
certification and mechanics.
PILOTS
INSTRU T
OR
S
The sport
pilot
certificate is
de
signed
for people
who
want
to
fly
simple, lightweight, two-seat aircraft
for fun and recreation. To earn
the
certificate you must be
at least 16
years old and able to read
and
speak
English. You'll also need some form
of medical certification. Sport pilots
will reportedly have two options:
they can hold a third-class
medical
certificate or a valid U.S. state dri
ver's license.
f
you already hold a pilot certifi
cate,
you
can fly as a
sport pilot by
meeting its eligibility and training re
quirements (verified by instructor
logbook
endorsements) and
adher
ing to the privileges given to sport
pilots.
f
you want to re-exercise the
privileges of your other certificates,
you'll need
to
meet their specific re
quirements.
For example, because you've been
or
D airspace
without
prior permis
sion of the
ATC
facility responSible
for
that
airspace. ( Prior permission
means
a
phone
call
or
radio
trans
mission requesting a clearance
into
the airspace.)
Because
the majority
of the air
craft sport pilots will fly have flying
qualities
different
from
standard
category aircraft, the FAA will create
a cadre of flight instructors
who
are
qualified to teach
in
them by
grandfathering
pilots
who hold
advanced or basic flight
instructor
ratings from
one
of
the
ultralight as
sociations,
such as
EAA, the
AeroSports Connection,
and
the
U.S. Ultralight Association.
The grandfathered instructors will
meet
part or
all
of
the flight profi
ciency and
aeronautical
experience
requirements applicable
to
the air
craft they fly, in
addition to
taking
the knowledge test on the funda
mentals
of
instruction that is
required of all flight instructors. Un
like flight instructors who teach in
standard-category aircraft, sport pilot
instructors
will
not
need
to earn
a
commercial pilot certificate or an in
strument rating.
AIR RAFT M E HA
NI S
Sport pilots will be
able
to
fly a
diverse
group of aircraft
that fall
into
four broad categories: fixed
wing, trike, powered parachute,
and
weight above
the
1,232-pound
limit
would make
the airplane
ineligible
for use by a sport pilot.
To vintage
enthusiasts this might
be discouraging, but
there
are a lot
of sportplanes that
look
like Cubs,
Champs, T-Craft,
and
others, not
to
mention World War I biplane fight
ers.
Certainly
a look-alike
Cub
isn' t
the same as
one
born in Lock
Haven,
but both of them
fly. And
flying a sportplane that fits the vin
tage
mold
offers
other
benefits. You
don't have
to
worry about scroung
ing
for
or making parts, and you
can fix your
own
airplane without
having
a certificated
mechanic
sign
off on your work.
Part of the sport pilot proposal is a
new subcategory to
FAR
Part 21
that
will enable existing and
future
sin
gle-
and
two-seat l ightplanes
including those now used for train
ing
ultralight
pilots
under an
exemption to the FARs-to be certifi
cated as experimental light aircraft.
The owners of these aircraft would
not
have to meet homebuilding's
51-percent rule,
but
they will get a
repairman's certificate
so they can
maintain
and inspect the
aircraft
they assemble.
The
FAA
would also create a spe
cial airworthiness certification
category in Part 21 that
wou
ld allow
manufacturers to sell new
light,
ready-to-fly light aircraft without the
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E
c
s
In 1929, Oshkosh resident Robert
w. O Hara traveled to Nome, Alaska
for the wedding of his brother Floyd.
uring his visit,
he
snapped a few
photos of aviation activities there in
the remote outpost. Here are a
f w
of
the shots he took during his visit.
From Top to Bottom
This postcard of a Wien Alaska Airways
Hamilton
H-47
Metalplane was included in
O'Hara's collection. A Pratt & Whitney
Hornet engine
of
525 hp powered the H-47.
A Canadian-registered Fairchild 71 sits on a
pair
of
wooden skis with its wings folded
back for storage. A preheat blanket
is
draped over the Pratt & Whitney Wasp, as
the crew gets ready to fly. The other shot
shows an American registered Fairchild 71
with
engine cover
as it
is parked in the snow.
hat appears to be a Bellanca 300-W
Pacemaker sits on
front
of
one
of
the airport
shacks
at the Nome airport, with just a light
dusting
of
snow on the ground. The registra
tion number
is
not visible, but it is known
that Merrill Wien obtained NC354W
SIN 3 3
and used
it
in his Alaska operations. Could
this be it? Can anyone add to our meager
information regarding this airplane?
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A
ir transportation was
growing rapidly in
the
late 1930s,
with
routes crisscrossing the na-
tion between
major cities.
Not
wanting to be
left
out,
many
smaller communities,
some without airports, be-
gan
clamoring to benefit
from more rapid transit to
spur economic development.
Under pressure from Con-
gress and with concurrence
of
President Franklin Roo-
sevelt the Post Office
Department POD) in early
1938 outlined plans
or two
experimental routes to
transport mail
without
stops
to small cities
and
rural communities some
with populations
under
1,000.
The idea of delivering
and
pick
ing
up
and
small packages on
the
fly
was
decades old.
Be
fore
World War I military organizations
made limited experiments.
Aft
er
the
war a
number
of visionaries and
inventors demonstrated various con
ce
pts at
Boston,
Long Island, NY,
Whittier,
CA
and Seattle with mod
est success.
E RLY EXPERIMENTS
The
most
determined
advocate
was dentist Lytle S. Adams. In 1928,
after toying with
the
idea for years,
On the
previous page) Center Photo: During
the
fall of
1939,
All American Aviation staged
this demonstration of
an
aerial pickup on
the
Mall in Washington,
D.C.
for
Post
Office and
congressional bigwigs. This view
is
looking east towards the u.s. Capital, with General Grant s
statue in the background. Courtesy of the u.S
Postal
Service . Top Left Photo: Poor weather
the day before forced this All American Aviation Stinson
SR
-10C to spend the night tied down
between the pickup poles at one of the pickup sites. Courtesy of Earl Stahl. Bottom Left
Photo: The envelope
of
a letter plucked from
the
deck of
the
ocean liner
U.S
.S. Leviathan,
using
the
Adams air pickup/delivery
system
. Bottom Right Photo:
Each
pickup site required a
local messenger to prepare
the
protective cargo container for pickup, and to retrieve
the
con
tainer
after the
aircraft dropped it . Courtesy of Earl Stahl
The trailing cable
has
just contact
ed
the
transfer rope to capture
the
outgoing
load. The grapple
will
then slide to the
knotted
end (in
this
case,
to your right) while the
container, slowed by a frict ion
device, moves to
the
opposite end.
Courtesy
of
Earl Stahl
, .
A perfect delivery during a
pickup/drop-off
at
Johnstown,
Pennsylvania during
the
spring of 1940. The pole mark
ers are missing due
to
grapple
or storm damage. Courtesy
of
Earl
Stahl
.
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Northerly Island, in the midst of the
Chicago World's Fair, liThe Century
of Progress./I For
several
months
Braniff Airlines used Stinson
Detroiter SM-1 s to make
three
flights
daily
between
the
fair and
Chicago s major airport.
Braniff
declared the service successful but
refused further
involvement with
such a venture.
Abandoning
the
unwieldy ground
structure,
the ever-determined
Dr.
Adams
conducted further experi
ments at Thomasville, Georgia,
and
Morgantown, West Virginia. Trying
a new approach, two upright poles
were used to hold aloft a loop of
thick
hemp
rope;
the
attached out
going
container rested on
the
ground beneath. The pickup plane, a
Bellanca CH, trailed a cable with a
four-prong hook to capture
the
rope
with bag, which was then reeled
aboard.
EXPERIMENT L
SERVICE
UTHORIZED
To respond to smaller
communi
ties desire to join the unfolding air
age,
during the spring of
1938
Congress authorized
establishment
of experimenta l airmail services to
serve rural America. Despite limited
enthusiasm among top managers of
the Post Office Department, bids for
operating
two
routes
totaling
954
miles with were solicited. The routes
had 52 pickup locations chosen. The
demonstration period was to be for
one year. To determine the practica
bility
of
such a service, the region
selected
for testing was one
of
rugged terrain with
potential
for
During 934 this letter
to
a local philanthropist was picked up from the lagoon at the
Chicago World's
Fair
A Century of Progress.
potential
for success ,
duPont,
who
was young, ambitious and wealthy,
agreed to provide financial backing
and
became
president of All
American.
Only one bidder,
All
American Aviation, responded with
an offer to provide the service. They
were awarded both routes. Their bid
price
to
fly the route across
Pennsylvania was 32 cents per plane
mile. Service to Huntington would
cost 43 cents per mile.
With contracts in hand,
an
en t
ir
e
organization to carry
out the
mission
had to be
quickly assembled.
Pittsburgh was selected as the
hub
of
operations.
Personnel
including
managers, flight crews, and airframe
and engine
A & E)
mechanics were
hired. Also, sites with
unobstructed
flight paths
had
to be located at vari
ous communities for installation
of
ground equipment. At each commu
nity a messenger was needed to han
dle mail, set-up
the station to
dis
patch
and
receive
the
exchanged
cost of about $11,500. The order was
placed without detailed evaluation
of
the
variety of
modern
planes
available. As soon as they were deliv
ered,
their
cabins were stripped for
installation of pickup equipment.
PIC
KUP SYSTEM MO IFIE
Meanwhile, newly hired
opera
tions manger James G. Ray, former
WWI aviator, flight instructor, auto
gyro and aircraft test pilot, promptly
assembled
a
task-team
to
upgrade
the pickup system. Pilot Norman
Rintoul
and mechanic Victor
Yesulates, who
had
worked for Dr.
Adams in earlier experiments, were
placed on the team. An engineering
firm was called
upon
for consulta
tion
and
engineering services.
Within
several
months
upgraded
concepts were agreed
upon
to modi
fy the
pickup
apparatus
to
be
installed on
the
planes, as would be
the
equipment required at eac
h
ground station.
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FROM
1928-34
LY TL E S .
AOAMS
REFINEO
THI
S CONCEPT OF A
FUNNEL-T
RAP WITH
CATAP
UL
T
IN EXPERIMENTS
AT Si:ATTLE
FOLLOWEO
BY
OEMONSTRATIONS
AT SEA
ON
OCE
AN-LINER LEVIATHAN , BY
CLIFFORD
BALL
AIRLINE
IN PENNSYLVANIA
/OHIO AND
AT
THE CHICAGO WORLD S
FAIR
CENTURY
OF PROGRESS
AIR PICKUP DELIVERY EXPERIMENTS
by
DR
. LYTLE S.
ADAMS
Graphic 1
CLIFFORO
BALL AIRLINES
CONOUCTED
EXPERIMENTS AT YOUNGSTOWN,
OH.,
N W CASTLE S BEAVER FALLS, PA.
USING OR. ADAM S SYSTEM: TRAIL_
ING
A
CABLE
THROUGH A SLOTTED,
V
SHAPED STRUCTURE,
WAS
DEPOSITED
WHEN
A FRANGIBLE
CONNECTOR SEPARATED. A STEEL
BALL AT CABLE'S END THEN ENGAGED
A SLOTTED THIMBLE TO CATAPULT
OUTGOING MAIL IN THE DIRECTION
OF FLIGHT. PILOTS
TROWBRIDGE
SEBREE S LOWELL SCROGGINS FLEW
FAIRCHILD FC-2 AIRCRAFT.
1928 SEA TTLE
OEMDNSTAA T I ON
GROUND APPARATUS IN SIMPLIFIED
CROSS-SECTION) TO
RECEIVE INCOMING &
ENGAGE/CATAPULT
OUTGOING CARGO
Graphic 2
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cable that would trail below and
behind the plane. The cable would
be wound out and in by a hand
operated reel. At the cable's lower
end was a four-prong, eight-pound
grappling hook.
The modified ground equipment
would consist of two 30-foot high
sturdy steel poles set in concrete, 60
feet apart. Large wooden parallelo
grams, painted orange for better
visibility,
were placed atop the
poles. Instead of Adams' loop of
transfer rope with
the
mail contain
er resting on the
ground,
a single
length of hemp rope with
the
out
going mailbag placed near the cen
ter was held aloft between
the
posts
by spring clips.
With
this scheme (See page 12
graphiC 3) a pilot would approach a
pickup site at a moderate speed fly-
ing at
50-70
feet altitude. The grap
ple would
then
be below the height
of the horizontally suspended trans
fer rope. Upon contact, the stretched
rope was pulled free
of
the clips
holding it to the poles. The hook
then slid along the new-trailing rope
to one end .
Meanwhile, the mail
container slid toward the other end,
being decelerated by a simple attach
ment fixture with parallel
wooden
jaws that moved tightly together to
exert a high frictional force to slow
the rate of reaching
the
rope's knot
ted end.
Just
before the
plane
crossed
the
poles, an identical mail
container and transfer rope were
released by
the
pilot to free-fall
to
the ground, where it could be picked
up by the local attendant.
Norman
Rintoul, who flew many
experimental pickups, was deSignat
ed Chief Pilot at a salary of $175 a
month.
Others
hired were: Holger
HOiriis, famed trans-Atlantic pilot;
Camille Vinet, one-time
Pennsylvania Director
for
Aeronautics;
James Piersol, barn
stormer and columnist for newspa
pers;
Thomas
Kincheloe,
barn
stormer and
charter pilot.
Two
reserve pilots, Raymond Elder
and
Lloyd Juelson were also employed.
At startup, five flight mechanics
were selected; all
had
to have
A&E
licenses. They would have responsi
bilities for the mail,
preparing
the
pickup apparatus for airdrop deliver
ies, and
then
bringing
picked
up
cargo aboard to be sorted for deliv
ery to upcoming stations or the ter
minal.
At
terminal stops they would
inspect, service and make minor
repairs to the aircraft.
Locating
adequate
pick
up sites
near each
community
was an imme
diate necessity. Ground stations
required
clear
approaches
from
either side; also the flight path could
present no hazard to those on the
ground. Suitable spaces
at
airfields,
parks, pastures and even a cemetery
were found.
DIRECT
IRM IL
FOR
SM LL TOWNS
Service on Route 1002, Pittsburgh
to Huntington, West Virginia, start
ed on May 12, 1939. Route 1001,
Pittsburgh to
Philadelphia with
a
terminal stop at Harrisburg was initi
ated two days later. To
accommo
neering arrival at nearby Latrobe,
where Norm Rintoul made a perfect
delivery
and
pickup. Minutes later
sections two, then three appeared.
Each following
pilot
missed grab
bing
their outbound bags, so they
had to try again. As experience
was
gained, such misses became infre
quent. Two days later, Route 1001
was initiated to Philadelphia, first
traveling north
as
far
as
Corry, near
the New York border, then heading
southeast,
diagonally across
the
state. Again, large crowds gathered
to see
how
mail-on-the-fly would be
handled. In
fact, throughout the
decade of service to follow, specta
tors frequently came to pickup sites
to glimpse an interesting event.
CH LLENGES FOR FLIGHT CREWS
Except for the relatively flat ter
rain
near
Philadelphia almost all
round
trips would
be
over
the
Appalachian plateau, ridge, and val
ley regions. Unlike the numerous
high-peaked mountains of the west,
none of the
mountains
along these
routes exceed 3,500
feet;
yet the
region
had
already earned the repu
tation
as
an Aviator's Graveyard.
Sudden, harsh electrical storms with
heavy downpours are
common
from
spring through fall. Low stratus
clouds sometimes cloak mountain
ridges and dense valley fogs occur
frequently. From mid-Fall to mid
April
snow and
ice,
along with
strong, gusty winds can prevail. Back
then these circumstances were fur
ther worsened by vast amounts of
pollutants
being spewed into the
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AIR PICKUP WITH GRAPPLE 1939 - 41
STINSON
SR-IOC
HEMP ROPE
(So ,-ONG
Graphic 3
most
necessity. Train tracks, road
intersections, electrical transmission
lines, a distinctive barn, water tower
or a church steeple could be valuable
guideposts to the next pickup poles.
The Stinsons were equipped with
primary instrument flying facilities
of the era, airspeed, altimeter, rate of
climb, turn/bank, artificial horizon,
compass, and directional gyro. They
also had low frequency radio trans-
mitter/receivers.
By summer all of the planned sta-
tions were being provided service.
Routes were
becoming
familiar to
flight crews, and with practice, accu-
rate deliveries and pickups were
being achieved. Service was expand-
ed to include air express; small pack-
ages under 26 pounds
would
be
STEEL.
a Ol
OS
away. However, once the last three
stations of Route 1001 were illumi-
nated in that manner and scheduled
in
total
darkness during mid
November's
often
severely
murky
weather, the idea of
night
service
was soon
abandoned
as
too
risky
and all schedules were returned to
daylight.
During the first winter of opera-
tion, an exceptionally
severe
February blizzard closed
the
Pittsburgh hub for three days. Trunk
airlines,
including TWA, were
stopped
when
snow could not be
cleared from runways.
All
American
was the exception. Pilots Rintoul and
Vinet coaxed their Stinsons airborne
after downwind, downhill runs on a
rutted,
snow-packed ramp.
Upon
the incoming bag on a nearby
mound. Meanwhile, the local atten-
dant
hoisted the mailbag to the top
of the poles while in a rowboat. At
another station
in
deep water,
incoming mail was dropped
on the
post office yard.
ONE YEAR DEMONSTRATION
ENDS
As the contracted year of service
neared end, All American, satisfied
they had conclusively demonstrated
that rural community airmail was
possible as well as practical, applied
for establishment of permanent
routes. By the final day of service,
despite an unusually severe winter,
they had
flown
438,000 miles,
made 23,000 pickups while com
pleting 91.6 percent of the sched-
uled operations.
Service on the two routes ended
on
May 13, 1940. On that day, in his
required report to Congress, the Post
Master General stated in part: /I
•
from a safety standpoint it is inter-
esting to note that notwithstanding
the fact that the operation
had
been
carried on over mountainous terrain
with Single-motored planes, and
without the usual supervision by
Civil Aeronautics Authority, the car-
rier has operated a full year on the
two routes without a single casualty.
For a new type operation, this record
of performance is without precedent
when all
conditions
are
consid
ered. He
stated further,
it was
demonstrated
conclusively
that
pickup
service
could provide
improved airmail service and, there-
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The
Stinson
Station
Wagon
TH
W Y
T
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T
he father and son
team of
ill and
Steve Smith collab-
orated
on the restoration
of
their
family
Stinson
108.
Before they could get started,
they took a journey .
One evening, about 11:15, the
phone rang. My heart jumped a beat
or two
as
I became aware of the sharp
ringing and my wife's shaking of my
shoulder, saying, "Wake up, Bill."
We
knew who would be
on
the other
end of the line; it would be our son,
calling from Santa
Rosa
in northern
California.
With the receiver
in
hand, and doing
my
best to
sound
wide awake,
I
answered,
Good
evening, Steve."
Not noticing the sleep lingering in
my voice or the indulgent light touch
of sarcasm, he lunged
into the
con
versation, heading right straight
to
the
main
topic on his
mind.
"Dad,
let's
fly
the Cessna to Wisconsin and
go
to
the
air
show
. You know,
the
one
in Oshkosh. You've heard of it,
haven't you?"
That did it. Now I
was
fully awake.
Had I heard right? What a question
I'd dreamed of going to the air show
for years. Every
pilot
knows
about
Oshkosh.
"How? Do you want
to
fly
your
Cessna to Oshkosh?"
"That's right. We'll fly it together.
You'll
be in
the right-hand
seat,
a gift on graduating from high school
had
gone unused
for years.
There
had
never been
enough
time while
training for his profession
as
a physi
to stop us
as
the last minute. I would
not
allow myself to become
too
ex
cited at this pOint.
However,
the
next day I did pur
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The interior
of
the Stinson closely follows
the original design,
with
a comely combina
tion of fabric and vinyl. The Stinson bow
and arrow logo is neatly embroidered on
instrument
rating
that had not
been
used in years, now 68
and
experienc
ing some health
questions. Well
okay son, we'll give it a go
Without a doubt I felt
much
mor
e confident of
the
trip coming
to fruition when Steve's wife an
swered a call from me
one
evening.
Steve is out shopping for a light
weight
tent
to
sleep in
under the
wing
of the
Cessna. All
the
hotels,
motels
and
even the college dormi
tories
in
Oshkosh were booked up.
Some up to five years
in advance
She'd
put
our
name on
the waiting
list, however.
Steve has always been a planner.
This
trip
was to be
no
exception. In
his careful preparation for
the
trip,
he went into action. To master the
intricacies
of the
air corridors,
he
flew twice from Santa Rosa
into
the
A modern nav/com, transponder and new and
overhauled instruments fi t neatly into t he origi
nal instrument panel. The Smiths' attention
to
the many little details
that
make a comfortable,
well-done restoration are evident in this photo.
crossing
their runway intersection
coming
in
from
the
north. During
the big
plane's
takeoff, you seem
to
see
their
dark shadow first, then
the
silver jet itself, emerging from below
you, taking a turn out over the ocean
between
the
beaches
of
Santa Mon
ica, Marina Del Rey and
Catalina
Island. Their
altitude
gain
is
very
swift.
Quickly
they are
even
with
you, traveling upward
and
away in a
sweeping,
arcing
turn while
still
climbing.
Our luck held out,
when
a patient
of
Steve's asked if we'd like his reser
vation in a dormitory
room
he'd
reserved for his
personal
test pilot.
Just in case, we still included
our tent
and sleeping bags
in
the packing.
The
day of
departure finally ar
rived. My wife
and
I had
weighed
every ounce I
was
taking and felt
good about the small
amount
it reg
istered. Steve was late taking off from
Santa
Rosa. Fog
and
haze
had
kept
him on the ground until
mid
after
noon. t
was
five
o'clock in
the
afternoon
when
I spotted the Cessna
winging across the sky
over
Signal
Hill
and
Circling for a landing. I scru
tinized my son with some pride as he
executed a
perfect
landing
even
though
he had
a crosswind
gusting
across the east/west runway. Five in
the
afternoon
in
Long Beach gener
ally always has a strong breeze from
the ocean
inland
from about three
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the desert would
be
our
destination for tonight.
Now,
besides the tent
and
sleeping
bags
I men
tioned
before,
we packed
light
weight
aluminum
beach chairs, binoculars,
sun hats,
our visor caps
with
the
call letters stitched
on,
signaling
mirrors,
two
Swiss Army knives, survival
gear, metalized
aluminum
Mylar
blankets,
tubes
of
a
powerful sun screen
and
sprays of potent
bug
repel
lents, two dozen fat-free
nutrition
bars, plenty
of
bottled water,
and
a variety of cloth
ing
packed
into our
two duffel bags.
All together
it weighed a little
more
than 100 pounds. Not bad
We were in
the
air
and on our
way at six p.m. Bermuda Dunes
closed
down
at
seven. We just made
it,
and
were taken to a motel for the
night
off Highway 111. The next
morning
we had a five-thirty start.
Tucson, Phoenix,
EI
Paso, Odessa
and
Lubbock were
on
our route.
With
El
Paso
sitting at 4,000
feet
of
elevation,
we
rounded
the
foot of
the
Rocky Mountains
and
watched
out our window at
7,500 feet
at the
passing
plateaus and
mesas
soaring
up
from
the
dry desert floor.
Proceeding
North
across Texas
to
Amarillo, we landed in the late after
noon. Our intention
was
to
take off
the
next morning
about
five
a.m.
again. Instead,
we
had
to
wait
for
clearance until
after
ten.
Amarillo
has ground fog too.
grees, we
have
a
weather
cell
on the
radar we'd like you
to
avoid. Proceed
on
head ing 010 degrees for five min
utes,
then return
to your original
heading.
These
communications
were very welcome, as you
can
guess.
Some of
the weather
cells were
significantly
voluminous and at one
point we were looking directly
out
our windshield
at
a
menacing
anvil
shaped cloud.
Over
our radio came
the welcome call
in
a sweet Southern
female voice,
Cessna, fifty-two
eleven Mike, I can guide you
around
the thunderstorm you're
approach
ing,
or
set
you
down
at the nearest
airport.
Last plane
went around
it
just fine, I believe I
can
do the
same
for you."
Steve and I looked at each
other
and Simultaneously
gave
the
thumbs-up. Thank
you,
Manhat
tan, Kansas
approach, we'll
accept
your
directions
to
proceed.
Maybe
six drops of rain landed
on our
wind
arrival procedures as detailed in
the
NOTAM.
As
we flew over Ripon, we spotted
the
railroad tracks
leading toward
the
airfield. We kept
our heads on
a
swivel looking for
other airplanes.
Locating
the
tracks was a little diffi
cult since
a
double row of trees
sheltered them from our line of sight
at the required 800 foot
elevation.
Locating them however, we then fol-
lowed
the tracks for nine miles,
north
to
the
Fisk intersection.
At
Fisk,
our radio crackled and
a
controller's voice
said,
Blue and
white Cessna, i you read
us
rock
your
wings, do not
answer
commu
nications, follow
our
instructions."
What,
they've spotted
us? Look
ing down we could see
the
intense
strobe lights marking
the
intersec
tion. Steve
moved the
yoke gently
and
the
plane responded with a slow
rock to the
port
and starboard. There
was
a
pause,
and
then the con
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Ahead
of the Beechcraft was a
small green and white checked stunt
plane. What was in
front of
that
plane I couldn't tell you. We were
too
alert
to
look off any distance.
As
we
came back
around the
lake,
our
radio
crackled,
blue
and white
Cessna,
you're clear to land. Keep
your pattern south
of
the water
tower
and the gravel
pit. Come-in
using a
continuing tight turn,
clear
to land
on
runway two-seven past
the terminal building. Exit runway
at
your
first turnoff./I
The
rapid-fire
message was clipped
and
precise.
There
was
no further
communica
tion directed to us.
What
he wanted us to do was to
land halfway down
the
runway. I
watched Steve on
the controls as he
spun the Cessna on its wing tip and
put
it
into
a
dive
at
the
green
dot
painted
far
down the
runway. He
touched down at the same instant a
plane only seconds
behind
us landed
short on the same runway.
Over
our
microphone came,
That's the way to go, Cessna./I
Immediately
after
touch
down,
we
spotted
a flag
man
standing
fur
ther up the
runway, waving to us in
great arcs. The feeling was that we'd
just executed an aircraft carrier land
ing, but there was
no
time
to think
about it. We were to go, and the sig
nal
was unmistakable,
we
were to
hurry, to the
first
taxiway and
turnoff. Plainly, his flags said,
Get
off the runway, FAST /I
The
plane
following up
received
the same message. The flag man
pointed at the next
airplane in line,
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beginning to experience their incom
ing load. By the following
day,
10,000 planes would
be tied
down
on Wittman Field.
The following day,
Steve and
I
walked along the lines of planes . In
the
Vintage Aircraft
Association's
parking area
we
came to
the
premier
location
of observing
the
air show
activities. There sat a line of Stinsons,
108-1's, 108-2's, 108-3's, Gullwings,
military types, all sorts of them. The
(Top) The STCd installation of a
180 hp Lycoming incorporates
the same cowling
as
the original
Franklin engine installation. The
Smiths have chosen Unison s
solid-state
Lasar
ignition system
to
provide the spark for
the
Lycoming.
(Left) The incorporation of a bag
gage door to the 108 s design is
very handy, and prevents dam
age to the cabin interi or when
loading bags or boxes.
me back to
the
row of Stinsons. This
kept happening throughout the week
of
our stay.
He
certainly did
have
something on his mind
"Dad, think
about
it
. We'd
get
to
sit
on
the front
line
next year if we
had a Stinson."
It
looks
that
way,
Steve.
You
know, that is
what
I taught
your
grandpa to
fly
in."
"I wonder if it's possible that the
same Stinson you
and
Grandpa flew
have to."
"Steve, think about it. Who's go
ing to work on it? You?"
It
will
make
a
great
project for
you, Dad.
You
know you like to have
a
project going.
Let's
just
see if we
can locate old 97979. I'd like to have
it back in the family again.
You and
Mom used to fly in it with me. I can
remember it. Ryan will like flying it
when
he's
old enough . Wouldn't it
be great, Dad, just think, four genera
tions of Smiths flying 97979."
We
never
did find it
on the
field
that week. After the Convention, fly-
ing home from Oshkosh, Steve and I
talked. Most of the
conversation
concerned what it would be like to
have
a
Stinson,
that
same Stinson,
back in the Smith family again.
Back
in
Long Beach, I
called
the
FAA
to see if the plane could still be
registered.
t
was
amazing the
ease
with which
the
plane was located .
All it
took
was a call
to
Oklahoma
City. The information was mine. IT
WAS REGISTERED
NC97979 was in
Vermont Milton, Vermont, to be ex
act.
A
call
to
the
owner
was
informative.
The
Stinson had
not
been flown for six years. He told me
it was sitting in his garage, but no, he
really didn 't want to sell it.
The
seller
remained
reluctant to
talk about selling it for about five
conversations.
He
kept saying he was
going
to
fly
the plane
again, even
though
it
had
been in his garage for
the last eight years. Finally, after sev
eral conversations, I found
out why
the plane
was
in
his garage.
t had
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connoisseurs dream, b ut st i ll
NC97979 .
I called Steve with the bad news.
"Dad, maybe we could do
the
re
pairs, perhaps he'll let it go at a good
price We can recover it . Let's go to
Vermont and take a look
if
he'll de
cide to
le
t go of it."
Well, Bob decided to sell his pride
and
let
us
have
our
joy.
When
we
got to Milton, Vermont,
never
did
we contemplate the sad condition in
which we'd find
the
old Stinson. Its
var ious pieces were strewn across
truck and it was back to Long Beach
Municipal Airport.
You
won't believe
this,
but they
must
have
known
it
was
coming
back and saved our
hanger of SO years ago for us.
NC97979 is home .
As
luck would
have it, it's
right back in
the very
same spot when earlier
Smiths
had
flown from
and
felt the freedom of
flight.
Now
the
next chapter of
our
Stin
son saga begins
PHASE THE REMANUFACTUR-
ING OF STINSON NC97979
Once in hanger number nine, the
work began. Steve, Sandra his wife
and even then-two-year-old Ryan all
pitched
in.
However,
the
total
job
seemed impossible. The further into
the
plane we got,
the
worse
it
be
came. The first Aircraft Inspector we
hired wanted us to balance it on old
Left) Bill Smith and his
longtime
sailing friend
and co-pi lot,
Roscoe
Butch. Below Left) Bill,
Ryan and Steve Smith at
the
2000 Copperstate
EAA Fly-In in Mesa, Arizona .
the
goodness of angels.
It
needs to be said here, The South
west
Stinson
Club owes
Al
Gerbino
and
our son
a big
debt
of gratitude.
AI
did it all
out
of the goodness of his
heart, a large one, and Steve paid for
materials and
then
donated the jig to
the club. That jig is responsib le for
the repair of at least ten Stinsons,
which would
not
otherwise be flying.
Here are a few particulars
on
the
restoration. The engine is a 180 hp
Lycoming, installed under an STC.
The Poly-Fiber covering was expertly
installed by Lola M. Labarger, who
has been covering airplanes for over
40 years. She
even had
all
the
pat
terns for
the
Stinson. We did our best
to match
the
interior and
exterior
color schemes and only used modern
materials and
components
where
they
added
to
the
safety of the air
plane.
We
did get
to fly the Stinson to
Oshkosh, and if it's possible, we had
even more fun
than
our first trip. We
started the trip in 1999 with about
20 hours
on
the airplane, and were
chagrined to discover the alternator
pulley
had
come loose, slipped for
ward and cut a neat hole right in our
beautiful cowling. Home again, we
fixed the cowling and were thrilled
later in 1999
when
we received
the
top Classic award at the Copperstate
fly-in in Arizona. A trip to Sun 'n Fun
with
my friend and co-pilot Roscoe
Butch gave us the opportunity to fly
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2000 Midwest
Luscombe
Fly-In MTO)
Text
by Gene
Horsman
Photos
by
Jerry ox
T
he
4th
Annual MTO Lus
combe Fly-In
was
held at
Coles Co unty
Airport, Mat
toon, Illinois,
on
August 25, 26, and
27. MTO
is
the airport identifier for
the
airport and
the
name has stuck
as
the
fly-in's name.
The past three
years
the event
was held the last weekend in June,
but this year, with
hopes
to avoid
the
typical
Midwest summer
weather, it was decided to make it
the last weekend in August. But par
for the course, as in the past, lousy
weather again reduced attendance.
Saturday evening we
responded
to reports of
approaching
severe
weather which included a tornado
sighting just a few miles northwest.
A few Luscombes had already de
parted. As
in
the past
we
quickly
squeezed sixteen,
you hear right,
SIXTEEN
Luscombes
into the
big
hangar and all but a few were placed
in individual
hangars,
with the re
maining
few planes
securely
tied
down
on the
ramp. Then the rain,
Above) The big winners
at
MTO 2000 were:
left
to right) Best 8F N 1947B; Members Choice,
Reserve Grand Champion, and Best
T8F
N211G; Grand Champion, Best 8E
Nl168K; Best
8A,
NC45504. Below) Retreating
to
the hangars was necessary during MTO 2000,
as
the rains did
come.
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on the
ground.
t is the
newest
and
most unique of any of
the
models
present.
Saturday morning a
triangular
race was set up,
but
the
weather did-
n t
look very good, so only six planes
signed
up and
four of them dropped
out
at th
e
last minute.
Mark May
won the 85 hp category and Jerry
Cox won the 90 hp category.
On Saturday afternoon Rick Duck-
worth
led
a seminar
with
much
Luscombe information dispensed ,
followed
by a lively
question and
answer session. Doug Combs of the
Don
Luscombe
Aviation Historical
Foundation,
now
the
owners of the
Luscombe Type Certificate, answered
many technical questions, and inci-
dentally, donated the awards this
year. Jack Norris talked about his up-
coming book on propeller data and
information on
long distance cruis-
ing in a Luscombe. He only made
two fuel stops
coming
from Califor-
nia to Mattoon.
We finished
the
day
with
a great
meal
and
an awards
presentation
conducted by Doug Co mbs
and
Jerry Cox,
the
MTO coordinator.
A
debt
of
gratitude
is owed to
Jerry and Donna Cox, Jerry and Do-
lores Adkisson, Central Illinois Air
and Doug Combs for
making
this a
great
weekend
despite the weather
problems.
Award winners wer e : Best 8A,
NC45504, Jim Zazas, Carthage, NC;
Grand Cha mpion
and
Best 8E,
Nl168K,
Mark
and Yvonne
May,
Chapmansboro, TN;
Best
8F,
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VINTAGE PR
Perfect
Polish
Job?
It s
a six-sixty!
by Charlie Nelson Founder and
President International Swift
Association
W
hat is a six-sixty polish
job ?
It
is a polish job that
was done six months ago
and
then
flown over 60 hours coast
to coast
and
from the Gulf of Mexico
to
the
Midwest. Visits
to th
e Florida
Keys Colorado, Texas, and Wiscon
sin, plus many other stops, were
made. In the process, it was exposed
to dust, dew, fingerprints, and rain.
The next question is
always,
What polish do you use? The an
swer
is
not
just one word;
as
a matter
of fact, it cannot be answered in one
sentence. A six-sixty polish job is
the result of a polishing process best
explained in a 30-minute instruc
owners to know more about polish
ing aluminum.
Years ago, the
most
common
questions asked
at
a fly-in included:
What
is
it?
What engine
have you
got?
What does
it
cruise
at? Is
it a
ground-looper? In recent years we
have noticed a shift in
the
questions.
Now,
most
of the questions center
around polishing. Therefore, to help
us
avoid repeating
the same
story
over
and
over again about the
process
we
now
follow,
we've
de
cided to share our expertise
and
experiences.
We have assembled the experi
ences of
the
owners of a
number
of
Is
this man: Trapped inside a transparent air-
plane sculpture? Using
an excessive
amount
of
zinc oxide
to
prevent a sunburn? Stuck at
an airport
without
a bathroom? None
of
the
above-he s
just showing
how
sharp a
polish
job
can be done on a metal airplane
using the system
now
available from the
Swift Foundation
even
if you just finished polishing
with
another
product or method. Fi-
nally,
we demonstrate ways to
preserve the beautiful finish and
avoid frequent repolishing.
Hundreds of copies of the instruc
tional
video have already been
delivered to aircraft owners around
the
country. We
do
believe you will
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DRIPPANS
Airplanes can be messy,
and
noth
ing is more annoying than stepping
in a puddle of fluid as you work on
your engine. That's where Drippans
come in.
These
newly
developed
pans are designed to protect floors
from those
irritating
drips of
oil,
fuel, and hydraulic oil. The overlap
ping sides allow you to interlock
different pans to match your re
quirements, making Drippans an
indispensable piece of hangar equip
ment. They work great in
the
garage
under your cars as well
You
can or
der Drippans from Drippans, 8891
Airport Rd., C-6, Blaine,
MN
55449,
by calling 763/786-5004,
or
by visit
ing www.goldenwingsmuseum.com.
The 24-by-30-inch pan retails for
$16.95,
and
the 18-by-48-inch
pan
costs $18.95. Shipping costs
$5.00
for
the
first
pan and
$2.50 for each
additional pan.
CURTISS
QUICK
DRAIN
HOSE
Curtiss
is
introducing
a new line
of
drain hoses that mate perfectly with
their
drain
valves. In most cases, a
simple push
and twist action locks
the
Quick Drain Hose in place. Inter
nal O-ring seals assure a drip-proof
connection, with 5 feet of clear vinyl
hose
attached
to
the connector.
There are five different hose fitting
configurations,
and
you can get free
information on these
new
drain
hoses by contacting Curtiss Superior
Valve Company . Send
them
or
by
clicking on their website located at
www curtissuperiorvalve com Tele
phone
them at 602/230.2387 or fax
at 602/230.2487.
SUPER CUB FUSELAGES
Super Cub
owners
and builders
will
be
pleased to
know complete
new fuselages are now
available
from Air
frames, Inc. of Big
Lake,
Alaska.
Fully
F approved under
STC
&
PMA, many
modern and popular
improvements
are in
cluded at no ad
ditional cost
or
F
paperwork.
Refine
ments include using
all
chromoly
tubes
and fittings, improved
door mechanism, ex
have been completed
and shipped
to the "lower 48,"
Canada,
Europe,
and
Alaska,
and production
is in
full swing. A
new fuselage
costs
$10,250. Doors, "tail feathers," etc.
are also available at regular prices.
A deposit gets you a delivery date
and your Cub is on its way to its
next half
century
of
flying
or
per
haps even immortality.
For
more
information contact Airframes Inc.,
at 907/892.8244, www supercubs com
or
e-mail: info@supercubs com
......
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TYPE CLUB
ontinental
oil pump
rebuildin
g
by Matt Rybarczyk,
Wisconsin State Rep. of the
Int l
Cessna 120/140 Assoc.
From the December
2000
Int J
Cessna 120/140 Assoc. Newsletter.
I couldn't read the
letters
in the
September newsletter
#272
about
starting up and
not
getting oil pres
sure without responding.
I had this problem
myself and
learned a lot
about
these [Continen
tal] pumps in the process of trying to
make them work.
I
used to prime
the
pump
through
the oil temperature
capillary
tube hole. Eventually,
though,
it
gets to the point that
nearly every
time
you
go flying
you
have to
prime
the pump. This
is not
something I
want
to do,
nor
do I
want
to
l
et the engine run without
oil
pressure for 30 to 60
seconds,
waiting to
see if it's
going to come
up.
Once
you
have oil pressure there
is
nothing
to worry about. The
pump
does
not pump to
create pressure.
The pressure is crea ted by
the
resis
tance to
flow
of
oil
past the engine
bearings and the pressure relief valve.
the oil
drains
out
over time. Yes,
heavier
oil
will
help
alleviate this
problem because it doesn't drain out
as fast and tends
to
cling to
the
gears
and housing a little better. So if you
fly
regularly,
the pump
does
not
have
enough time to completely
drain itself dry,
and
you will have oil
pressure
when
you start up, unless
the pump
is very badly worn.
The simple fact is that if you're
having this
problem, your oil
pump
is worn out. [n fact, if
the
clearances
in
your
pump
are correct, it
doesn't
need any prime
to
suck the
oil
up
the pick-up tube.
The only
correct way
to
fix this
problem, in my opinion,
is to
have
the
pump
rebuilt.
There
are a num
ber
of places
I found that work or
have worked on
them.
Each
place
had
a
little different
way of
going
about
it. However,
only
a couple
of
them have
an
STC and
can yellow
tag the work so the part can be legally
returned
to
service
on
a certified air
One
of
the high-wear areas for piston
engines is the oil pump gallery. Using an
STC d process, the pump gallery on the
Continental series
of
engines can be
restored by Drake Air, Inc. This corroded
example of
the
ft case cover of an A-65-8
is
an
un irworthy
spare in the EAA
Foundation S collection . It shows some scor
ing on the face where the oil gear impellers
contact the
case.
teeth to scrape against the gear hous
ing, creating
the
wear and
gouges
you see
on the housing
walls.
This
and
a new set of gears will give you a
new oil pump. YOll
won't
ever
have
to
worry about
not getting
oil pres
sure again when you start up.
I would
not
recommend
putting
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PASS IT
TO
BUCK
by E.E. Buck Hilbert
EAA
#21
VAA #5
P . Box 424, Union, IL 60180
More heat and preheat
The preheat articles have certainly
generated
many comments and
sug
gestions. I've
had
a
number of
calls
and letters,
and
I'm really gratified at
the
interest shown.
I
wish
we
had
room to publish all
of them, but
the
few we have
printed
will
show
just
how interested
our
members are.
I've
been
taken to
task
by some
and
lauded by others. But so far
the
pros, the guys who tear
down the
en
gines and accessories and who see
the heart of
the
matter, have all been
of one voice. Their strong opinion is
that internal condensation is a killer,
and whatever we do, we have to take
that
into cons ideration.
People
have
written and
called
about
several alternate methods
of
heat/preheat; some
are very novel.
One fellow merely attached a hose to
his
automobile exha
ust system and
blew the hot exhaust over
the
engine
while he stayed warm in his car. An-
other variation was to insert a panel
in place
of
the
side
window
of
the
car, with two hoses
through
that
panel to the cowling. Then he
ran
the
car heater blower
at
full
hot and
full
high,
waiting
in
the car
while
caused by uneven heating. Warming
the
oil
but not the
metal
is
the
prob
lem. The
condensation collects
in
areas
not
privy to
heating, and
the
result is
rust
and
corrosion,
certain
premature death to
an
engine.
The Swift
and the
Cessna 170 peo
ple have had problems with the
C 14S Con tinentals. f condensation
occurs,
and
water
is
pr
ese
nt
in
the
oil, the resul t
is
oil
pan corrosion.
This is caused by condensation accu
mulating
in
the pan, and the
area
never rea lly gets up to
temperature
to vaporize
and
eliminate that con
densation.
I have
seen examples
where
it was so corroded you could
li terally
poke
a
pencil
through th
e
pan.
Keeping
the
heat
on
continually is
a great idea if, and this is
the
prob
lem, you can ke
ep
th e entire
engine
compartment
warm. The
advantage
h
ere
is this:
the oil temp
e
rature
comes right up, cabin heat is almost
instantly available,
and
th
ere
is
little
chance
of
corrosion. A good case for
a heated hangar. What?
One
caller who, like
our
preSident,
fli es a Beech Baron I might add right
worth. He
thinks
all this
procedure
might
do is
give
a mouse a
well
lighted home and
a
cozy place
to
nest.
His thoughts
on this
are sim
ple-long-term, low-heat systems
result
in
moisture
condensation
on
whatever area that acts as the transi
tion
zone between
the
cold
and
warm surfaces. In
the
case of
the
pad
heaters left on all
the
time, that area
appears, by
th
e accounts we've read,
to be
the
inside of the
crankcase
and/or
internal gears
and
camshaft.
Based on what we've seen
in our
letters,
it 's H.G. s opinion
that
an
overnight warm-up with a pan
heater, followed by a flight-up to op
erating temperatures, is fine. But
leaving it
on
for days
and
weeks
on
end seems to be the problem. For
the
times he has preheated,
when
possi
ble he's used a ceramic heater with a
plenum and insulated ducts attached
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This
month's Mystery
Plane
comes to
us from a batch of
inter
esting and
rare
airplane photos
supplied by Ralph Nortel .
Send your answer
to: EAA Vin
tage Airplane, P.O. Box 3086,
Oshkosh,
VV
54903-3086. Your
an
swer needs to be in no later than
April 10, 2001, for inclusion in
the
June
issue of Vintage Airplane.
Due
to changes in the
Vintage Airplane
production
schedule, we have to
move
the
due date
back
a
bit
over
the next couple of months.
You
can
also
send your response
via e-mail.
Send your
answer
to
Be sure to
include both your
name and address (especially your
by H G Frautschy
built
and 150 model 398's. At least
there was a
contract
for that
many.
3000.00 and the ad the Navy pub
ishedstated this was considered their
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Aeromarine 39B
Museum has the
only known example
of
this aircraft in the world. Sadly,
most
of it
was destroyed
in
a fire
in
1966. The Aeromarine was being
transported to another location on
an
open trailer for a cigarette advertise
ment film-shoot.
Ironically,
a cigarette
thrown
from
an oncoming
car
during
transportation set
the
airplane ablaze.
Cole
quickly
pulled
over
and
at
tempted
to
extinguish the flames to
no
avail, receiving burns in the
process. The remaining portions of the
Aeromarine were stored in the attic of
Cole s house and in 1984 the house
was burnt to the ground by
an arson-
ist while Cole was away in
his
Florida
workshop.
We still have fittings and parts
that can be used as patterns to
build/res tore the Aeromarine and all
of the necessary drawings are still
or B model. If it s
an
A model it has
got the dreaded Hall-Scott 100hp
en
gine. The B has the
much
more
reliable Curtiss OXX-6. i t was the
U.S. Navy s earliest and most useful
training aircraft.among others.
Yours
truly,
Gil Halpin
From the famous
and ancient
Stormville airport, New York
The final note
is
one
included
with the photo sent in
by
Harry
Luecke.
This photo was taken about 1925
in Texas. i t was one of the planes
used by Robert T. Jefferson, Transport
Pilot
92,
during
his
barnstormer
days.
I became acquainted with him in
1934 when he was chief pilot and in-
structor at Northeast Philadelphia
airport.
He
soloed me in an Aeronca
Buck continued from page 25
with
probes
in the
heads
and
wraps
around the
cylinders
s
well
as
the
heat pads epoxied to
the
oil
pans
and
tanks
do the
job well
on
the
flat engines with oil pans,
but
what do
we do
with the
old
round
engines with external oil tanks?
Now
we have considerations
most
of
us don't
have
to contend
with.
The
oil tank
usually has a
baffled section that contains about
10
percent
of
the
available
oil.
This 10 percent warms first,
and s
the
heat makes
the
oil less viscous,
the surrounding
oil leeches
into
the system as it warms up. In the
old days
the
larger engines, like
on
the B-17, the DC-3, and the like,
had
oil
dilution
systems and pro
cedures
that
used gasoline
to
dilute
the
oil
and
assure free flow. Right
in the operations manual were ta
bles based on
temperature
expectations.
The result
was thinning
of
the
oil, making
the
engine
easier
to
crank and hopefully start, and as
soon as
the
oil temperature got
up
to operating temperature,
the
gaso
line evaporated and the oil
returned to its
original
specifica
tions. This
was an alternative to
draining the oil, taking it with you
to the hotel
or
home, sitting
it
on
the
radiator all
night,
and when
you
wanted
to
fly, pouring
it
back
into the
tank.
The pad heater on the external
tank isn't
a
bad
idea.
Just be
sure
the oil cap is
open or
vented so the
8/20/2019 Vintage Airplane - Mar 2001
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NEW
MEMBERS
Pieter De Bruijne ....................................... .
............................ Bergen NH, Netherlands
Yang Kuo-Shan .......... Toayuan City, ROC
Brian Molloy .......... County Meath, Ireland
Hans-joerg Berg ........................................ .
............................ 32257 Buende, Germany
Henning Foro ............................................ ..
.............................. 1395 Hvalstad, Norway
David W. Friday ........................................ .
.................... 11481 Riyadh, Saudia Arabia
Mario Prado ......................La Ligua, Chile
Emanuele Sironi ........................................ .
.................................. Nova Milanese, Italy
Joseph Rudnicki ................ Apo, AE 09841
Charles Croft ............................................
.
Salt Sp Island, British Columbia, Canada
Luke Bowman ...... Picton, Ontario, Canada
Timothy Dube ....Orleans, Ontario, Canada
Ian McQueen ............................................ ..
...................... Ailsa Craig, Ontario, Canada
Thomas H. Sullivan .................................. .
............Little River, Saskatchewan, Canada
Joseph S. Hilbig ........................................ .
..............Saskatoon, Saskatchewan, Canada
Michael Lee ........................ Fairbanks, AK
Ottis E. Myrick ........................ Warrior, AL
Billy J. Singleton ....................Thorsby, AL
Daniel J. Delany .......................... Mesa, AZ
Ivan Me Laws .......................... Payson, AZ
Danny 1. Metz .................. Sierra Vista, AZ
Perry S. Neal ..........................Phoenix, AZ
Robert T. Regester ..............Goodyear, AZ
Stephen Thompson ..............Scottsdale, AZ
Pauline Atilano ........................ Ontario, CA
Eric Barnes ........................San Mateo, CA
Michael K. Brasier ........ Palm Springs, CA
John Chandler ............................Davis, CA
Paul Clary ..........................San Rafael,
CA
Robert P. Davis ........................Quincy, CA
Leslie Day .............................. La Mesa, CA
Salvatore O. Capra ................ Lakeland, FL
William De Vries ...................................... .
.................................... Boynton Beach, FL
Paul A. Donahue ............ N. Lauderdale, FL
Paul Gearen ...................... Jacksonville, FL
Raymond J.
Kane .............. .. ......Jupiter, FL
Fabio Labrada ...................... Palm City, FL
David Liddle .......................... Sarasota, FL
A. William McGraw .................................. .
.................................. Fernadina Beach, FL
Carl A. Miller .................... Vero Beach, FL
Paul J. Schiebler ...................... Arcadia, FL
Robert D. Siedle .................... Lakeland, FL
Byron C. Starr ..................... Edgewater, FL
Dick Terhune ........................ Belleview, FL
Earl
Webb
.................. Saint Augustine , FL
Timothy A. Higgins .... .. ......Cumming, GA
Ken Taylor ................Stone Mountain ,
GA
James E. Toombs ....... .Peechtree City, GA
DOIm Sensor ......................... .... Clinton, IA
Daniel J. Sokolowski ....W Des Moines, IA
Holbrook Maslen ........................ Boise, 1D
David W. Eiselt ......................Wheaton, IL
Edward C. McKeown ..........Barrington, IL
Ron Campbell ......................Loogootee, IN
Michael
T
Gray ............... .Indianapolis , IN
Eric
A.
Henricks .......... ...... lndianapolis, IN
David Jones .................... ....Terre Haute, IN
Terry Williams .........................Elwood, IN
Ronald Scott Blum ................ Goddard, KS
Jim F. Maxwell.. ................. Concordia , KS
David Mueller. ................ .........Verona, KY
Jerry
F.
Wilcher ............Gravel Switch, KY
W. JeffYork ........................ Lexington, KY
James
F.
Cooper
..............YoungsvilJe, LA
Gary Spiller .................... Baton Rouge, LA
Gene T. Brennan ................. Needham, MA
William S. Hunt.. ............Winchendon,
MA
Leonard Langer ................GJoucester, MA
Charles Lohmiller ................... Sharon, MA
Alonzo J. Outlaw ...... .. ........LaGrange, NC
Larry Peoples ...................... Louisburg, NC
Jack C. Phillips ............ ........ New Hill, NC
Douglas Reid .................. Thomasville, NC
Scott Smith ................ ...........New Hill,
NC
Shawn Johnson ........................
Omaha,
NE
Jerry Lee May ........................ Kearney, NE
Keri-Ann Price .................. Portsmouth, NH
Robert
L
Disch .............. Merchantville, NJ
Frank Mazza ........................ Bridgeton, NJ
Robert Ransom ................ Moorestown, NJ
Keith Allen Courson .......... Las Vegas, NV
Michael Duffy ...................... Bethpage, NY
William J. Holland .................. Bergen, NY
Dana
Tarr
.......................... Steventown,
NY
Kenneth
R.
Ball ........................ Sidney,
OH
Ronald
F.
Gossard ........ ..........Dunkirk, OH
Chris Hollinger ...................... Fairfield, OH
Ken Johnson ...................... Winchester, OH
Mark A. Mastrangelo .............. Mentor, OH
George Pais ................................ Milan, OH
Mark Homp ....................... Ponca City, OK
Edwin
L.
Richardson ................ Madill, OK
Cannon Braatz ............................ Bend,
OR
David C. Kelly .................... Redmond, OR
Mark Minor ....................Central Point, OR
Jack Cutler .................. ... .Wyomissing, PA
Michael Downend ............ Union Dale, PA
Barton Glass .................
..
.... ....Reading, PA
Craig S. Potter ................ Fairless Hills, PA
Robert Burr ............................ Franklin, TN
John Cross .............................. Houston, TX
Mike E. Hale .................... Georgetown, TX
Clifton E. Lamb ................ St. Hedwig, TX
Nick Leonard ...................... Pipe Creek,
TX
Robert Lett ................................ Dallas, TX
James Lindsey ....................
..
Amarillo,
TX
Doug A. Loughmille r ................. Plano, TX
Mark Payne ........................ Lewisville, TX
Victor Poole .................... San Antonio, TX
8/20/2019 Vintage Airplane - Mar 2001
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Fly In
alendar
The
following list of
coming events
is f
urni
shed
to
our re
aders
as a mailer of information
only
and
does
not
co
nstitute approval, sponsorship, invo
lv
ement, control or
direction
ofany event
(fly-in,
sem
inars,jly
market,
etc.)
listed.
Please
send
the
information
to
EAA,
All:
Vintage
Ai
rplan
e,
P.D.
B
ox
3086, Oshkosh , WI 54903-3086.
In
for
mati
on sh
ould
be received
Jour months
prior
to
the
eve
nt date.
APRIL 8
-1
4 - Lakeland, FL - Sun
'n
Fun
EAA Fly-In.
Info: www .sun-n:fim.org.
MAY
4-6
- Shelbyville, IL - Mayday Antique Fly-In.
Shelby
County Ailport. Breakfast Sat. Sun.
morn
ings. Lunch available. Pig roast Sat. night. Two
grass
runways. One asphalt runway for training
wheel
equippe
d
airplanes.
Info:
217
/774-4/ 11
MA
Y
5 -
Wiscasset,
ME
-
Katahdin Wings 99s
host
Maine Poker Run. Info: Ann at 207-882-5475.
MA
Y 6- Sa
nta
Paula, CA - Piper Cub
Fly-In
, in
con
junction with Santa Paula Airport First Sunday of
the
Month
Fly-In. Info: 805/525-708
1.
MA Y 6 - Roc
kf
ord, lL -
EAA
Ch. 22 Fly- ln/Drive-In
Breakfast, Gr
eater
Rockford Airport, Courtesy
Air
craft Hangar.
In
fo: 815/397-4995.
MAY
6- Dayton, OH
- EAA Ch. 48, 38th Annual Fun
dllY
Sunday
Fly-In Breakfas
t.
Moraine Air Park.
Fly
market
,
awards,
lunch,
vendors and
mu
ch
more
.
Sat. nightfree
camping
with
things
to
see
and do.
Many
antiques on thefteld. I
nfo:
937/291-1225 or
937/859-8967.
MAY 12 - Rock Hill,
SC
- Wings Wheels Day Fly
IniDrive-I
n.
Lunch available. Info: 803/329-4454
May 12-13- Green
Sea
, SC- Green Sea Airport and
Myrtle Beach
EAA
Chapter 1167 Fly-In Air Festi
val.
843/756-1497 s
hir
shaW@Sccoast. net
.
MAY
18-20
- Columbia, CA -
25th Annua
l Gathering
ofLuscombes
2001.
Aircraft judging, spot landing
andf/our bombing
com
petitions, and the
9th
An
nual Great Luscombe Clock
Ra
ce. Info:
360/8
93-5303 or 253/630 -1086.
MAY
19-20 -
Winch
es
ter,
VA - EAA
Ch. 186
Spring
Fly-In,
Winchester Reg
ional Airport
(OK
V) from
8
MAY 25-27- Watsonville, CA -
EAA
Ch.
11
9's
37th
Annual Fly- In
Air
Show. Info: 831/763-5600.
MA
Y
25-26 -
Atchison, KS - 35th Annual Greater
Kansas City Area Fl
y
-In
, Amelia
Ear
hart Memorial
Airport. Friday night potluck dinner for registered
guests. Saturday catered Awards Banquet. Accom
modations
ava
il. in town , camping
on the
field. Sat.
co
ncessions avail. Info: Stephen 8
16
/223-2799,
[email protected], or [email protected]. co
lll
MA
Y26 - Zanesville,
OH
(Riverside Airport) -
EAA
Cil.
425 Annual
Memorial
Day
Pancake
Breakfast
Fly-lniDrive-
In
, 8 a.m .- 2
p.m.
(Rain date
May
27.)
Lunch items, airplane rides after 11
a.m.
Info :
720/454-0003
JUNE 1-2 - Merced, CA - 44th Merced
We
st Coast
Antique
Fl
y-In,
Merced
Ail
port.
Info : Virginia or
Ed 209/383-4632
J
UNE 1-
2 - Barlesvill
e,
OK
-
15th
Annual Biplane
Expo ,
Frank Phillip
s Field.
Info: Charlie
918/622
8400 or
www.
biplan
eexpo.co
m.
JUNE 3 - DeKalb , IL
(DKB)
- 37th An
nual
EAA Ch.
24 1 Fly-In /
Drive-
In Breakfast, 7a
.m.-
Noon. Info:
Ed 815/895-3888 .
J
UNE 3 -
St_Ignace, MI Airport - EAA Ch.
560 An
nllal Fl
y-
l
niDrive In Steak Out
, Noon-4 p.m. Public
wel
come
. Info:
23
1/627-
6409
or
23
1-238-
0914.
JUNE
3 - Russell, KS - Prairiesta Fl
y-
In, Russell Mu
nicipal Airport.
Chuckwagon
Breakfast, Military
Stat ic Displays, Walker Air
Bas
e Reunion, A
ntiqu
e
Cars
and Tractors, Rattlesnake
Show
. EAA Ch.
1214, Fuel100LL available onfield, RSL 16/34,
4402 x 75 runway paved, Unicom
122.7.
Info: Rus
sell 785/483-6008
JUNE
8-9 - Akron, OH - Funk Aircraft Owne
rs
Assoc.
Warbird
aircraft stalic disp layljlight demos . Pan
cake breakfast
7a.m .-noon. Lun ch served Noon- 3
p.m. Fr
ee
breakfast for pilotsf/ying in with afull
airplan
e.
Fu
el
discount
for f/ight demo
pilots.
Free
parki
ng
and
admission.
In
fo: Alan 630/466-4579.
JUNE J6 - LaGrange, OB - EAA Ch. 255's 7th An
nual
Fl
y-In/Drive-In Pan cake Breakfast, 8 a.m.-l
p.m. Harlan Airfield
(92
D) In
fo: Dale 440/
355
6491 .
JUNE 23-24 - Longmont, CO -
Rocky
Mountain
EAA
Fly-In
.
JUNE 23 -
Zan
esville, OB (Riverside Airport) - EAA
Ch.
425 Pancake Breakfast Fly-In /Drive-In, 8
a.m.- 2 p.m. (Ra in
dale
Jun e 24. Lunch items
and
airplane rides after 11 a. lII. Info: Don 7401454
0003
JULY 7
-8
-
Hampton
, NH
- 5th Annual Hampton
Air
field
Biplan
e Fl
y-
In. In
fo:
603
/
964
-
6749.
JULY J1-15 A
rlington,
WA Nor
thwes
t
EAA
Fly-In.
JULY 22 - Zanesville,
OH
(parr Airport)
- EAA
Ch .
425 Annllal Pre-Oshkosh Fly-
l
niDrive-
ln Pan
cake
Breakfast, 8 a.m.-2
p.m.
Lunch itel
ns
and airplane
rides after
11
a.m. Info:
Don
740/454-0003.
JULY 24-30 - Oshkosh,
WI
- AirVenture Oshkosh
2001, Willman Airport. Info: 9201426-4800,
www
,airventure.org.
JULY
27 -
Oshkosh, WI - Stinson Lunch, Oshko sh,
11:30
a.m. m
ee
t at
the
Vintage Red Barnfor afree,
short bus ride
to
GolfCentral R
es
taurant. Pay
on
your own at the restaurant. Si
gn
up in Type Tent
or
caI/630/
904-6964.
AUGUST 5 - Queen
City
,
MO
- 14th Annual Water
melon Fly-In, Applegate A rport. Info:
660-766-2644 .
AUGUST
10-12
nohomish,
WA -
19th
Annual West
Coast Travel Air Reunion. Harvey Field (S43).
Largest Travel Air gathering for 2001. Local air
tour,
me
morabilia
au
c
tion and mor
e.
In
fo: Larso
n
425/334-2413 or Rezich 805/467-3669.
AUGUST 11 - Cadillac, MI -
EAA
Ch. 678
Fl
y
In
/
Dri
ve-
In
Breakfast, Wexford County Airport
(CAD), 7:30 a.m
.
11:00 a
.m
. Inf
o:
213/779-8113.
AUGUST 19 - Dayton, OH - EAA Ch .
48
Pan cake
Breakfas
t
Moraine Airpark. Info: 937/291-1225 or
93
7/859-8967.
AUGUST 24-26 - Coffeyville, KS - Funk Aircraft
O
wners
Assoc.
24th
Annual Re
uni
on and Fl
y- In
Coffeyville Municipal Airport. Info: Gerald
302/674-5250.
SEPTEMBER I - Zanesville, OB (Riverside Airport)
- EAA Ch. 425 Annual Labor Day
Weekend Fly
In/Drive
-In
,
8 a.m.
2p.m. Lunch items
and
airplane
rides
after
II a.m . In
fo:
Don 740/454-0003
8/20/2019 Vintage Airplane - Mar 2001
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VINTAGE TRADER
Something to buy
s ll
or trade?
Classified Word Ads: 5.50
per
/0 words. 180 wo rds maximum. wilh boldf ace lead-in
on firs
llin
e.
Classified Display Ads: Olle coillmn wide (2. 167 illches) by I,
2,
or
3
inches high al
20
pe
r inch. Black and white o
nl
y, and no frequency discounts.
Advertisillg Closing Dales: 10lh
of
second
mOlllh
prior 10 desired isslle dale (i.e
•
January 10
is
Ihe clos
in
g dalef or
Ihe
March issu
e). VAA
reserves the righl to reject
any
ad
vertis illg ill con
jl
icl with its poli
Cies.
Rates cover one
inser
tioll per issue.
Classified
ad
s are not accepted via pholle. Payment mu
st
accompany o
rd
er. Word ads
may be sent via
fax
(9201426-4828) or e-mail ([email protected]) using credit card
payment VISA or MasterCard). Include name on card, complete
add
ress, type
of
card, card number, and expiratioll dat
e.
Make checks payable to EAA. Address
advert
is in
g correspondence
to
EAA Publications Classified Ad Mallager. P.O. Box
3086. Oshkosh, WI 54903-3086.
MISCELLANEOUS
BABBITT BEARING SERVICE - rod bearings, main bearings, camshaft bearings,
master rods, valves. Call us Toll Free 1/800/233-6934, e-mail [email protected]
Web site www.ramengine.com VINTAGE ENGINE MACHINE WORKS, N, 604
FREYA
ST
, SPOKANE, WA 99202.
WANTED - 1950's era McCulloch radial two-cycle engines (aircraft), also known as
Umbaugh autogyro
engines. Radial
design with
even
number
of
cylinders
.
Complete engines
or
crankcase, and misc. parts. Send info, or picture if possible,
to Joe Hicks,
P
O. Box 159, Fisherville,
KY
40023. 502-649-5833
WANTED - Aviation magazines from 1920s, '30s & '40s , Air News
or
similar
types, single magazines
or
sets. Mail info
or
call ,
J.
D. Hicks, P.O. Box 159,
Fisherville ,
KY
40023. 502-649-5833.
McCauley 1B90/CM 70/40 Propeller (Experimental) newly reconditioned as per
McCauley Service Manual by Prop Shop. $600, Phone/Fax 218-723-1126.
W YTG
G V E .
YG"'"
AXR PLAtfi
Til' GtfLY ~ n '
Of course i you plan to l ~ it
the
e siest
way is sUD Poly-Fiber.
~ y Poly-Fiber? Because for
30
years builders
have followed our easy steps and achieved safe,
truly superlative, long-lasting results. And Poly-fiber
produ
cts are painstakingly manufactured and proven
ove
r t ime.
Our
reader-friendly manual is almost like
having an instructor right there
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, and
if
you 'd
like some coaching, try one
of
our hands-on workshops.
There's also a step-
by -step video, a kit for practicing
with
Poly-Fiber, plus a
web
site full
of
information.
Stlfift1
www.polyfiber.com
e-mail: [email protected]:om
i r
c r a
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Fly high with a
quality Classic interior
Complete i
nt
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ll
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ion.
Custom quality at economical
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• Cushion upholstery sets
8/20/2019 Vintage Airplane - Mar 2001
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VINTAGE
AIRCRAFT
ASSOCIATION
OFFICERS
Pres
ident
Y"oce·
P
res
ldent
Esple
·Butch· Joyce
George Doubner
P
O.
Box
35584 2448 Lough
Lane
Greensboro. NC 27425 HartfOfd.
WI 53027
336/393.()3M 262/673-5885
anHque2@a
ol.cam
Treas
urer
Secretary
CharlesW.Harris
steve
Nessa
7215
East
46th S .
2009 Highland
Ave.
Tulsa.OK
74147
Albert Lee.
MN
56007
918/622-8400
f'lJ7/373-
1674
cwh@hvsu .com
DIRECTORS
DavId Benne"
Jeannie Hll
P
O. Box 1188
P.O. Box 328
Roseville.
CA
95678
Harvard. IL
60033
530/268-1585
815/943-7205
anHquer@lnr
eech.com
Steve
Krog
9345
S.
Hoyne
Robert
C. ' Bob ' Brauer
1002
Heather
Ln
.
Chicago. IL 60620
HartfOfd.
WI 53027
773/779-2105
262/966-7627
Robert D. ' Bob '
Lumley
7645 Echo Point Rd.
John Berendt
1265 Sou
th
124
th
St.
Cannan
F a l ~ MN 55009
Brookfield.
WI
53005
262/782-2633
fchid@rconnect .com
f'lJ7
/263-2414
Gene Morris
Joh
n S Copeland
5936 steve Court
I A Deacon street
Roonoke.lX
76262
Northborough. MA 01532
817/491-9110
f'IJ8/393-4775
copeland
@juno
.com
Dean
ch
rdson
Phil Coulson 1429 Kings Lynn
Rd
28415
Spnngbrook
Dr
stoughton.
WI
53589
Lawion.
M149065
608
/877-8485
616/624-6490 [email protected]
GeoII
Robison
Roger Gomoll
1521
E MacGregorDr.
321-1/2 S. Broadway #3
New Haven. IN 46774
Rochester. MN 55904
219/493-
4
724
f'lJ7
/288-28
1O
rgomoll@hot
ma
il.com
SH. ·
Wes
· Schmid
Dale A. Gustafson
2359 Lefeber
Avenue
7724 Shady I I ~
Dr
.
Wruwatosa.
WI
53213
Indianapolis.
IN 46278
414/771-1545
317/293-4430
DIRECTORS
EMERITUS
Gene Chase
E.E 'Buck ' Hilbert
Membershi R
Services Directo!y_
En
jo
y the m ny benefits
of
B and the
B Vintage Aircraft ssociation
AA
Avia
tio
n enter, PO Box 3086, Os
hko
sh 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
EAA
and Division Membership Services
800-843-3612 •• • ••••• • • • •. FAX 920-426-6761
(8:00 AM - 7:00
PM Monday
-F
riday CST)
•
New/renew me
mberships:
EAA, Division
s
(Vintage Aircraft Associat i
on
, lAC, Warbi rdsl.
National Associa
tion of
F
li
ght Ins
truc
tors
(NAFI)
• Address changes
• Merchandise
sa
les
• Gift membersh ips
Pr
ograms
and Activities
EAA AirVenture Fax-O
n-De
mand
Directory
. .
. . .
. . . . . . .. 732-885-6711
Auto Fuel STCs . . ..
920-426-4843
Bui
ld / r
es
to re in for
matio
n .
.. 920-426-4821
Chapter
s:
locat in g/organizing
.. 920-426-4876
Ed
u
ca
ti on .
.
. . ..
.
920-426-6815
• EAA Air Acad
emy
• EAA Scholarships
Fligh t Advisors i
nfo
rmation . . . ..
920-426-6522
Fligh t Instruc tor in formation
920-426-6801
Flying Start Program
••••
• • •• • • •
920-426-6847
Lib r
ary
Services/Research .
. .
. . .
920-426-4848
Me
dical Questions
..
. . . . .
..
.
920-426-4821
Tech
nica
l Counselors . .
..
. . . .
..
920-426-482 1
Yo
u
ng
Eag l
es ..
. . .
.. ..
.
.. ..
920-426-4831
Ben
efits
Aircraft Financing (Textron) . . . . .
800-851-1367
AUA .
..
. . . . .
800-727-3823
AVEMCO . . . . . ..
800-638-8440
Term
Li
fe and Accidental . ..
800-241 -6103
Death
In
surance (Harvey Watt Compan
y)
Editorial
Submitting article/photo; advertising
infor
mation
920-426-4825
•••.•••
• • .
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• FAX 920-426-4828
EAA
Aviation Founda
t
ion
Ar ti fact Do nations . ..
920-426-4877
Financial Su pport .
800-236- 1025
MEMBERSHIP INFORMATION
E
available for $50 per year (
SPORT AVIATION
mag
Membership in the Expe
ri
mental Aircraft
ASSOCiation
, az ine
not
i
ncluded
).
(
dd
$ 10 for Forei
gn
Postage
.)
AVIATION. Fam ily
membership
is available
for
an
addi
tional $10 annually. Junior Member
sh
ip (under 19
Inc.
is $40
for
one
year, incl
ud
i
ng
12 issues of
SPORT
W RBIRDS
Current
EM
members may join the
EM Warb
irds of
years
of
age) is available at $23 annually. All major
America Division and receive
WARBIRDS
magazine
c
red
it cards accepted for membership.
(Add
$16
for
fo r an additional $35 per year.
EM Membership,
WARBIRDS
magazine and one
year
membership
in t he
Warb
irds Divi
sion
Fo
reign Postage.)
VINT GE IRCR FT SSOCI TION
is
available
for
$45
per
year
(SPORT AVIATION
Current EM members
ma
y join the Vintage Aircraft
magazine
not
in
cluded
).
( dd
$ 7
for Foreign
Associaton and receive VINTAGE
AIRPLANE
maga
Postage.)
zi
ne
for
an
additional
$36
per year.
EM Membership, VINTAGE AIRPLANE magazine
E EXPERIMENTER
and one year membership in the EM Vintage
Ai
r
Current
EAA
members may rece
ive EAA
cra ft
Assoc
i
ation
is
availab
le for
46
per year
EXPERIMENTER
magazine for an add itional $20
(SPORT AVIATION magazine n
ot
included). (Add
per year.
7 for Fore ign Pos tage.)
EM Membership and EM
EXPERIMENTER
mag
az ine is
available
for
$30
per
year
(SPORT
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AUA would like to thank you - our customers - for your continued
support.
We
appreciate having the opportunity to serve you. Together,
we
can continue partnering to provide affordable, quality insurance for
vintage aircraft enthusiasts. Thanks
again
See you at Sun
'N
Fun
AUA
s
approved
To
become
a
Look for AUA at
Booth B57
AUA s Exclusive E
Vintage AircraftAssoc
Insurance
rogram
Lower liability
and
hull
premiums
Medical
payments included
Fleet discounts for multiple
aircraft carrying all risk
coverages
No
hand-propping exclusion
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