vintage airplane - aug 2000

8/12/2019 Vintage Airplane - Aug 2000

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2/36

STRAIGHT AND LEVEL

2 VAA NEWS

4 AEROMAIL

THIRTY FIVE YEARS AT THE OUTER

MARKER! Dutch Redfield

8 MYSTERY PLANE/HG.

Frautschy

9

PASS IT

TO

BUCKl

E E Buck Hilbert

10 VAA CHAPTER 33

FLY-IN/Steve E

ml

ey

12 RAIN DOESN'T DAMPEN THE ENTHUSIASM!

Norm

Petersen

16 GREAT PLAINS, GREAT LAKES/H G

Frautschy

22

TYPE Ct UB NOTES/H G

Frautschy

24

DUTCH'S WACO ZKS 7

27 CALENDAR

28 WELCOME NEW MEMBERS

29 CLASSIFIEDS

www vintageaircraft org
http:///reader/full/www.vintageaircraft.orghttp:///reader/full/www.vintageaircraft.org


3/36

STR IG

T L E

by

ESPIE

BUTCH JOYCE

PRE

S

ID

E

NT

,

VI NT

A

GE

IRCR FT

SSOCI TION

f you're a new member who just joined us at AirVenture

2000, welcome to EAA's largest Division, with nearly 10,000

fellow members

who

share your enthusiasm for th e great air

planes of yesteryear.

As a member of VAA, there are a number of benefits specific

to your visit to

EAA

AirVenture 2000. Just look around the V

AA

area, and you'

ll

many

areas that your membership benefits.

The Type Club Headquarters, Workshop tent

and

V

AA

Forums

are great examples of what we accomplish

as

a group.

For

you to treasure, each year we put together a participants

plaque. It includes a

photo

of your aircraft

and th

e AirVenture

2000 logo. As a member, the plaque

is

free. Non-members are

charged $10.00 for the plaque.

While you're shopping in the V

AA Red

Barn sto

re

, be sure to

show your VAA card when you check out - it's work an addi

tional 10 percent off the price. (Discount offer good only at the

time of purchase

.)

We are in the process of putting a package of materials for

use by VAA chapters during FI-Ins. Included in that package

will be a VAA Prop Card. We'll

hav

e these new cards

on hand

at the Red Barn. Show you pride in VAA by displaying it on

your airplane when you visit AirVenture or any of your local

fl

y-ins.

I try to keep my prop card neat by using a labeling machine

for the letters and th en putting some clear "page protector

plastic over the entire prop card. Then I can reuse it for the

fly

ing season.

People really seem to appreciate having th e information

about your airplane. It also makes

the

jobs of our judges and

editorial staff much easier when you display a prop car

d

Membership has many benefits, not the least of which is

acquired some life long friends.

Volunteering doesn't have to be a big job ei th er. My very

first job as a VAA volunteer was pretty simple - a

ll

that anyone

would allow me to do was stay in the back room of the Red

Barn

and

make lemonade for the vo lunteers working hard in

the sunshine

In the year 2000, we' ll have 58 chairmen and vice-chairmen

administering

to the

wide variety of tasks

we

need done to put

toge ther such an amazing event.

Many of these chairmen have volunteers working in th eir

area of r

esponsibi

lit y. We

have approxi mat

ely 350

volun-

t eers

who work

in

our

area eac h year. Some o f

these

hard-working

fo

lks put in 10 to 15 hours of work, wh ile oth

ers may put in

80

hrs of work . t

isn't the quantity

of

tim

e

you spend (it certainly

is

appreciated ) but the fact

that

even

an hour or two a day makes a big difference. The volunteer

force

in

the

VAA

area

a l

one

acco

unt

s for

an

es

timat

ed

16,000 hours of labor during the week of AirVenture, work

th at benefits EAA and the VAA.

To each or

you

who vo

lunt

eer, I want you

to know how

much I and the rest of

th

e VAA Board

and

staff appreciate all of

th e work that you do to make the VAA area of A

irV

enture the

most membership friendly area of

th

e ground

s.

We also wel

come

any

input

that the membership

might

have that might

be helpful in improving what we do.

"THANKS "

Dic

ky

Bird

of Eng land recently wrote me an E-mai

l.

He took

time to ex plain that his was not a complaint E-mail. He wanted

to

th

ank me for the hard work that I have been doing for Vin

tage aircraft,

and how

much he enjoyed being a member. The

work done by VAA

is

a joint team effort.


4/36

VAA

NEWS

compiled y H.G. Frautschy

AIRWORTHINESS

DIRECTIVE

PROCESS

LATEST

EAA

-

BACKED

EFFORT

FOR

VI NTAG E

AIRCRAFT OWNER S

Owners

and

pilots of vintage air

craft

are

becoming a greater

influence in the

federal regulatory

process because of several recent

efforts initiated or supported by

EAA. These efforts

have brought

issues regarding

vintage

aircraft to

the forefront

,

meeting

the

needs

for

thousands

of

airp

l

anes built

prior

to

1966.

Among the issues addressed by

EAA include

an unprecedented

ef

fort to modify the Airworthiness

Directive

(AD)

process, in coopera

tion with various aircraft type clubs,

other aviation

groups such as

the

Aircraft

Owners

and

Pilots Associa

tion

(AOPA),

and

the

Federal

Aviation Administrat ion

(FAA).

As part of EAA s efforts, the associ

ation's Division

that is

specifically

dedicated for enthusiasts of older

aircraft - the Vintage Aircraft Associ

ation (V AA) - have

scheduled

two

special meetings

of

particular inter

est

on

specific issues. A meeting for

THE COVE R S

FRONT ND

B CK COVERS

One of

vintage

aircraft type clubs

has

been

planned for Thursday, July 27, while

FAA

will report on aging aircraft is

sues

on Saturday, July

29 . These

meetings are in

addition

to

the

dozens of meetings, forums

and

gatherings scheduled for vintage air

craft

owners

throughout

EAA's

annual AirVenture gathering at

Oshkosh.

There has been

outstanding

progress in vintage aircraft issues

over the past several

months,

said

Earl Lawrence,

EAA

Vice President of

Government Relations. Thousands

of our members enjoy owning,

restoring and

flying older aircraft.

There are unique situations regard

ing these aircraft

that include

maintenance, safety and restoration.

We want

to

make

sure people who

own and fly these airplanes can en

joy

them

for years

to

come.

Other

vintage

aircraft topics

that

have received

extensive

EAA

atten

tion include installation of shoulder

harnesses in some older airplanes

and maintenance

of orphan air

craft - airplanes that no longer have

manufacturer support. In addition,

EAA

was asked by

FAA

to partiCipate

in

an

ad

hoc committee

created

to

study other aging aircraft issues.

Many of

EAA's

initiatives

grew

from a gathering in Kansas City,

Mo., in early 2000

that

dealt specifi

cally with vintage aircraft. Included

considered vintage

aircraft. There

are

tens

of thousands of those air

planes that are still workhorses of

the general aviation fleet.

We'll be keeping you appraised

of the ongoing

efforts

of

EAA

and

the family of Type Clubs to educate

the

FAA

and other

industry

groups

as we

all work

to

meet

the

chal

lenges

we

face in keeping

these

great aircraft in the air.

REGIONAL EAA FLY-IN S

ON THE WEB

f

you're looking for the most cur

rent, up-to-date information

on

EAA

Regional Fly-Ins, look

no further

than the Internet. You can start your

journey by logging

into

EAA's web

site at www.eaa.org , or

going

di

rectly

to each

fly-in web site.

Here

are their

URL s:

EAA

Golden

West

EAA

Regional

Fly-In, September 8-10, www

gwfly-in.org

EAA

East

Coast

Fly-In,

October

6-8

www.eastcoastflyin.org

EAA

Southeast Regional Fly-In

(SERFI), October 6-8,

wwwserfi.org

Copperstate

Regional

EAA

Fly-In,

October 12-15,

www.copperstate.org

EAA

Southwest Regional Fly-In,

October 20-21,

www.swrfi.org

Fall

is

a great time for a fly-in , so

start

planning

your

trip to

one of
http:///reader/full/www.eaa.orghttp:///reader/full/gwfly-in.orghttp:///reader/full/www.eastcoastflyin.orghttp:///reader/full/wwwserfi.orghttp:///reader/full/www.copperstate.orghttp:///reader/full/www.swrfi.orghttp:///reader/full/www.eaa.orghttp:///reader/full/gwfly-in.orghttp:///reader/full/www.eastcoastflyin.orghttp:///reader/full/wwwserfi.orghttp:///reader/full/www.copperstate.orghttp:///reader/full/www.swrfi.org


5/36

The target date for publication has

been set at or before

the

year 2002,

the

seventy-fifth anniversary of

the

famous flight to Paris in 1927.

Actually, there will be two books,

the second one covering all of the

goodwill

tours of

both the United

States (80 cities) and later the trip to

Mexico, Central and South America,

the

Caribbean

and Cuba

before it

was permanently placed in the

Smithsonian museum's collection in

Washington, D.

C.

I still need

help obtaining good

photographs taken of the Spirit when

Lindbergh visited the following cities

and towns.

Indianapolis, IN

Tulsa, OK

Lordsburg,

NM

Little

Rock,

AR

St. Paul,

MN

Memphis, TN

Abilene,

TX

jackson,

MS

Oakland,CA

Atlanta, GA

Dallas, TX

Baltimore,

MD

While I have a

few

photos from a

couple of these locations, they're un

acceptable for various reasons. Some

are unclear or can't be attributed ac

curately to the location.

So, fellow EAAers, please

check

your

photo collections, photo al

bums, scrapbooks, attics, basements,

nooks and crannies. I ask this of EAA

and VAA members worldwide. One

never knows where such photos can

turn

up. Pictures can show the air

plane with or

without

Lindbergh. f

E

FORD ON TOUR

f

you're living or visiting the area arou

nd

Auburn, Indiana during the

annua

l Auburn Cord Duesenberg Festival 2000,

he

ld over

La

bor Day

weekend, you'll have a chance to ride on

EAA's

famous Ford Tri-Motor.

EAA's

Ford will be at

the

Auburn,

Indiana

airport starting on

Fri

day,

September

1,

departing

on

Monday, September 4 (weather permitting, of

course). Last year's visit by the Ford was a great success, with dozens of

flights made over the course of three days. Auburn enthusiast Paul Fischer

brought his 1935 Auburn 851 Coupe from Lehigh Valley, Pennsylvania

and

shared

it with the

Ford crew

the

after

the

airplane's cross-country

flight from Oshkosh. Paul's Auburn

is

supercharged. t was hard to tell

who was more excited about seeing each other's rare conveyance - Paul or

the

Ford

Crew

Navy Flight Instructor School on the

airport.

t

was

then

listed as Lock

port, Illinois airport. They are seeking

pictures

of the flight instructor

school,

including

aircraft on

the

flight

line,

housing

facilities,

etc

.

Th ere was

also

a manufacturing

plant on the

field called Globe Cor

poration that manufactured Franklin

gliders for

the

Army Air Corps

and

radio controlled drones.

f

you have

any information or

photos

of

the airport during

this

time period, please

contact

Frank

Goebel, vice-president of

EAA

Chap

plus $2.50

shipping

and handling.

The

Airman s

.

has

many of the

same

stories

you ve enjoyed in

Thirty Five Years .

plus

many

more

flight and people experiences you'll

enjoy. Order it from Holland

L Red-

field, P.O. Box 941, Cutchogue, NY

11935-0941.

BOOKS

TO ENJOY

Mystery Ship

just off the presses is Edward

H.

Phillips'

Mystery Ship

It's a history of

the Travel Air Type R monoplanes.

It's published by Flying Books Inter


6/36

Dear

Sir

Although

I

do not

s

ub

sc

ribe

to

your maga zine , I

thought

the en-

closed

photo would be

of

intere

st

to you.

In about

1908

my grandfather,

John Henry Menning,

and

my father

William

Henr

y

Menning

built the

airplane

that

is

pictured.

As

you can

see it was

completed and

ready for

the

maiden flight

in

1910.

The young gentleman on the right

and

perched

on the fl

y

ing machine

is

my

fath er. The other gentleman

on

the

left

and

leaning on

the

wing

of

the

plane is Charles Fessler, a life

long

frie

nd

of

William Henr

y.

The

two pairs

of

feet

in

the background

have never been identified.

It was constructed in a large build-

ing

on the

b

ac

k of

John

He

nr

y's

property, located on East Hermitage

Street in

th e Roxborough area of

Philadelphia. I am told the

building

later became a peanut butter factory.

John Henry decided

on

the Bel-

mont

Plateau

for

takeoff . This is

across

the

Schuykill River

in

Philadel-

phia and

up

a

long hill

leading to

the

Plateau.

How

John

Henry and

William

Henry managed

to get the

airplane to this spot I

cannot

say.

Af-

ter

what

I am sure was quite

an

effort

the

plane was

in

place

and

ready for

flight. John Henry was seated and

ready for flight . And

fly

it did, bit did

not clear a fence. End of flight.

My grandfather was not

about

to

lose

money

on this

proj

ect.

He hi red the Dixie

Vaude-

ville Theater

and

sold

tickets. People came from all

over

th

e 21st Ward to see this

mod

ern miracle.

I have read

that

th e Wright broth-

ers

owned and operated a bicycle

shop.

John He

nr

y was a

machini

st,

having his own "Mount Vernon Ma-

chine Works

in

la t

er

years.

I

am

told he

se

rved his machinist appren-

ti ces

hip

as a

bic

ycl e mak er.

Ve

ry

inter

es

ting

I am

happ

y to share this informa-

tion

with you, also a photograph.

Sincerely,

Ruth

E.

Michel

North Cape May, New Jersey

Ruth s photographs are of two

differ-

ent aircraft.

Th

ephoto

tak

en

in

front

of

the

shed

look

much

lik

e a Bristol

Boxkite,

and

the other,

with

William Henry Men-

ning perched on

th

e edge of

h

e cockpit

app

ea rs to be a shoulder-wing mono

plane with a Bleriot type (uselage that

had a pair

of

tandem wings mounted

closely to

ge

ther, one in front of the other.

In

that

sense,

both phot

os raise

a

few questi

ons .

What is the exact

configura-

tion

of

the wings? The close up

vi

ew

giv

es

us

scan

t details, but

the double cabane struts on the


7/36

e rs

tt

Outer Marker

ore

Misadventures South

of

the Border

T

he following evening we again

originated the southbound

flight to Mexico City, flying

the same airplane with many of our

passengers from the night before.

t

had

been

thoroughly

inspected, en-

gines

tested

and run up, and the

airplane released for flight with con-

firming signatures in the logbooks.

Full commissary was aboard, lavato-

ries spotless and the fuel and water

Washington

and

Atlanta crept

slowly toward us then disappeared

beneath the huge

wings,

growling

engines and throbbing propellers.

My companion sitting across from

me occasionally

turned up

his

map

light

as he

referenced his charts and

flight

computer and

we were

both

enjoying the evening in th e dimly

illuminated cockpit.

Suddenly he

turned

to me and cried, "Look " as

trolling switch. The indicators were

designed to display, "ON." "OFF," or

a "CROSSHATCH"

indication

if

the

valve was

in

transit from one posi-

tion

to

another.

I was

dumbfounded and

alarmed

to observe these fuel valve

position

indicators

,

despite no

cockpit in-

puts, clicking in a random pattern

across the four engines from "OFF,"

to "CROSSHATCH," to "ON. It


8/36

Mexico was not far

ahead.

t was

midnight

and with this crazy fuel

system

we

didn t

know whether

we

could

keep the

engines run

ning or not. We eased over toward

the shoreline and

quickly called

New Orleans traffic control appris

ing them of our problems .

f it

became necessary to ditch we

would put the airplane down close

to the sandy beach, rather than in

the Louisiana swamps.

One thing

was

sure-after

our

engine

icing problems of the pre

ceding evening,

should

the

engines now flame

out

due to lack

of

fuel as the fuel supply valves

went through their crazy cycle, we

were at least now well acquainted

with the necessity for

relight

within 5 seconds,

the ten

second

countdown procedure and the

penalties involved should we

not

adhere to the five minute drain re-

quirement.

We were at 28,000 feet

and

the

lights of New Orleans at last ap

peared far ahead, then crept ever so

slowly

toward

us. We

were

spring

loaded for

the

engine relight proce

dure

and watched tailpipe

temperatures and the fuel valve indi

cators very closely, while trying to

dig out New Orleans airport and ap

proach charts. Neither of us had ever

landed there.

Twice

the

airplane pulled

hard

to

the left, but before we could get un

derway with the relight

countdown

procedure

the engine relit itself as

fuel

supply

was luckily restored by

the opening and closing valves. We

I

was

dumbfounded

and alarmed to observe

these fuel valve

position

indicators, despite no

cockpit inputs, clicking

n

a random

pattern

across

the

four

engines

from

O F ~ to

CROSSH TCH

to liON

The valves and lights of the fuel

sys-

tem continued their crazy cycle

and

as

we descended she pulled softly

to

the

right and the tailpipe tempera

tures

indicated

No.4 engine was

flaming out,

but

as we began the en

gine relight countdown she came

back in as fuel as re-supplied.

As we got lower we could see that

all of

the

airport runway lights were

now

on

and

the

tower cleared us

to

land unrestricted on any runway.

The evening winds were light

as

we

lined up for a steep power

off ap

proach

to the longest runway and

delayed flap and gear extension un

we

were

at least

safe on

the

ground, and let

the

engines quit.

Except for the

airplane s

very

warm cabin we were all right,

and

their

job

done,

we dismiss ed

the

emergency trucks and thanked

them.

As

we taxied to the

ramp

area,

and then

past

the

tower,

the

men

silhouetted there peered

down

on us.

Which

radio voice

that we

had

been communicating

with, went

with which

of the fig-

ures silhouetted up there, I did

not

know, but I opened

the cockpit

side window

as

we rolled past

and

waved while radioing our thanks

for their help during the last many

hectic minutes.

Our sweltering passengers were

off-loaded as we finished our cock

pit

chores. A few

minutes

later,

as

we left

the

cockpit and stepped

into the

main cabin,

I was most

disturbed to find a

soaking wet

forward cabin floor

with streams

of

water

dripping from the air

plane s ceiling.

Then,

as we

descended the

stairway

to the air

port

ramp,

large

puddl

es

could

be

seen beneath the airplane just aft of

the nose

landing

gear, glistening in

the glare of the

ramp

floodlights,

where water was

dripping

heavily

from the plane s belly.

The airplane s forward drinking

water supply tank was located in the

main

cabin ceiling

and

unfortu

nately positioned directly over the

main

electronic bay which was far

below in the forward belly. The tank

had

sprung a leak

and

shorted

out

the fuel system operating circuitry


9/36

and

because I

had

been there at the

time of the fuel feed problems, I was

asked

to

accompany them as an ob

server. For a couple

of

hours,

the

fuel system, its shutoffs

and

its cross

feeds were

carefully

and

systema

tically wrung out, and under all pos

sible

conditions the

system

now

functioned perfectly. s the test pro

gressed we

worked

our way

northward to Brownsville, Texas, at

that

time the nearest airport to Mex

ico City with

an

instrument landing

system. The fuel tests completed, it

was

planned to then do

some badly

needed ILS training

with

several

Aeronaves pilots

who

were aboard.

The first approach, however, was to

be

an

auto-coupled approach during

which the autopilot automatically

tracks

the

ILS

glideslope

and

local

izer beams.

s

we

had

just

done

with

the

fuel

system, th e autopilot also was to be

thoroughly tested prior to release of

Following our fuel system evalua

tions I left

the

cockpit. In a

few

more

minutes, as

the

training crew in the

cockpit prepared for

the

planned au

topilot controlled

ILS

descent

to the

runway,

the airplane

was turned

outbound on the

ILS system at 1,500

feet.

When it

was time to engage

the

autopilot the autopilot

switch

was

positioned to

"Engage,"

but

I

learned afterward that the switch

would not stay in the engaged posi

tion. After a few checks were made it

was tried again, but to no avail be

cause

preventative

circuitry

continued doing its job. A third try

was

then made and this time it

seemed to say,

OK

boys, i

that's

what you want " and

applied full

left aileron and locked it there.

In response,

the

airplane quickly

rolled into a very steep bank causing

a side slip

at

a very

high

rate toward

the fast-rising

ground.

In the cock

pit,

the

combined

strength of the

above

the

trees.

s things simmered

down, ex

planations made, and

brows

mopped in relief, a representative

of

the autopilot company

moved

to

the

radio

rack, loosened the re

taining

screws and removed the

"

new and improved

" unit. He then

walked aft

to

where I was Sitting

and

placed

it on the main cabin

floor. t this point I suggested, and

he agreed, perhaps

we

should

heave it

out

the

back door.

Nobody now felt like doing any

more training

so

the airplane

was

headed

back to Mexico City. We

landed

and

taxied up

to the

airline's

hangar where a stairway was rolled

to the

forward entry door

and

at this

juncture, I picked up my

battered

flight bag,

strode

the

length

of

the

cabin, out the

main

cabin

door,

down the

stairway, across

the

hangar ramp, then trudged a mile

and

a half across the airport, its run-

I was most disturbed to find a

so king wet

forward

cabin

floor

with streams of

water dripping

from

the airplane's ceiling.

the

airplane back to

the

line , be

cause up until

the night preceding

there

had been a long-standing re

striction against its use

at altitudes

below 10,000 feet,

the

reason being

that the

autopilot

was strongly sus

pect in an earlier accident in Britain.

t

the factory extensive changes

to

the

autopilot

circuitry had been

two pilots at

the

controls was un

able to overpower the displaced and

locked ailerons in order to level the

wings,

and

actuation of

the

autopi

lot disengage buttons

on

the

control

wheels

and the

engage/disengage

switch

on

the

autopilot

pedestal

control

module had

no

effect. Aft,

in the main cabin

I was unable

to

ways, and its taxi strips in the hot

sun to

the

airline terminal building.

I never looked back once. I had had

enough of this crazy airplane in the

past

few

weeks

and with

my

own

money bought a ticket for a flight

that

night

back

home to

New York,

aboard a good

old

Eastern Airlines

Yankee-built Douglas DC-7.


10/36

u ~

Mystery

by H.G. Frautschy

most

complete answer:

The aircraft

is

a Monsted-Vincent

MV-1 Star

Flight.

t was

built in

New

Orl

eans

and its

first

flight occurred Oc

tober

1,1948.

May s Mystery

Plane came to us

courtesy of Clancy

Hess,

longtime

EAAer. Clancy

took the

photo

in

New Orleans,

and

later flew the air

pl

ane. Harold

Swanson sent us

the

This one is pretty obscure , so

we 'll give a

couple of hint

s. t was

taken in front

of

the hangar at

Michigan

State Aviation

School

during the

la

te

1920s.

Our

thanks

to

Member

Brian Baker of

Farm

ington, NM for sending us th e

photo. Send your answers

to:

EAA

,

Vintage Airplane, P.O. Box

3086

,

Oshkosh, WI 54903-3086. Your an

s

wers need

to

be in

no later

than

September 25, 2000,

for

inclusion

in the N

ovember

issue of Vintage

Airplane.

You can also

send your

response

v ia e-mail.

Send

y

our

answer to

v

in tage@

eaa.org.

Be

sure to include

both

y

our

name

and

address in th e body

of

your

note

,

and put

(Month ) Mystery

Plane in

the

subject line.

Co incide

nt

ally Pat Pac

ka

rd

of

Om ro WI

al

so

inqu ired abo

ut

th

e i

ent

ity of

the

airplane

just

as th

e May

iss

ue w

as

going

to

pr

ess

Pat

pa

ssed

al

ong

thi

s pho

to of

the

MV-1.

Far

l

ey

Vincent and

Robert

Monsted

were

WW-

JI

Air

Force

p

il

ots who served

with distinc

ti

on. V

in

cent

was ran an

FBO in Lou

isiana.

The Des ign

er was

Art Turner, former

engineer w

it

h Lockheed and Donald
mailto:[email protected]:[email protected]:[email protected]:[email protected]


11/36

PASS IT TO BUCK

by E.E.

Buck

Hilbert

EAA

#21 VAA

#5

P .

Box

424 Union IL 60180

New Technology

Friend? or Enemy?

Thumbing

through

Airline

Pilot

magazine I came across a statement

by

one

Chris Lehman, editor in chief

of CAT the journal for Civil Aviation

Training. Chris was specu lating that

New technology was creating people

who fly airplanes, rather

than

pilots.

He stated

that modern

avionics

and

cockpit technology are pure joy,

if

we

have

the

right mindset, are prop-

erly

trained and don't become

absolutely dependent upon them . I

agree with him.

The new technology

is

wonderful

and

almost too easy to use. My com-

plaint

is that

it

is

eroding airmanship.

It is too easy to become completely

submerged, so enamored with it,

that

the basics are lost. What if? never

seems

to enter into

i t anymore. The

thought of the system malfunction-

ing or partial failure o f an electronic

component

is

unthinkable.

The thought that if there is an

emergency, one

needs

only

to

push

the button that provides the infor-

mation on the ten nearest airports

or VORs is

very

comforting, but

never heard of,

are thrown

at him.

He's in the sweat box (simulator) for a

coup

le

hours proving to

the

examiner

that he can

handle

any situation.

Then, after

the

box, there

is the

cri-

tique and the

oral.

The oral

covers

most any

of

the

aircraft systems: hy-

draulics, electrical, limitations, and

operating

techniqu

es, regulations, hi-

jacking, emergency evacuation, FARs

and whatever else the

examiner

dreams up. I guarantee that the whole

procedure will leave a person

com

-

pletely

drained

when it's over. He'll

also

know

his weak spots

and

will

do

something abou t it.

Before the advent of

the

simulator,

the

entire

check was

done in

a real

airplane and it's still done that way in

some cases. We lost engines

on

take-

off; we used raw

data

for

approaches

with engines out. Hydraulic prob-

lems,

electrical problems,

control

malfunctions, every possible problem

was practiced,

and as

realistically

as

it

could be done.

Unfortunately,

as time went

on,

we lost people

and

airplanes. We

difficult to make a decision. Then

along comes

the

glass panel,

the

new

technology. It makes the

decisions

for us. It plots the course.

t

handles

the

little irregularities. t leads us

around

by

the nose and

we

become

so

dependent upon

it that

What

if?

is lost in the process.

What

if? has to be brought back.

That

old

attitude

of

being spring

loaded to

handle any

situation has to

be

there.

Use

that

new technolog

y

but

keep

part

of

you attentive to

What if? I was never a Boy Scout,

but

I like their motto,

Be

prepared.

Whether you're

in an Ercoupe,

your

Aeronca, or a Twin Beech, you

should

be

prepared

if

that

new or

even old technology lets you down.

Know

your

radio

out procedures.

Know where you are. Make practice

runs

in your

mind

to handle What

if? situations. Do

yo

u have maps


12/36

1st Annual Vintage

Chapter Thirty Three Fly In

By

Steve Emley

the

ideas,

planning and

or

ganization came together on

aturday, March 6 for

Chap

ter Thirty-Three of

the

Vintage

Aircraft Association. Our First An

nual Vintage Fly-In was held at liThe

World famous Flabob

International

Airport"

RIR) in

Riverside, Califor

nia

and

was proclaimed a "Roaring

Success" by

all who attended

I t

seems that whenever

you get

a

bunch of airplane people together

for food, friends

and

fun, everyone

always has a

great time. Not

only

did this adage prove true again, but

we

walked

around for

days after

ward

with

staring

eyes, fixed gazes

and crooked

smiles

stuck

to our

faces. We had a blast

The

dedicated chapter

members

arrived for

an

early breakfast

at

Sil

ver Wings Cafe and were ready for

the

typical Southern California low

clouds

and

fog to burn off

and

give

way

to

the

morning

sun. The

wait

wasn't

long and we were rewarded

by

the airport being offiCially de

clared

VFR

just as the first of our

guests began

to

arrive.

Soon

th

e

burgers and dogs were

on

the grill

The Polyfiber fabric

covering workshop

in Travis Gammill s

hangar was a big

success.

The flight line

at

Flabob with a mix

of Antique,

Classic

and lightplane

replicas.


13/36

English Wheel, aluminum riveting

and

manufactured parts assembly

and were astounded with the relative

ease

of modern fabric covering

techniques. Many thanks to Air

craft Spruce

and

Specialty

for

the

metal and Polyfiber, for the cover

ing

supplies. t just "goes

to

show

ya that with a little help from

your friends,

you

can

accomplish

almost anything

By

early afternoon we had

an

"of

ficial guess

as to

the attendance and

came up

with

about 40 aircraft and

some 150-200

people who showed

up for what we hope will be only

the

first of a long succession of Vintage

Aircraft Association Flabob Fly-Ins.

What

we didn't

have in quantity,

we

certainly made up for in quality

We

had

aircraft

such

as

Barry

Branin's 1931 Waco QCF-2, Martin

and

Wendy Benson's

Stearman,

Ralph Baxter's Waco UPF-7, Ron

Karwacky's beautiful

Cessna

195,

Larry

VanDam's

Bonanza

(the en

gine clean

enough

to eat off of)

and

Jack Kenton's Travelair 4000. There

were many more that due

to

space

cannot be listed, but many thanks

to

all who attended. We hope you had

as

much fun

as we

did .

All of us at Vintage Chapter

Thirty-Three wish

to

offer a sincere

and very heart-felt Thank You to

all

who contributed their time and

effort to make this Fly-In

the

success

that

i t

was. We especially

want

to

thank Gerry Curtis, Fly-In Team

Leader for this year's

event.

Gerry

put in

the

time, effort, organization

Kenny Fitzgerald (left) goes

over riveting

with

metal

workshop volunteer Jim

Pyle.

Larry Van Dam s spotless Bonanza was one

of

the

many aircraft displayed.

Jim

O Brien

flew

in

this Taylorcraft

BC12-D

which fea-

tures

the

extra plexi-

glass panel in

the

lower

half of the

doors.


14/36


15/36

American

Waco Club

Fly In

t Creve Coeur

y

Norm

Petersen

T

he

tiny

airport located

on the northwest side of

St. Louis, MO,

that

car

ries

the name Creve

Coeur

Airport was

once

again the gathering

place

for the

annual

fly

-in of the American Waco

Club, a group of multi-talented peo

ple

who enjoy

the

sound

of

round

engines and airplanes with two sets

of wings on them.

The

dates were

June 1S-18,

2000, and some

26

Waco aircraft were on hand for the

celebration.

Into this group,

we

must add the

aura of Creve Coeur Airport itseJf-a

literal treasure of

antique

airplanes

of

every kind and

in all stages

of

restoration. A tour of the hangars

at Creve Coeur is almost like a time

warp, starting with a really fine air

plane museum and

continuing on

to some of

the

most interesting

hangars this

author

has ever been

privileged to inspect.


16/36

From the capable hands

of

John Cournoyer comes his latest piece of work-a rein

carnation of the Texaco Number

17

Waco

UBF-2

. The workmanship and finish on

this airplane

is

outstanding.

A smiling Chuck Doyle, Jr. stands by

his

Travel Air 4000,

powered by a gleaming Lycoming 300 hp engine

that

features highly polished rocker boxes

with the

name,

Wright

on each one. As Chuck explains,

he

always

wanted a Wright-powered Travel Air

Travel Air 4000,

flown

by Chuck Doyle, Jr.

and

an

R-985 powered Mulli

coupe flown by Bud

Dake. Impressive

With the

rain contin-

uing to dribble towards

evening, the

Friday

night banquet was

moved inside the

hangar

where we were treated to

a

chicken dinner

by

hosts l and Connie Stix

with

some excellent as

sistance by some busy

volunteers.

The

ex-

change of vital Waco

information between the

club members

during an

evening

meal such

as

this

is

most amazing.

Winner of the 2000 Bob Poor Memorial

Award

for

pride of ownership of a

Waco, was Robin Williams of Michigan,

who

flies a beautiful

Classic

Waco YMF

5 done up in a blue and white paint

scheme.

Gatherings such as

this

make

the

entire

trip worthwhile. Following

the meal,

this author

served

up a

number

of songs on the accordion

plus a few sneaky jokes in between

as

I

have been known to do

on

occasion.

A

planned

group

flyout

to

a pri

vate grass strip on Saturday

morning

had to

be cancelled because of more

rain, so most of the folks spent time

going through hangar

after hangar

filled with

delightful

airplanes of

every

vintage

. By

afternoon, the

rains had given up and the Waco

rides were back in full swing. One of

the

treats of

the

fly-in was a ride

in

John Schwander s

newly finished

1932 Waco

UEC

cabin

with a

220

Continenta l up

front

that features

a front

collector ring exhaust.


17/36

Totally restored in the livery

of

"The Viking Flying Boat

Co

."

as

delivered in 1932, this Waco

UEC is the

handiwork

of

John

Swander

of

DeSota,

KS.

The 1

O-year

restoration shows at every turn, even

to the front

exhaust collector ring on

the

Continental

R-670

engine

of

220 hp.

John's

ten-year project was impec

cably restored and to fly

in

such an

airplane-where every piece

on the

airplane feels tight-was indeed a

treat.

The Saturday afternoon annual

business meeting was held

under

the

able direction of President Phil

Coulson, who has that

innate

abil

ity to keep

things moving

along

in

a brisk fashion.

When

all was said

and done,

it

was back to flying

Waco airplanes. A group of five

UPF 7 Wacos made a beautiful for

mation flight over the assembled

crowd with one of the UPF's pulling

skyward

in the

traditional missing

person tribute

to

the late Mrs. Jack

(Pauline) Winthrop, a vibrant mem

ber of

the

American Waco Club for

many,

many

years. If there was a

dry eye in the

entire

crowd

at

this

moment, I didn't see it.

The Saturday

evening

banquet

was

held

in the

hangar

with

the

culinary

delights

handled

once again by Al and Connie

Stix. Believe

me when

I say,

nobody ,

but

nobody, went

hungry.

Entertainment

was

provided by a young song


18/36


19/36


20/36

Originally, a little four-cylinder,

85-hp Cirrus Mark 3 powered

the

Great Lakes. While a two-place air

plane, the Great Lakes 2-T-1

wasn't

very big. Just 20 feet, 4 inches long

with a

wingspread

of

just over

26

feet, the

Great

Lakes was

quick to

gather a reputation

as

a fun, nimble

airplane to fly

But the first ones weren't that way

at all After initial test flights, a small

problem crept up and bit designer

Charlie Meyers.

Charlie

had been

the guiding force on the drawing

more airplanes had already been

built, with two more

on the

shop

floor, their construction well along.

If Charlie

made

the

engine mount

longer to

counteract

the tail heavi

ness,

the aerodynamics of the

short-coupled

design would suffer.

What to do?

Shifting the

airplane's

center of

gravity (CG) aft without

changing

the wings'

location

would be the

ideal

solution,

one that designers

had

used before,

and

often since.

Charlie

Meyers

took advantage

of

equipped

with

the

90-hp American

Cirrus engine, by some accounts

the

order

books

had over

700

orders

listed.

But

you

all

know what

was com

ing. Some of you lived it,

the

rest of

us read

about

it,

but

we all still deal

with its aftermath

71

years later. The

Great Depression meant money for

buying and flying fun airplanes all

but dried up. Even with drastic price

cuts (from $4,990 to $2,985 by 1931)

the

company struggled to stay in

business. Each model of

the

airplane

At

Left) The

aft

cockpit

of

the Great

Lakes

features period instruments, including a bubble-faced Kollsman compass surrounded

by a crash pad. One interesting aspect of

the

biplane s cockpit is

the

location of

the

airspeed indicator-it s

the

instrument mount-

ed just above and to

the

right

of

the fire extinguisher, down near

the

floor. At Right) Cameron Saure, Reynolds, North Dakota.

table for Waco when it produced the

Waco 10 and the spectacular Taper

this elegant solution. Each of the up

per wing's

outer

wing panels was

seemed to add to the possibility that

the

design would continue

to

make


21/36

new model, dubbed

the

2-T-IE,

to

third

place (at an average

speed of 107.33

mph) in

the

Derby,

and later to 16th

position in

the

Na

tional

Air Tour of

1930. The glowing

reports from the pi

lots who flew

the

airplane

for

sport

and

for

air

show

work helped the

company some,

but

the financial hard

ships of

the

day

made

quite a

dent

in

the sales for the

biplane, and Great

Lakes

only built

a

dozen of the 2-T-IE Sports.

For decades afterward, the Great

Lakes biplane was one of the

most

sought

after

mounts for air show

work. Its moderate size

and

rela

tively

slow speed made it easy to

keep in front of

the

air show crowd,

and its agility kept spectators inter

ested in the aerobatics

as

pilots such

as

Tex Rankin slow rolled their way

into aviation history.

Homebuilt versions of

the

air

plane

have

been fielded, as was a

well- received more modern produc

tion airplane with 135- and 180-hp

Lycoming flat-opposed engines. The

Great Lakes is one of aviation s most

enduring designs, and

we ll be seeing homebuilt

modern factory-built and

restored versions for

many

years to come.

For many

years Tex

Rankin ran an active fixed

base operation, and he was

the

first

owner of Great Lakes 2-T-l, SIN 20

Built in 1929, it didn t

get

sold

through Rankin s

dealership

until

1930. Almost immediately, the new

owner, W.H. Holliday, replaced

the

original engine with a llO-hp super

charged Cirrus. At an average speed

of 98.84 mph, Holliday placed 10th

in the

aforementioned All-America

Flying Derby.

Holliday flew the

airplane until

1934, when

an

engine failure

re

sulted

in

a wreck. Repaired, it

bounced around though various

owners until it came back

to

Holli

day in

1957. y

then a

normally

aspirated 125-hp 0-4-87

Menasco

Super Pirate powered the airplane,

and Holliday flew the Great Lakes

until 1969.

y then,

the

years of repairs

had

finally added up to an airplane that


22/36


23/36

Cameron did his

part

to make

surewegetto seeatleastone more

example ofthe 2-T-1 on

the

flight

line.Duringthesummer,Camworks

thefarm

that

hasbeeninhisfamily

since1879.Beets seemtodowell,

as

do

soybeans, but when

the cold

startstochillthegroundandthere's

no

wayanything is

going

to grow,

Camheadsinsidetoworkon apro

ject.He'shad aLuscombe,Stinson

108-3, and his brother

recently

boughtaCessna195project.

About eight years ago Cam

bought the

GreatLakessupposedly

readyfor reassembly,afterbeingre

coveredwithGradeAcotton.Butit

justdidn't look"right"

as

far

as

the

covering

was

concerned.

Acloser

examination

revealed

the work

manship of

the

covering job and

the

underlying structure werenot

airworthy. So Cam started acom

pleterebuild.

Afterremovingthe poorcovering

joband inspecting the structure

closely, therewasplentyof workto

do.Thetop wingribswerein good

condition,butCamfeltbetterabout

the

airplane after

he

replac

ed the

wingsparsand completely rebuilt

the bottom

wings.Noneof

the

fit

tingsneededtobereplaced.

Otherpieceswere in much better

condition.

Thetailsurfaces,which

areactuallyfroma2-T-1A, andwere

in

greatshape.

So

was

the landing

gear,although the Clevelandbrake

installation,

done

in the1950s,had

tobereworked.There wasoneglitch

in

that

process.In

the

airplane'spa

perwork,Cameronnoticed that after

the CAA inspectors.

He just

about

augered into the

lake, and

they

weren't eventhere

when he pulledup

to

the dock-they

had

already gone

home .So

it

never

got

approved for

floats."

Atwin-floatcon

figurationwasalso

tried

without

suc

cesson

the

Great The Menasco Super Pirate engine develops

25

hp

with-

Lakes

as

well, butit

out a supercharger and gives

th

Great Lakes sprightly

performance. The engine

is

installed in a bedtype mount

didn't

gainCAA ap

and is controlled by push pull rods.

provaleither.Still,

because

the earlyairplaneswereal

ready

in production, the fittings

were installed

on the

assumption

that there

would

be no problems

gettingtheapproval.Oops.

Cameron

welded

anew center

section fuel tank because he was

uncomfortable with the original

terneplate (steelcoatedwith anal

loy of

lead

and

asmallamount

of

tin)

tank

,

which had multiple

sol

deredrepairs.

CameroncreditshislocallA, Rich

Altendorf of

Northwood

Aero,

Northwood,NorthDakotaforbeing

ahandy fellow, agood friend,and a

perfectionistwhenit cameto"doing

t

right." Also

on the

list of local

folks

who lent their

expertise

was

Mark Tisler

at

Tri-State Aero in

Whapeton,NorthDakota.

He

helped

alotwiththecowling.

Camknewa

bit on the

useof

an

EnglishWheel,andMarkabitmore,

Cam

made

a

new

setof

top

deck

panels, too, because the originals

had

beendrilledso

many

timesfor

variousinstallationsofracingwind

shields and afront cockpit cover.

Tempted

to

add

afew

custom

de

tails, Cam knew he had a

very

originalairplane,

with only

the en

gine installation slightly different

from thefactorydeliveredconfigura

tion.He chosetokeep itlookingjust

as

itdidinthe1930s,completewith

the

beautiful lettering and Great

Lakes logo

on

the sides.SpeedySign

in Grand Forksdid

the

logo,based

on photographs and

drawings.The

lettersandlogoarevinyl, cutout by

acomputer-controlledcutter.

When

it came time to

cover

the

airframe, Cameron chose

the

Air

Techprocess.Hesays

that

Air-Tech

saysyoudon't haveto sand,

but

he

didi t anyway,wetsandingbetween

eachcoat. I didn'thavefingerprints


24/36

TYPE

CLUB

NOTES

by

H G Frautschy

Compiled from various type club

publications newsletters

From the Cub Club Newsletter

FIXED CONTINENTAL OIL SUMPS.

This

information, written

by Cy

Galley, appeared in Vol.

10

No.1

of

B-C Contact, the newsletter of the

Bellanca/Champion Type Club .

There have been a lot of these kid

ney

tanks discarded

bec

ause of

being severely dented:

If you are flying

an

aircraft with

the A or C Series Continental engine

that

us es th e kidn ey

shaped oil

sump, you probably know

that

they

are expensive to replace.

They

get

dented when the carburetor is forced

back

in

an accident. Fortunately, th e

opening

is large

and

a

good body

man can work out

th

e dents. Here

is

another option for dent re

moval

without a bunch of hammer dings

that

will happen i yo u

are

not a

good body man. Mount

th

e tank to

sure. Maybe as low as 5 to 10 psi.

You can always increase the pressure

if heating to a dull red doesn't do the

trick.

Be patient.

THE CUB DOCTOR

BY

Clyde Smith, jr.

R.D . 2 Box 545

Lock

Haven, PA 17745

570-748-7975 (home)

570-748-3927 (shop)

To help prevent rusting

out

of the

window channel on

the

D win

dows,

here's

a

quick and

easy

step

REAR

WINDOW

FRAME

that

shou ld be included in the

restoration process

of all

fabric

Pipers. Especially for

the

tail wheel

models, accomplish the following:

On all fuselage

frames

with

the

curved rear window D channels

made from steel, place the fuselage

in

its

normal 3-point ground

atti

tude. Use saw horses or whatever is

required to support the frame in that

ang le .

Take a 36-inch or 24-inch bubble

level and, while holding it in a level

position

(with bubble centered),

touch the

very

bottom

of each D


25/36

window channel and make

a

mark

with a pencil, felt marker, etc., indi

cating the lowest part of that channel

See illustration on previous page).

Drill small

(3/16 )

drain hole

down through

inside of

window

channel on:

J-3

PA-18

J 5

PA-20

PA-11

PA-22

PA-12

PA-22/20

PA-14

L-4

PA-16 L-18,

L-21

FILLING SCOTT

M STER

BR KE CYLINDERS

Charlie Cash, 555

Perkins

Rd.,

Extd. #402, Memphis

TX 38117

4424, 901-685-9050, has installed

the North River brake cylinder.

Booster kit on his Cub. He says the

brakes

work

fine after

he learned

how to

fill

them.

First,

he

raised

the tail so

that

the brake cylinders

are parallel to line of thrust -

th u

s

no air would be trapped

in

the up

per forward part of each cylinder.

Charlie

fills the

cylinders

from

the bottom

(wheels) but does some

thing

extra. He

brought an ex

tra

plug for each master cylinder -

then

drilled a

hole in

the top

of

each

plug, soldered a piece

of

tubing

in

the hole, and then added a piece of

clear

tubing over the

soldered-in

tube.

with others about brakes on

my

Cub

and Culver Cadet. The original blad

der assembly brake assembly works

fine provided you get all the air out

of

the sma

ll closed system. I

have

worked with the problem for over 20

years with my

J-3.

I am finishing up a Culver Cadet

restoration

project

which

has

the

same Goodrich system. The Culver

project

was a

total disassembled

basket case when I got t 10 years

ago.

When

it came

time

to fill and

bleed the brake system, I

had

prob

lems

getting

a

firm

brake

pedal

when the

system was full of fluid.

I found

that

you

should remove

the

wheel from

the

axle

and

expose

the brake

assembly,

put a

5-inch

worm clamp

from the

local hard

ware store around the brake blocks,

and

then screw

down the

clamp,

pulling

the

blocks

down

tight

against the empty bladder.

Fill the entire system

and

then

release

the work

screw,

which

will

allow the bladder to

expand

to nor

mal size. This will suck fluid

into

the

bladder, filling

the entire

lower

portion of the closed system. Then

top

off

the

fluid reservoir

with

hy

draulic fluid. Replace the filler plug

and

check

to

see if you have a firm

brake pedal.

You

may need to bleed

the

system once

or

twice. Always

fill from the bottom when topping

block valve under the front seat of

my

J3 mounted

on

the

floor

board. The

valve

is

mounted

be

tween the

Scott brake and the

brake assembly. I rigged up a

neat

spring loaded release handle with a

notch

for

setting

the brakes in

"Lock" position. Cub Club Newslet-

ter Editor s note: Be sure

to

o a

7

on this mod.

t

sure is nice for hand

propping

when

you're all alone

and

far from

a stump or fence post.

ENGINE TROUBLE SHOOTING

TIPS FOR ENGINE MISSES

This information, written

by

Cy

Galley,

appeared in

Vol. 10,

No.1

of B-C Contact,

the

newsletter of

the

Bellanca/Champion Type Club.

Many times a rough engine oc

curs because a cylinder

is

not firing.

But

which

cylinder

is

not

firing? I

have

seen

very intelligent,

grown

men burn their fingers when they

guessed

wrong. Solution: Make a

mark on each exhaust stack when

cool with a China Marker" or wax

pencil. Then run the engine. The

firing cylinder marks will melt. The

non-firing

won't.

Now all you have

to

do

is find out why

Does it

happen

only on one mag?

Then it is probably the lower spark

plug.

Switch the top and bottom

plugs,

and

if it follows, you know it


26/36

The Waco

was

secured

each night

at

this mooring, located just off-

shore from the cottage. You

can

see

the wing spoiler boards on

the lower wings. The mooring, in

about three feet

of

water, was

made up

of

many cement blocks

lL rn; l I1n n together. The chain

waS

inked with a rope bridle wh

allowed the plane to weather-

vane and always be pointed into

the wind .

H

olland Dutch Redfield sent these interest

ing shots of his Waco ZKS 7

mounted on

a

set of Edo 38-3430 floats. While we've seen

an occasional color shot of warbirds, we rarely see

color photographs from the late 1930s

and

1940s.

Kodak's Kodachrome film was introduced in 1936,

and

began

to

see more widespread use just before

World War II. If you have some images of civilian

airplanes you'd like to share, please

feel free

to con

tact us at EAA headquarters. Vintage Airplane, PO

Box 3086,

Oshkosh

WI 54903-3086, E-Mai l at

[email protected] call 920/426-4825 . We'll make
mailto:[email protected]:[email protected]:[email protected]:[email protected]


27/36

- News continued from page 3

models of the R are all

here

, from

the Texaco No.

13

to the Chevrolair

6 powered

R613K. R.S.

Hirsch's tech

nical drawings of each of the models

are included in the book,

as

are hun

dreds of photos. Mystery Ship

is

available

from Historic

Aviation,

800/225-5575.

Arctic Bush Pilot

rctic

Bush

Pilot by

James

Andy"

Anderson

and

Jim Rearden follows

the amazing career of bush pilot An-

derson

as

he

transitions from Navy

combat pilot to a veteran of a differ

ent sort, doing battle with the

elements of Alaska's northern wilder

ness

. Backed by

Wien

Airlines,

Anderson was

one

the

pioneers

of

post World

War II air

service to

Alaska's vast Koyukuk River region,

where

h e served

miners

,

natives

,

sportsmen, geologists, adventurers

and "bush rats."

Illustrated with 50 photos,

Arctic

Bush Pilot is available from Epicenter

Press, Box

82368, Kenmore, WA

98028, 800/950-6663.

Lightplanes

at War

Lightplanes at War is

Ken Wake

field's follow-on book to his The

Fighting

Grasshoppers of a few years

ago. While it covers the same theater

of operations,

the

book

is

quite dif

ferent.

As

written

by

Ken

in

the

introduction of the book:

"In the nine yea

rs

since The

Fight-

ing Grasshoppers

was

published

I

have received numerous letters from

former

US

Army Aviation personnel

ally

sprinkled with photos of the

flight operations,

the

book 's seem

ingly never-ending

series

of

anecdotes makes it

hard to

put

down, even when you know you

re-

ally should turn off the lights and go

to sleep

Lightplanes

t

War

is published by

Tempus Publishing, Inc., 2 Cumber

land

St.

, Charleston, SC 29401

and

is

available

by

calling EAA

Member

ship Services at 1-800-843-3612.

Models

and

Methods

Interna

t

ional

Noted model aviation author,

model aircraft designer

and

colum

nist

Bill Hannan

has added

another

volume

to

his

entertaining and

in

formative series of books covering

model aircraft and early aviation his

tory. Models

& Methods Internationa l

has all

sorts

of

neat illustrations

,

model

airplane

drawings

from

around the

world

and

a very infor

mative piece on the early days of

pioneer aviation. "1911-1912 Scads

of

Suitable

Scale Subjects,

Mono

planes versus Biplanes

and

a Test of

Engines"

is

a compelling history of

the pivotal years prior to World War

I, when

a

quantum

leap in engine

manufacturing made great advances

in

aviation possible.

Intended to

whet the

appetite

of

the modeling

enthusiast, anyone interested in that

era will find it quite engaging.

Also

included in the article

are three

views of

the

Cody Cathedral, Avro

Gil

a model plan

of

the

same de

sign

is

also included) and side views

of the

Baby

Wright racer, a Nieuport

monoplane, Deperdussin, Bieriot

So-

ciable

and

Bristol Coa

nda.

There's

plenty

of other tidbits

, including

model

drawings

for

Leon Teft's

Contester, a homebuilt aircraft

from the 1960s, the 1913

OTTO

Ren-

nrindecker, and the 1909 Antoinette.

Models & Methods International is

available for $11.95 plus

shipping

and

handling

from

Hannan's

Run

way, Box 210, Magalia,

CA

95954,

530/873-6421,

FAX

530/873-6329 or

on

the web at www.hrunway.com

. . . . .

eec

The Staggerwing Museum Founda t ion. Inc. & The

Twin Beech

18 Society

is

proudly sponsors the:
http:///reader/full/www.hrunway.comhttp:///reader/full/www.hrunway.comhttp:///reader/full/www.hrunway.comhttp:///reader/full/www.hrunway.com


28/36

Vintage Merchandise

for EAA

AirVenture

BLUE EMBOSSED

DENIM JACKET

BRUSHED corrON

Madeof100%cotton. Vintagelogo

TWILL KHAKI/NA VY PRO

embroideredonfrontwithspecial

. . . . STYLE CAP V00227

embossedlogoonback.

$12.95

V00241 M-XL

65

.99

V002442X 65.99

WASHED

BULL DEN

IM

CAP

V00222 $12.95

MEN'S METAL

BAND

WATCH

V00215 28

.

95

WASHED PIGMENTED

DENIM CAP

and other great V

V00221 $12.95

WHITE W/BLUE

Me

rchandise at the

TWO-TONE

MUG

V

ed Barn

V00234

$

4.95

COTTON TWILL

KHAKI

To Order call: 800/843 3612

GOLF-STYLE

CAP

V00223 $12.95

(oustideu.s. & Can a920/426-4800)

DisCDunted

PilDt

Suppl ies

L E A D I N G P R O D U C T S , L O W E R

P R I C E S

, B E T T E R S E R V I C E


29/36

Fly

In

alendar

The

Jollowing list

oj

coming events

is

Jurnished

to

our reade

rs

as a matter

oj

infor

mation only and does not constitute approval, sponsorship, involvement,

contro

l or

direction

oj

any event (fly-in, seminars, fly

market,

e

tc.)

listed. Please

send th

e in

Jormation to EAA, Att: Vintage Airplane, Po.

Box

3086,

Oshko

sh, WI 54903-3086.

InJormation should

be

received

Jour

months

prior to the

event date.

EAA R

egio

nal Fly-

Ins

shown in

bold.

AUGUST

12 -

CADILLA

C

MI

- EAA

Chapter

678

Fly-In Breakfast, 0730 -

11

00, Wexford County

Airport (CAD). Info:

Jim

Shadoan , 231/7

79

-

81

13.

AUGUST

13-18

-SANTA MARIA, CA

America

n

Navion Soc iety National Convention.

In

fo:

970

/24

5-7459

AUGUST

19 -

KALAMAZOO, MI - Newman's

Field (

4NO)

.

Fly- In

Lunch donation or Dish

to

pass.

Info:

616/

375-0208

or

375

-

069 /.

AUGUST 19-COOPERSTOWN, N

Y- (K23)

Old Air

pl

ane

Fly-In

and

breakfast. 7:30 a

.m

.-

Noon.

I

nfo:

607/547-2526.

AUGUST I9-SPEARFISH,

SD- Clyde

I

ce Field.

1

7t

h

Annual

EAA Chapter 806 Fly-ln. In

fo:

Bob Golay,

605/642-2311 (evenings) or c2

I

[email protected]

AUGUST

20

-

BROOKFIELD, WI - Capitol Airport.

1

7th

Annual Vintage Aircraft display and I

ce

Cream Social. Noon -

5

p.m. Midwest Antique Air

plane

Club

monthly meeting, and model aircraft

will

also be on

display.

Fun

for the entire family.

Info: Capitol Airp

ort,

414/78 1-8132 or George

M

eade

,

Fl

y

-in Chairman, 414

/

962-2428.

vendors and WW-ll re-enactors.

usa

Band

Sat

.

nig

ht,

Award for best

war

years outfit.

Co-spon

sored

by EAA

Chapter

1083.

Limited number

of

tickets, buy

in advance,

10

each.

Contact:

Tara

Airbase

,

227 Riversid

e

Rd.

Mocksville,

NC 27028

SEPTEMBER 1-3-PROSSER, WA-1 7

th

Annual EAA

Chapter

391

Labor Day Fly-

In.

Info: 509/ 735

1664.

SEPTEMBER 2 - MARION, IN

-

(MZZ) 10th

annual

Fly

/In

Cruise

/In

Pancake Breakfast. Antique, Clas

sic,

Hom

ebuilt and Warbird Aircraft. Antique,

Classic Custom Vehicles Motorcycles. Info:

Ra

y Johnson,

7

65

/664-2588 or E-Ma

il ray ohn

[email protected] or

on

th

e

web

at

IVWW

eaa304.org

/

marion.

h

1m

SEPTEMBER 3 - MO NDOVI, WI - Fly-In, Log

Cabin Airport,

Dougla

s

J. Ward,

S149 Segerstrom

Rd., Mondovi,

WI 54755-7855

715/287-4205.

SEPTEMBER 3-WAYNESVILLE, OH-Red Stewart

A

irp

ort

(401) 8th

Annual

EAA

Chapter 284

Tail

dragger

Fly-In

and breakfast (7a.m.-lla.m.}.lnfo:

Steve Hanshew, 937

/7

80-6343.

SEPTEMBER 4-IO-GALESBURG,

lL 29th Nationa

l

Stearman

Fly-

In.

I

nfo: John

L

ohmar, 314

/

283-7278

or /

SEPTEMBER

9-10 -

MARlON, OH

- EAA Mid-East

em Regional Fly-In (MERFI). Info: Telefax,

419/447-1773

SEPTEMBER 10-BU

RLI

N

GTO N,

W1-(C52

}.

Pan

cake breakfast

,

Hambur

ger lunch. 7a.m.-3:30

p.m.

SEPTEMBER 15-1

7-WA

TERTOWN,

WI-

(RNV) 16th

Annllal Byron Smith Memorial Stinson Reunion.

Info:

Suezette Selig,

630/904-6964.

SEPTEMBER J6-17-ROCK FALLS, IL-Whiteside

County Airport

(SQI).

North Central

EAA

Old

fashioned Fly-ln .

Sun.

morning pancake break

fast. Info: 630/543

-

6743 or eaa IOI@ao l com

SEPTEMBER 17-LANSING, IL-EAA Chapter

260

Fly-

In/

Drive-In

pancake

breakfast. Info: 708/474

3748 or 708

/

798-3

80/.

SEPTEMBER 22-23-BARTLESVILLE,

OK-

Frank

Phillips Field. 43rd Annual Tulsa Regional Fly-ln.

Info

:

Charlie Harri

s, 918/622

-

8400.

SEPTEMBER 23-24-ZANESVILLE, OHiO-J

ohn

's

Landing. VAA Chapter 22

9th

Anullal Fall

Fly-ln.

Breakfast

both days

,

Ho

g roast on Saturday night.

Info: Virginia

at 740

/453-6889

or

740/455-9900.

SEPTEMBER 22-23-ASHEBORO,

NC-EAA Chapter

1176 Aerofest 2000 at Smith Airfield. Old fash

ioned grass field fly-in and pig pickin .

Unicom

122

.

9

IlIfo: Jeff

Smith

, 336/

879-2830.

SEPTEMBER

30

-HANO

VER,

I

N-Lee Boltom Airport

(64

1

. Wood

,

Fabri

c and Tailwheels Fly-ln.

Rain

date

10

/1, starts

at 10 a.m. Info:

Ri

ch

David

son,

812/866-5654

,

[email protected]

OCTOBER 5-8-GAINSVILLE,

TX-

(GLE)

25th an

nuallnternational

Cessna

120

//40

Fly-

l

n. Info: L

or M Richey 940/670-1883 or mri

c

[email protected]

OCTOBER 6-7 - SONORA,

CA

- Columbia airport.

Western

Waco

Reuni

on.

Info: Jon

Aldrich,

209

/

962

6121.

OCTOBER 6-8-DAYTON,

OH- Lliscombe Reunion at

Moraine Air Park(I

73}.

Call Mike Williams

937/8

59-8967.

OCTOBER

6-8 - TO

UGHKENAM O

N,

PA

-

EAA

East

Coast

Fly-III. IlIfo: 302/894-1094

or

WWIV

eastcoastflyill.org

OCTOBER 6-8

-

EVERGREEN, AL

- EAA SOlltheast

Regional

Fly-III

(SERFI}.III/o: 334/578-1707 or

IVwwserfiorg

OCTOBER

12-15

-MESA, AZ-Coppers/ate Regional

EAA

F1y-111.

Williams Gateway Airport. IIIfo:

5201400-888

7

or

wWlv.

co

pperstate.org

OCTOBER 21-DA

YTON, OH-

Antique/Classic Chili

Fly-IN at Moraine Airpark (I

73).

Call Darrell
mailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/eastcoastflyill.orghttp:///reader/full/wWlv.copperstate.orghttp:///reader/full/wWlv.copperstate.orghttp:///reader/full/wWlv.copperstate.orgmailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/eastcoastflyill.orghttp:///reader/full/wWlv.copperstate.org


30/36

NEW

MEMBERS

Richard Linsberger .......................

..

..............

..................... ........

Muthmannsd

orf, Austria

Trent

Wheeler. ........... Calgary,

AB,

Ca

nada

Dick

Wilson

..............Victoria, B

C, Cana

da

Da

vidJ.

Slevin .....Mississauga ,

ON

, Ca

nada

Li

onel

C.

Ladouce

ur

...... .......... .....................

...................................Rawdon,

Po,

Canada

Franco is Tangu

ay ....Montreal,

Po,

Ca

nada

Charles

A.

Broadhurst ........................ ..........

.......................

Grimsby

Lines, Great Britain

Ronald Hep

burn ..

....

..

.................. .... ...... ....

..

.

............................... Guildford, Great Britain

Kenneth

John Hunt

...... Kent, Great Britain

Zuanon Olindo

....

..

.... ..............

..

.... ...... .........

........ ......

..

Fratte Di St. Giustina,

Co

lle,

Italy

David

Kenneth

Nichol.................................

....

Dolphin

Coast, Republic

of

South Africa

Jack R. Drappier ..................... Scott sdale , AZ

Richard

C. Martin

....................

Phoe

nix,

AZ

Orner

J.

Desplaines

..

.... .... .... ...

Riv

erside, CA

Ray

burn

O.

Ha n

zlik.. ............. .Idyllwild, CA

Robert

E. Jordon

....... .. .........

Sun

Va

ll

ey, CA

. .............................Palm Beach Gardens,

FL

Terry Craig......

..

................... Forest Park,

GA

David Rosenberg .................

..

..

Marie

tt

a,

GA

John F.

Bierman IIl ................... Grinnell,

IA

Jerry

Pittman

...............................Buffalo,

IA

Mic

ha

el

J.

Berg.... ..................

..

.Kankakee,

IL

Ronald W. McLawhon, MD............ .............

...... .................... ...................

Orland

Park,

IL

Michele

Naber

..........

..

.................

Ro

se

ll

e,

IL

Jo

hn

Sullivan ..........................

.

.Chicago,

IL

Ke

ith

R. Vinyard ........ ...... ........

Wa t

e

rl

oo, IL

Chris

Demopoulo

s .....

..

.... ..............Dyer,

IN

Eric

D. Hitchcock ..

.... .......... Fort

Wa

yne, IN

John

S.

Paul...

..

...................

Indianapoli

s,

IN

Ri

c

hard Anderson

........

.. .. ..

....... Wic

hita

, KS

William

R. Jordan

.................... Bachelor, LA

Paul R. Ballard ..................Nor

thbridge,

MA

Robert A. Campbell ...... ........ ........................

......................................

No

rth

Reading,

MA

Patrick Rosano ........ .... .............Ipswic

h,

MA

Leonard

Rennie ................ .

Glenn

Dal

e,

MD

Ken Shaffer ....... ...... ...... ....... Edgewater, MD

Larry

G.

Schronce .............

.I ron

Station, NC

Mary Studley .....................North Platt

e, NE

Walt

er

L

Fawcett ............... Woifeboro, NH

Glenn A.

Smith

....

..

.........

Winnisquam,

NH

David R. Ge

rmain

e ..........West Orange,

NJ

Richard W. FitzGerald ........ ........ ....

.. .. .. ..

....

..

.. ....................................Sharon Springs,

NY

Brian Hac

kl

e

ma n

..

........ .... .....Rochester,

NY

Robert

D.

Tilden .............

Montour

Falls,

NY

Jos

ep

h

Downey

................Pickerington,

OH

Bob

Gbur ..

.....................

Eas

t Liverpool, OH

Charles

L Hartman

.... ........ .Greenville, OH

Robert W.

Markland

.................................... .

.......................................

Hub

er

Height

s,

OH

Dou

g

L

Sims ........................... Fairlawn, OH

Paul).

K

ana

ly ...............

Oklahoma

City, OK

Brian Kissinger

..

...............

.su

mmervill

e, SC

James

Dougherty

, Jr. .............Ar lingt

on,

TX

Richard Olson ........

..

...............

Houst

on,

TX

Dan E.

Vo

th

............................Cleburn

e,

TX

Shad Anderson ..

................ .....Holladay,

UT

Jerry R. Petro ...................Williamsburg, VA


31/36

VINTAGE

TRADER

Something to buy

sell

r

trade?

An inexpensive

ad

in the Vintage Trader may be

just

the

answer

to obtaining that elusive

part

.

.50 per

word

8.00 minimum charg

e.

Sendyour

ad

and payment 1 : Vintage Trader,

EAA

Avia

tioll

Center

P. O.

Box 3086

Osh

kos

h, WI

54903-3086, or fax your ad and your credit card

number to 9201426-4828.

Ads

must be received

by the 20th

of

the month

for

insertion in the issue

the second month following (e.g., October 20th

for the December issue.)

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