vintage airplane - jun 2005

8/20/2019 Vintage Airplane - Jun 2005

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G

N E

VOL.

33, NO 6

20

5

CONTENTS

1 Straight

and

Level

2

VAA

News

6 Reminiscing with Big Nick

ox-s

Annual Reunion

by Nick Rezich

9 The Vintage

Instructor

Decisions, Decisions

by Doug Stewart

1 0 Pass it to Buck

by Buck Hilbert

11

Al

Menasco Aviation Pioneer.

Part

III

by Chet Wellman

4

Sun n Fun

A great place to meet friends

and fly

airplanes

COVERS

FRONT

COVER

: Frank Schilling spent over 31 years restor·

ing this Curtiss

Jenny. Read

about his amazing journey

starting on page 18 . EM photo by chief photographer Jim

Koepnick, shot with a Canon

EOS

1 on

Fuji

Velvia film. EM

photo plane flown

by

Bruce Moore.

BACK

COVER:

Willie Ropp restored this Curtiss·Wright

Travel

Air over

15

years ago, and

he

and his daughter,

Belle Hutchins, recently put it back

on

floats.

We

last saw

it at Sun 'n Fun back in 1991 Nicely compensating for

a strong wind from the northeast, Belle made a number

of flights during the Sun 'n

Fun

production seaplane fly in

on

the western shore

of

Lake Parker

in

Lakeland, Florida.

VM photo

by

H

.G.

Frautschy, shot with a Canon

EOS 200

equipped with a Canon 80-200mm image-stabilized lens,

1/320 sec @ flO

ST FF

Publisher Tom Poberezny

Editor·in·Chief Scott Spangler

Executive Director/Editor H.G. Frautschy



G OFF

RO ISON

PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION

I

t has

been

a great start to

the

spring flying season. Sun 'n

Fun was a really good time for

me,

and

a wonderful oppor-

tunity

to renew a lot of old friend

ships. I think it's now

best that

I

stop talking about the weather in

this

column,

because every

time

I

bring it up, it gets a little weirder. I

was in Oshkosh on

the

first of May

and

as

I was cleaning

my

camper

af-

ter getting it

out

of storage, i t actu

ally started spitting snow.

So

at

the

risk of causing a

hurricane

in Wis

consin, I'm

done

talking

about

the

weather,

at

least until next spring

In

the

April

Straight

Level"

column, I mentioned how impressed

I was with a Diamond Level Friends

of the

Red

Barn

donation

from VAA

Chapter

11

in Brookfield, Wisconsin.

Well, ladies

and

gents, I am pleased

to report on yet another

Diamond

Level donation from

VAA

Chapter

10

in

Tulsa,

Oklahoma.

You folks

are also to be

commended

for such

a generous gesture to your Vin

tage organization. It should also be

noted

that a number of folks from

VAA Chapter 10 have supported

the

riends

if I

did

not thank

each and

every

one

of

our

"friends"

who

have sup

ported

the

fund drive for this year's

event and past

events. I hope

you

are all in a

position to attend,

and

reap

the

much deserved benefits of

your generous donations.

For

those

of you

who may

have

had an occasion to communicate

with the Vintage Aircraft Associa

tion

through

our offices

in Osh-

kosh

, you probably have spoken

with

our

administrative

assistant,

Theresa

Books.

Theresa has

been

with the VAA

for nearly five years,

and she recently announced

plans

to

leave

her

employment

with

us

to assist

her husband in

a new busi

ness venture. Theresa will be sorely

missed at VAA. As some of you are

aware, Theresa was

more

than an

employee at

VAA. This lady had a

real passion for our association,

and

we have some large shoes

to

fill in

her

absence. Theresa, we all

thank

you for your excellent service

to the

VAA. Your team

spirit

will be sin

cerely missed, and we all wish you

nothing but blue skies

in

your fam

ily's business endeavors.

Neumann's

Monocoupe

90AW is

in

a

pretty sorry

state

of appear-

ance,

and

your

VAA

volunteer corps

has

agreed to

take on this worthy

project and return it

to

its original

glory.

The

aircraft will be restored

to airworthy condition, with

the

in

tent

of displaying it

in the EAA Air-

Venture Museum. This restoration

will also serve

as an

educational op

portunity at

EAA

AirVenture

this

year. We

hope

to prep

the

one-piece

wing

and

have

it and the tail sur

faces covered during EAA AirVen

ture 200S. We'll have more on this

project

in the

July issue.

To

accomplish

this,

our

plans

include

increasing

the size of

our

metal working tent

and

having the

Monocoupe

disassembled

and on

display.

We

have recruited a former

Monocoupe owner

and restorer

to

take

the lead in this

project.

Phil

Riter from Stryker, Ohio, will serve

as

the chairman

of

the

VAA

restora

tion shop at EAA AirVenture, and

he

is actively seeking qualified vol

unteers to

come

and assist us

with

this exciting

project

. For those of

you who may label

yourselves

as



EAA Objects to

F

Language

That

Puts

Histor

ic

Aircraft

at Risk

EAA, with its Vintage Aircraft

Association and Warbirds of Amer

ica divisions, objected strongly to

a proposed FAA rule

change

that

would jeopardize

future

historic

aircraft restorations. The proposal's

preamble prohibits a historic air

craft

that

had been destroyed-as

indicated by National Transporta

tion Safety Board

reports-from

being rebuilt

and

receiving a type

certificate to operate as a

standard

category aircraft.

In its written comments to the

FAA, EAA, VAA, and Warbirds said

there

is no

evidence

of a safety

concern with aircraft restored after

substantial damage or being "to

taled" by

an insurance

company.

The NTSB has

no

definition for de

stroyed as used

in

its reports

and

is

considering dropping

the

term

from aviation accident reports.

"There

are many beautiful air

craft restorations

from

a few re

maining aircraft parts or what are

commonly

known as basket cases,

said Earl Lawrence, EAA's vice

president of industry and regula

tory affairs.

"FAA

is

using language

in the

preamble

to create policies

that

should

be handled through a

regular rule-making process, which

includes full economic and safety

effects. The agency,

in

this case, is

International

Young

Eagles

Day

Is June

11

EAA Chapters worldwide will

hold

flight

rallies

on

June 11

in

honor of the 2005 International

Young Eagles Day (IYED), where

EAAers fly as many as 10 ,000

to

20,000 youngsters in one day

Let us

know how your

rally goes.

Send

an

e-mail

to

the Young Ea

gles office

at

youngeagies@eaa .

org.

Register Your Type Club

Gathering

Online

Is your type club having a dinner

and/or meeting this year during EAA

AirVenture Oshkosh? Send the details

to EAA and we'll share the informa

tion with the membership on the EAA

website, www.airventure.

org

and later,

for folks on convention grounds, in the

daily AirVenture Today. Visit https: /

secure.eaa.org/airventure/type_

ciubs.htmi

complete the online form , and that's

it

EAA

Ford

Tri Motor on Tour

EAA's

1929 Ford Tri-Motor takes

to

the skies in June and July for a

mini-tour

to

several cities,

starting

in Pontiac, Michigan,

on

June

11

and

concluding at Traverse City, Michigan,

on Ju

ly 5. We welcome

everybody

to

experience true living history by flying

in

the world's first

mass-produced airliner or seeing it when we land in

their

area, said

EAA AirVenture Museum Director Adam Smith.

Nicknamed the Tin Goose because of its corrugated metal skin,

EAA

meticulously restored the airplane in the late 1970s

and

early 1980s.

Since

then

it has been based

at

Pioneer Airport, EAA's living

history

aerodrome

that re-creates aviation in the 1920s and 1930s. Last year

mailto:[email protected]



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Angel

Flight East

Aircraft

and Car

Show

Angel Flight East is

the non

profit organization whose mission

is to

facilitate free air

transporta

tion to financially

and

medically

disadvantaged patients so

they

can

get desperately

needed treatments

and

surgeries. Angel Flight East ac

complishes

this tremendous

task

through the generosity

of

many

volunteer

pilots

who donate their

aircraft, time,

and

fuel.

Ang.el

Flight East s 16th

Annual

Vintage

Aircraft

and Classic Car

show will take place September 10,

2005,

at

Wings Field in Blue Bell,

Pennsylvania.

All

net proceeds go

to benefit Angel Flight East.

If

you would be interested in fly-

ing

in and

displaying your aircraft,

please call

Bonni

Bellet

Schwartz

at 800/383-9464, ext.

4,

or e-mail

bschwartz@angelf/ighteast.org.

V Happenings

at

E AirVenture

Oshkosh

2 5

V

Picnic

Our

annual

VAA picnic

will be

EAA AirVenture

2 5

NOTAM

Now

Available Via Online

and

Print Formats

The

Federal Aviation Adminis

tration FAA) has releasea

the

EAA

AirVenture

Oshkosh

2005 Notice

to Airmen

(NOTAM),

featuring

arrival

and departure procedures

for

the Experimental

Aircraft

As-

sociation s 53rd

annual

fly-in, The

World s Greatest Aviation Celebra

tion, July

25-31

at Wittman

Re

gional Airport in Oshkosh.

The NOTAM, which is

in

ef

fect July

23-August I, outlines

procedures

for the many types

of

aircraft that fly to

Oshkosh

for

the event,

as well as aircraft

that

land at nearby

airports. It was de

signed by

EAA

and approved by

the

FAA to

assist

pilots

in

prepa

rations

for

their EAA

AirVenture

flights. There are some

minor

but noteworthy changes

for

en

hanced

safety

and convenience

compared to the 2004 version.

Those

changes include improved

approach

paths

to

Wittman

Re-

gional

Airport;

landing

areas

on

Runway

18R/36L;

and the

addi

tion

of the approach control

fre

quency

for Madison, Wisconsin.

A

higher-than-normal

influx

of

VFR arrivals are expected at

Oshkosh

on

Saturday

and

Sunday,

July 23-24, because of

EAA

Air

Venture s

new Monday-through-

Shawano Fly Out

The

annual

fly-out

to Shawano

will

take place on Saturday, July

1 .. .

IIIWI_aIIW,otl_S6It-Wt

......... .wlAP:. . . . -. . . .

.......

. ..........

--.

Sunday

schedule

beginning

this

year. Besides

following

the

pub

lished

arrival and

departure

pro

cedures

in the EAA AirVenture

NOTAM,

pilots

should maintain

high

vigilance

in

watching for

other aircraft.

The

online

Adobe

Acrobat

(PDF)

version of the

NOTAM is

available

in the

Plan

for

It/Pilot

Information

area

of

the

EAA

Air

Venture website

www.airventure.

org).

In

addition,

printable arrival

and

depar ture signs for aircraft are

available

through the

Pilot Infor

mation

area of

the

website.

A

32-page

printed

NOTAM is

available

by

calling

EAA

Member

ship

Services

at

800-564-6322

or

through anyone of

15

selected

Automated Flight Service Stations

AFSS)

throughout the country.

A

printed

version

may

also be re

quested

through the

EAA

AirVen

ture website.

date

is to

be

announced.

While you're at the

Barn,

don't

forget to check out our

Pioneer

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http://www.airventure/

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http://www.airventure/



CALL

FOR

V

HALL OF

FAME NOMINATIONS

Nominate your favorite aviator for the

EAA

Vintage Aircraft Association

Hall of Fame. A huge honor could be bestowed

upon that man

or woman

working next to you

on

your airplane, sitting next to you

in

the Chapter

meeting, or walking next to you at EAA AirVenture Oshkosh. Think

about the people in yOU L ircte of aviation friends, that mechanic, that

photographer, that pilot who has shared innumerable tips with you and

with many others. They could be the next VAA Hall of Fame

inductees-but

only if they are nominated.

The person you nominate can be a citizen of any country and may be

living or deceased, and his or her involvement in vintage aviation must have

occurred between 1950 and the present day. His or her contribution could

be in the areas of flying; design; mechanical or aerodynamic developments;

administration; writing; some other vital, relevant field; or any combination

of fields that support aviation. The person you nominate must be or have

been a member of the Vintage Aircraft Association, and preference

is

given

to those whose actions have contributed to the

VAA

in some way, perhaps

as

a volunteer; a writer; a photographer; or a pilot sharing stories, preserving

aviation history, and encouraging new pilots and enthusiasts.

To

nominate someone is easy. It just takes a little time and a little

reminiSCing

on

your part.

• Think of a person, think of his or her contributions.

• Write those contributions in the various categories of the form.

• Write a simple letter highlighting these attributes and contributions. Make

copies of newspaper or magazine articles that may substantiate your view.

• If you can, have another person complete a form or write a letter about this

person, confirming why the person

is

a good candidate for induction.

• Mail the form to:

VAA

Hall of Fame

H.G.

Frautschy

PO Box

3086

Oshkosh

WI

54903-3086

REMEMBER, YOUR "CONTEMPORARY"

MAY

B E A CAND IDA T

NOMINATE SOMEONE

TODAY

Call the

VAA

office for a form (920-426-6110), find it at www.vintageaircraft.

org or on your own sheet of paper, simply include the following information:

• Date submitted.

• Name of person nominated.

• Address and phone of nominee.

• Date of birth of nominee. If deceased, date of death.

• Name and relationship of nominee's closest living relative.

• Address and phone of nominee's closest living relative.

bers who

need

assistance getting

around

the

field. This service

is

intended

to

aid

those who

have

trouble walking or

who

need to

carry heavy objects, such

as

lug

gage,

camping

gear,

or materials,

to the forums or

other

outlying

areas. This service is available

only

on

the Wittman airport

grounds.

To arrange transportation,

stop

at the

desk

at the

Red Barn or call

the

Red Barn

headquarters at

920

230-7796.

If

you don't require

van

service, we can also

connect

you

to a

golf cart

transportation

ser

vice

available

on

the

field. To

add

to

your transportation options,

trams will

be departing

daily

from

the north side

of

the Red

Barn.

With

all

of these avenues

avail

able,

getting around

the field will

be

easier than ever.

It 's a good

idea

to

check in

at

the Red

Barn

on a

regular ba

sis. Message/information boards

change daily, and frequent an

nouncements are made remind

ing everyone of up-and-coming

events. While you're there, stop

in

for a

cup

of lemonade and

some

fresh, hot popcorn. Don't forget,

the

VAA

Red Barn headquarters is

also your hospitality center. We al

ways enjoy it

when

folks just stop

by to say

hello

and

set

a spell.

It's a

great

place

to catch

up

with

all

your

Vintage friends. We look

forward to

seeing

you soon.

Jeannie Hill

E-mail: dinghao@owc net

http://www.vintageaircraft/


http://www.vintageaircraft/




annual convention of

the

Ex

perimen tal

Aircraft

Association

Inc., Wittman

Regional Airport,

Oshkosh, Wisconsin. Notice

is

hereby

further

given

that

the

an

nual election of

officers and direc

tors

of

the EAA Vintage Aircraft

Association will be conducted by

ballot distributed

to

the mem

bers

along

with

this

June issue

of

Vintage Airplane Said

ballot

must

be

returned properly

marked

to

the Ballot Tally Committee, Vin

tage Aircraft Association, P.O. Box

3086, Oshkosh, WI 54903-3086,

and received

no

later than July

22, 2005.

The

Nominating Com

mittee submits the

following

list

of

candidates:

for

vice-president,

George

Daubner;

for Treasurer

,

Charles

W Harris;

for directors

(six total), David Bennett,

John

S Jack Copeland, Philip Coul

son, Dale A Gustafson, Eugene E

Morris, Wes Schmid.

a vil

••

.

' ' ' '

T

hese are the irst tools you need

to buy

when

you r e ~ o v e r

your

airplane. Anyone who has used them

Protect OUf Planes Marks Fifth nniversary

Aircraft counted

in

the thousands and peo

ple in the hundreds

of

thousands come from

around the world each

year for EAA AirVenture

Oshkosh. To protectthe

airplanes and specta

tors EAA formed a

volunteer army, Pro

tect

Our Planes POP),

prior to

EAA

AirVenture

2000.

Its

members

monitor

flightline

ac

tiv

it ies to

make

sure

visitors

abide

by

the

time-tested Oshkosh rules: no smoking, except in designated areas, and no

food or drink on the flightl ine.

POP

is always looking for good volunteers,

who

must

be

at least

14

ages

1417

need a parent/guardian with them)

and

enthusiastic.

No

experience is necessary

all you need is a

smile and

there's a place for people of all fitness levels. It's a

great way for families and/or groups to enjoy EAA AirVenture from the inside.»

If you're interested

in

volunteering, e-mail

ProtectOurPlanes@yahoo com

or visit

http://groups yahoo com/group/ProtectOurPlanes


http://groups.yahoo.com/group/ProtectOurPlanes


http://groups.yahoo.com/group/ProtectOurPlanes



REMINISCING

WITH

IG

NICK

ox s

NNU L

REUNION

The South has risen BELIEVE

YOU-ME

it has

$9.20 for four

drinks $21.00 for a fish plate and

. a cold steak. I just

returned

from

the colorful

and

historical city

of

Charleston, South Carolina. I have

always been a fancie:t: of

the

South,

but

I believe the Charlestonians are

still mad at us damn Yankees. (That s

damyankee in the South, Nick. . .one

word. I was 14 before I was told

t

Nick Rezich

Photos by Jessie Woods

and

Bob

Collins

endar watch moved up one day My

wife turned to me and asked, "Are

we taking

off?"-to

which I replied,

"No,

the

best is yet

to

come." Sure

enough,

we turned onto

the

run

way,

running

full bore

with

about a

4G side load. We rotate

and

before

the gear doors close, he racks this

hog into a 45-degree bank

and

we

are on

our

way. My wife

turned

to

me again and asks, "Has he turned

Now it was time for Act II-and

sure enough, we had a whole new

bag of tricks in store for us. It started

with going from cruise power

to

idle with the articulate arm of King

Kong, followed

by

a

push

over

to

zero G. Again, I instinctively reached

for the air show mike, for I knew he

is setting up for

an

outside

snap

as

we roll into a 60-degree bank. About

this time the number two boy de



Jessie Woods

, left,

Da

le De o

ur,

and velyn Wal-

dren

at Evergreen

Airport

.

The piece

of cowling Max

Roberts

on

's

Travel Air 4000,

ss Jessie

pai

nted up just like one

contains

the old Flyin

g

Ace

s calling card. of

the original

Flying

Aces

' sh

ow

planes. (Photo

by

Jack Cox)

M .....

lud

Occasion

Kneeling , left to right,

Bob

Collins, Bill WaITeD, and

Max

Robertson. Standing, left

to

.......

right,

Dale De

Tour, AI Kroft, Gary Kroft,

Paul

Lawrence,

Jessie

Woods, and CalTOil Pope.

When we

roll

out on

final

he

blows

the

whole Bob Hoover

t -

we are

about

two miles

out and he

has us down

in the

toolies with

the

speed meter reading slow. About this

time, someone

up

front remembers

Lesson

Number

8

and the

P&Ws

spool

up to about

105

percent. Jo

Anne turns to me

and

says, "Is this a

J

essie closed her

eyes for a

moment and

thought, "Is it

really March 1

97

4

Reunion

of the

OX-S Aviation Pio

neers. The highlight of

the

reunion

was

the announcement of

the

Hall

of Fame inductees

who

will

be

en

shrined

in

May

at

Hammondsport

New

York. I was

proud and very

happy to learn that Gordon

Israel

of Howard fame was

named as

a re

cipient of this

unique

honor

.



Paul

Lawrence and his

12W.

Air 4000s. Jessie was

the

wing

walker, the parachute jumper, and

pilot of one of the ships.

During our

chat

she told me

about the "New Flying Aces" up

in the Northwest. They are a real

bunch of gung-ho antiquers who

have the

market cornered on

Travel Airs, Wacos, Stearmans,

and

many other golden oldies.

They are part of the Northwest

Antique Airplane Club.

Max Robertson, Bob Collins,

and

Bill

Warren of Medford, Or

egon,

along with

Carroll

Pope

of

Grants

Pass, Or

egon, restored three Travel

Air 4000s and pa.

inted

them

in the

original paint

scheme of the Flying Aces

complete with

the

insignia

of the hand of aces on the

fuselage and the single ace,

each of a different suit, on

the vertical

fins. The air

planes are all original except

for the engines-the Wright

J-Ss have been replaced with

220 Continentals.

This past March Jessie

Woods joined the New Fly

ing Aces and took a trip

into the past.

Saturday

morning, March 23, 1974,

Jessie donned a flying suit

and climbed aboard Paul

Lawrence's red

and white

Curtiss-Wright Travel Air

12-

W,

joined by Dale De

Tour in his red ASO Waco

n ~ Al Kroft in his PT-13,

and took off from the Ever

Paul Lawrence giving Jessie Woods some much

needed

help donning the last layer

of

clothing

prior to take-off

from Cottage Grove

to Medford.

That s Paul s Curtiss-Wright

Travel

Air

12W in

the background.

the weekend and

the

ramrod

behind

the

revitalization of the

Flying Aces.

The sight of

the

two Travel Airs

brought a tear to the eyes ofjessie

as she put it, "I

kept

swallOWing,

but

the lump

in

my throat stayed."

After much back-slapping,

hug

ging, and handshaking,

they

were

off for Medford, where the third

and final Travel Air of

the

Flying

Aces

would join the flight. The trip

over the snow-covered Calapooya

Mountains was cold

and

slow,

but

rewarding.

As

the Medford airport

came

into

view, so did the bright

red

and white Travel Air of Bob

Collins

and Bill Warren. Jessie was

freezing, but

seeing those three

Travel Airs soon warmed the blood

and

heart. The

evening

was

spent

at

Max

and

Michelle Robertson's

place talking about Travel Airs and

the Flying Aces.

Sunday morning dawned

bright

and clear, and soon Jessie would be

treated to one of the greatest

mo

ments of her life. After a short trip

to the

airport

in

Max's meticulously

restored

Model A truck, the

three

220 Continentals barked to life,

and as the Flying Aces taxied

out

in formation, Jessie closed her eyes

for a moment and thought, "Is it

really March 1974 or is it March

1929?" The New Flying Aces treated

J essie

and her

friends

to

a special

show reminiscent of 1929.

When i t was over and time for

home, Jessie expressed her feelings

with the following words: "Here at

last my dream had come true This



DOUG STEW RT

Decisions,

Decisions!

Well,

summer is

here,

and with

the longer days come longer flights.

For

many of

us it

is the time of year

when our

flights

extend

well

out

beyond

the pattern. They

even ex

tend

beyond the proverbial

ham-

burger flight

that

now seems to

cost a heck of a lot more than the

$100 it once did . In fact for some of

us the flights we are

taking

might

very well

extend

over several days

and several

thousand

miles. Why, it

might even be that annual pilgrim

age to EAA

AirVenture

Oshkosh

to

park our pride and joy within

shouting distance of

the

Red Barn.

(Of course if

the "Red Barons" are

flying their formation air show act,

you wouldn't

hear me

shout even

if

you

parked

on the porch

of

the

Red

Barn )

I f the

flight were

indeed

a

mul-

tiday cross-country flight,

the

deci

sion to make

that

flight

might

very

well

have been made

last

winter

the

decision process to not

on

ly be

gin, but also to

contin

ue

the

flight,

is

an ongoing

process that does not

end until

we have

landed

at our

fi-

nal

destination,

taxied to

our tie

down,

and

put

the

ropes on.

e

have to be

aware that the

decision process

to

not only

begin

but also to

continue the flight

is an

on oin

process that does

not end until we

have landed

flight review still be

current?

Will

our medical be current?

I

guess the

Sport Pilots

in

the readership

can

ignore

that

one

.)

Going beyond

the

regulatory currency, we need to

consider if we are really current for

the

conditions that we might expe

rience on

the

flight.

Are you familiar with the ter-

rain

and

airspace that

you

will en

counter on

your

flight? I f you are

instrument

rated,

are

you

really

ready

to fly an approach to your

personal minim ums? Even though

you might have flown

your

six-in

six,

it

might

have been

five and a

half months since you last flew

an

approach

. And was

that

approach

flown in

IMC,

or with

a hood

on

and

a safety pilot in

the

right seat?

Although you might have flown

three

takeoffs

and landings in the

previous 90 days, were they

in

gusty crosswind

conditions?

Re

member,

i f you

are flying a

trip of



E.E. BUC

K

HIL ERT

n

information

exchange

column with

input

from readers

Winter oldrums

One thing I like

about

winter,

the

flie s all dies That s

the

only

real nice

thing

about winter.

Quite

frankly, the thought of

getting

the

machine

out of the

hangar and

go

ing through

the

cold-weather start

ing procedures is more than enough

to turn me off. Now Vintage irplane

Associate Editor, Norm Petersen,

on

the other hand, actually enjoys the

challenge. He suits up in the appro

priate gear, goes

through

all the mo

tions

and

ski-flies around terrorizing

the

neighbors

and

having fun (?).

Not for me I more or less hibernate

and

that's

the

way it

is.

More

and

more

phone

calls keep

coming in, but some letters, too.

Got

some comment on pullin the

prop through before starting from

one of our seaplane pilots over in

Michigan. He actually agreed

with

me. Must be from old school. I won

der

what

he does in

the

wintertime?

Gopher

broke

What brought all this

on was

funny smell? Are those corn leaves

coming out of the defroster? Darned

i f

it

ain't. What in the heck

is goin

on?

I shut down and

investigated.

Back in

the

hangar, of course.

Normally,

when

weather permits

and I have

something going

in the

hangar, the 182 sits on the tiedown

line outside, its tail

pointed

toward

the

adjacent cornfield.

We

had been

working on the Mooney, the Por

terfield 35-70, and a couple

of

the

Varga fuel tanks, so

the

Cessna spent

quite a bit of time

out

there this past

month or so. Well, I guess

the

go

phers must have thought they had

a real good home, ready made, snug

and

warm, 'cause they had literally

stuffed

the

cabin

heat

air duct with

corn

leaves. They were all nice and

dry and

crumbly

and

a real

com

bustible mess. When I pulled on the

cabin heat, they were forced into

the

system and

some

of the looser de

bris came right

on through and into

the defroster. This is what I noticed

when [ pulled the cabin

heat

knob.

This was the first

time

I'd asked for

What if I hadn t had enough debris

come through that I'd noticed it?

Would it have ignited? Was the in

tegrity of the system compromised?

Was carbon monoxide a

consider

ation,

as

well

as

a fire threat?

Regardless

as

to how

the

little ras

cals (nice word for varmints) had got

ten

in there,

and

I feel it was almost

an impossibility, they created a prob

lem that could exist in YOUR airplane

as well as mine. I think with all the

winter flyin' advice,

the

cabin heater

should be on

the

list of things

to

check not only for proper operation,

but also bearing in

mind

the potential

threat of carbon monoxide poisoning

and the potential

fire

hazard.

We've all heard the horror stories

and

have

had

examples

thrown at

us. This incident

came pretty

close

to home. Heck It was a home I m

adding

a

check

of the heating

sys

tem, including a complete disassem

bly of

the

muffs, and a stack integrity

check to my fall duties even though

the

annual was

done

in August.



t

the end ofPart II, Al Menasco had just

finished

serving

as

a civilian aeronautical en-

gineer

for the U.S. Army Signal Corps and had

moved back

to

Los Angeles, where

he

became

a machinist.

His

pal Art Smith stayed

on

in

the Air

Corps,

having been one of

the

first

Army Air Mail pilots. Here s the conclusion

to

Al

Menasco,

Aviation

Pioneer.

l Menasco

Part

CHET

WELLM N

PHOTOS COURTESY OF

L

MENASCO

EXCEPT S NOTED

One

of my early pals in racing

Karl Weber invented a glass grind-

ing

machine,

and

I joined his com-

pany the Weber Showcase Co The

automobile business

began

build

ing

the

closed cars and we

could

hardly build the glass machines fast

enough for Detroit and we were in



a nine-cylinder radial water-cooled

type of 230 hp.

He planned to start an aircraft

factory while flying the mail; and

build a skywriting airplane. He was

still inventing things and was go

ing to

corner

the skywriting busi

ness.

He had

improved

the

war sur

plus de Havilland mail ships with

several of his devices.

t

was still the

U S Air Mail

Service-not

yet a pri

vate carrier.

The

government

asked for bids

to replace

old

DHs. The

Curtiss

and Douglas

companies

responded

with two prototypes for evaluation.

Douglas submitted an

adaptation

of

its round-the-world cruiser, car

rying

1,000

pounds

of

mail

in a

front

cockpit, with the pilot in the

rear

open

cockpit. Curtiss

submit

ted a new model called the Carrier

Pigeon, of basically the same type

both were biplanes. But

the

Carrier

Pigeon

was

an ungainly looking

ship by comparison and had a very

encountered bad weather

for

the

return

trip. I was in New York and

had planned to

meet

him in Wash

ington the following day to visit the

patent

office. Ten

inches

of

snow

fell on New York that night, and Art

was

out

in the Carrier Pigeon.

He bored through safely to

Bryan, Ohio, and decided

to

land at

the emergency field there to replen

ish his fuel

in

case

of

necessary cir

cling over Cleveland later. He broke

through

at

Bryan okay,

but in

cir

cling a farm

to

get his bearings

he

struck a lone tree that was

about

40

feet above all else,

and that

is where

he finished .

I

went

down to Fort Wayne

to

his funeral. They erected a statue

on

the golf course there where he

taught

himself

to

fly

It is a beauti

ful

statue-a

shaft

of

granite 40 feet

high,

with

an 8-foot symbolic figure

of a man with

wings

outstretched

in bronze

on top

.

In helping

his

mother and

fa

power to 260 by

making

a few im

provements, but the

engine

started

throwing parts such as valves,

springs, and other pieces.

Lindbergh flew

the

ocean while

we

were

doing this, and all

hell

broke loose . Everyone

wanted

to

get into the aircraft business. They

would

buy

engines;

they'd buy

any

thing remotely

connected

to th e

aircraft business. You

could

sell

stock in

any

company that

even

suggested

an

affiliation. For exam

ple, there was a small railroad in

Florida called Seaboard Airlines. To

the amazement

of stockholders

and

management, their stock zoomed

to astronomical figures

overnight.

No one stopped to

question that

it

was a railroad.

I had unlimited opportunities

to

sell the engines, except about

that time the government es

tablished an Aeronautics Bureau

through

the Department of Com

merce to

create some regulations

for the exploding industry.

It

became necessary

to

license

aircraft properly, also to

set

speci

fications for safety,

among which

were tests to prove airworthiness.

Engines were required to pass cer

tain

tests to

obtain

an airworthi

ness certificate.

The whole concept was proper

and

well done. But I was stuck

with

the Salmsons unless

I

could get

them

certified. To do this

we

had

to operate an

engine at

full throttle

for 50 hours

at the

Bureau

of

Stan

dards in Washington,

D.C.-within



nasco Manufacturing

Co

We called it

Menasco

Motors.

Jack Northrop, also a young

man

at

that time, but already with impres

sive credits, was responsible for

my

decision to build an

inverted

type

engine. He convinced

me that

all

previous types

were

not built

for

the utmost

aerodynamic effiCiency,

but

to obtain

the

best power-weight

ratio

.

The Wright

Whirlwind J-5

that

Lindbergh

had

used

was su

preme; they

could

sell

more than

they could

build, a

nine-cylinder

radial. Of

the

140 some types by as

many companies then applying for

certification, 90 percent were radi

als, of large frontal area.

Jack

said, 'The inverted en

gine of small frontal area, with

the

crankshaft

above,

gives a

higher

center of thrust, plus more propel

ler clearance, which in

turn

allows

for a shorter landing

gear-a

better

aerodynamic situation all around .'

Other advantages

of stream

lining, lower

center

of gravity, ac

cessibility were apparent. Jack was

anxious to build a small prototype

flying wing,

and

this type of engine

fit in his plans. The design also in

cluded

a

retractable

landing gear

and other innovations.

We

had the most

complete

machine shop within the aviation

fraternity

then.

Douglas,

Lock

heed, Ryan, and others were pri

marily

airplane

builders,

lacking

much

in the

way

of metal-work

ing

machine

tools.

As

a result, we were able

to

ex

Rudy Kling and his Menasco powered Folkerts SK 3 racing aircraft in which

he

won the reve

and

Thompson trophies in

1937

some. Jack wanted to get

on

with

the

testing of the airplane itself, so we

finished with a fixed gear

to

prove

several of

the other

new features of

the

first flying wing. Eddie Bellande

did

the

flying-who has just retired

as chairman of

the

board of

the

Gar

rett Corp., incidentally.

That

was

at

least a

partial

suc

cess for

the

first retractable

gear

designed by

Northrop and

built by

Menasco. So

at

long last, we

come

back here to where you are building

landing gear.

I must tell you one

more

land

ing gear story, then

button

this up.

We

had

'grown'

into

air racing. We

were quite successful; in fact, that's

being

too

modest. During

that

era,

we won four

times

as many races

as

all

other

engine companies com

bined. But we never

built

a racing

engine. These were stock-approved

type engines. I must digress to ex

plain

this. After five failures

with

the

French

engine,

I

made

up

my

mind

that

when

I built

my

own en

gine

and put my name on it that

lot of your work,

and

it was beauti

ful. I am really proud

to

have

my

name

on the door again.

I

promised

one

more

anecdote

about

the second landing

gear we

were involved

in.

A group of San

Francisco fliers

and sportsmen

de

cided to build an airplane to com

pete in the National Air Races at

Cleveland. They backed

a young

designer by the name

of

Keith

Rider who

produced

an outstand

ing airplane-all

metal, cantilever

low

wing-using

our

first

super

charged engine and a

retractable

landing

gear.

We had

appeared

for the first

time

at

a National Air Race

scene

in

Chicago

in 1930. Now it

was

1931 , and the San Francisco peo

ple became so

enthused

when they

saw

their

entry

develop that they

decided to

build

two

of

them. We

arrived

at Cleveland and created

quite

an impression.

They

were

beautiful

to see;

they looked

like

the modern fighter

of today. The

slender nose

of

the in-line en



ntique

wards Before B/31/45

Grand

Champion

Grand Champion

Outstanding Classic

Best Restored

NC17662

None

Awarded

N721CM

N7596B

Spartan

Executive Model 7W

1940)

Ronald E Tarrson

Custom Champion

Navion

1946)

James and Catherine Manint

Champion 7EC

1957)

Ted

Davis

Santa Fe

,

New Mexico

N5834H

PA-16 1949)

Monticello, Illinois

Brodhead, Wisconsin

Reserve

Grand

Champion

NC6871

Gilbert

and

Barbara Pierce

German Town, Tennessee

Outstanding

Classic

N3214C

Outstanding In

Type

N765P

Stinson Detroiter Junior

1928)

RobertJ.

Hedgecock

Barnesville,

Georgia

Best

Custom

Classic

Over

165 hpj

N170JE

C-170B 1953)

Bonanza

1954)

Jeff

Deaton

Morehead

City

, North

Carolina

Meyers

200C

1964)

Ben Morphew

McKinney,

Texas

Custom Champion

NC31178

John

Barrett

St. Charles,

Illinois

Outstanding Classic

N2315P

Outstanding In Type

N180DR

Piper

J-3 Cub Sport

1940)

Buz Rich

Williamsburg , Virginia

Best Custom Classic

100 -165 hpj

N7491K

PA-20 1950)

PA-22-150

1955)

Richard

G. Miller

Dallas Town , Pennsylvania

Cessna

180H 1966)

Bryan

H.

Jorgensen

Wadsworth,

Ohio

Scott

T Schaefer



The annual

reverse

spring

migration to

Florida means hun

dreds of pilots point

their airplane

noses toward Lakeland,

Florida, for

what has

become for

many

the kickoff to the

fly-in season. few days

o

nice weather

can't hurt, either,

and true to the

promises

made by the Florida chamber o

commerce, the weather in Lakeland

for the

week was quite

pleasant and dry. Plenty of neat airplanes showed up, many

piloted by

old friends we

see

year after

year. Like

this award

winning Beech 18 (left)

that

belongs

to the

Greenblatt

fam

ily, there

was

plenty to

look

at,

so

let's get started

Woody Woodpecker adorns the rudder

of

C.H.

Woodhall 's 1936 Aeronca C-3, still powered by the

original Aeronca E-113 engine

of 36

hp.

The

Grand Champion Antique of Sun 'n Fun 2 5 is

Ron

Tarrson's Spartan Executive, fresh out of the res

toration shops of

Waco

Classic Aircraft

in

Battle Creek,

Michigan.

The

sparkling aircraft was flown to the event

by Waco

Classic General Manager Pat Horgan.

James and Catherine Manint of Monticello, Illinois , must

be thrilled with

the

work done by Sierra Hotel Aero Inc. ,

the current type certificate holder

of

the Navion . Picked

as an Outstanding Classic, their 1946 Navion has been

transformed into a going places machine, complete

with the installation

of

a Millennium cylinder overhaul

of

the IO-470-KCH engine, pumping

out 26

hp.

Clayton Malaquins' Republic

RC 3

Seabee starts off

the

Seabee row on the Sun 'n

Fun

grounds. Clayton's

Seabee was selected as the Best Metal Amphibian.



For

a relaxing afternoon of airplane sightsee

What could

be

better

ing, it s

hard to beat the Lake Parker Sea

when at the splash-in?

plane Splash-In, held over two days during

Water, a stick, some

Sun

'n

Fun.

The first day features lightplanes

thing to poke at, and

and ultralights, and the following

day, Friday,

seaplanes up and down

is devoted to heavier aircraft. Here is Ed

the shoreline. It sounds

Westlake's Cessna 140

on

floats, with Ed

like a great afternoon

enjoying a pleasant day in the shade.

to me

Swifts

are

always present

in

numbers at

Sun

n

Fun, and

it's always fun to

see what the Swift folks come up with for color schemes. John Davis Jr.'s

nice

gold

and red

Swift

is

seen here taxiing out for departure, presumably

back to his home base of Gainesville, Georgia.

Some airplanes lend

themselves to easy

embellishment, and the

Douglas DC-3 certainly

wears a smile well

This is Duggy the flying

ambassador and class

room for the National

Aviation Hall of

Fame's

SkyReach Educational

Program.

The

crew was

busy all week passing

out information about

its program.

The

Outstanding

WWII

Era

trophy winner was this nice

de Havilland DH82A Tiger

Moth belonging to Richard

Epton

of

Brooks, Georgia.

The

130-hp Gypsy Major

engine will move it along at

a stately 80 mph, while its

biplane wings

and

leading

edge slats on the upper

surface give the airplane a

landing speed of 45 mph.

The Outstanding Custom

Antique is this Bucker

Jungmeister, owned

by

Anthony Smith. Powered by

a 185-hp Warner engine, it

is registered in the United

Kingdom by its British owner,

who also has a place

in

Ocala, Florida.



Sun n Fun Forums

By

Kathie Ernst

One of the new additions to the

Sun

'n

Fun

Forums area is the

ability

to

renew an inspection

authorization

(IA)

or earn credits

toward the

FAA s AMT

awards.

The

program was spearheaded by Sun

'n

Fun

Forums co-chairman AI Rott

of Lakeland, Florida.

Any

airframe

and powerplant mechanic can register to renew his or her IA by taking a

total of eight hours of courses or workshops during the event. It makes

attending the fly-in

just

that much more useful for busy mechanics!

Ryan

Leeward , age 14 , and his sister,

Allison, who's

12

are learning the art

of fabric covering from Robin Bassett,

a Poly-Fiber instructor. Accompanied by

their dad, Jimmy Leeward, Ryan and

Allison attended a number of forums

at Sun 'n Fun before they tackled the

restoration of a Piper J-3

Cub

at their

home on Leeward Air Ranch in

Instructor Stuart Clark

Ocala , Florida.

gently guides the hand of

one of the many folks who

spent time in the welding

workshop. Just as they are

during

EAA

AirVenture

Os

hkosh, the workshops are

always well attended

at Sun 'n

Fun.

,t ,

.



and

Pete

Conrad

and crew got

to

do their own

restoration

project to

make

the

orbiting lab habitable, af

ter the spacecraft was damaged dur

ing

the

launch. Since he

bought

the

Jenny

in 1972, Frank Schelling has

kept

at

it,

one strut

at a time,

one

connecting rod after another. Talk

about stick-to-itiveness

Like so many of us, Frank can

trace his fascination with airplanes

to model airplanes. His

mom, in an

effort

to

give

him

something

to do

on a rainy day and keep

him

out

of

her

hair, bought Frank a

model

airplane kit.

He didn't

need

any

further

encouragement;

he

was

hooked, and hooked good

Aviation

had

Frank Schelling

in

its grasp, so he earned a degree in

aeronautical engineering

from Cal

Poly, San Luis Obispo. After a four

year stint

in the

Navy, he actively

began to fulfill a

dream

of

having

a

World War I airplane.

He

started col

lecting parts for an SE.5 including a

prop and a Hisso engine

purchased

for $500, and while busy picking up

parts here and there, he

noticed an

ad in Trade A Plane for an original

Curtiss Jenny

that

was for sale in the

Miami area. After flying from Califor

nia to Florida to look at the project,

he bought it and drove his '67 Chev

elle from California to Miami to pick

it up.

His

buddy

Ray

Cleone flew out

to

help Frank drive

the

new trailer

and the car back to the San Francisco

Bay

area, making the trip an adven

ture along the way stopping at Carls

bad Caverns and other fun places.

In 1976, while

on

a business trip

to

the

Washington, D.C., area, he

stopped

in

to visit fellow Jenny re

storer Ken Hyde. Out

in the hangar/

shop,

Frank

noticed

a

Jenny

fuse

lage set up for a Hisso

engine

instal

lation (the IN-4H model),

and

with

a little cash

and

some persuasion,

he bought the fuselage that would

serve as

the

basis for the

airplane

he would eventually restore . Since

he

already

had

a Hisso

engine

and

didn't

really need

the parts he'd

collected for an OX-5 powered air

plane, he sold off the extra parts. The

acquisition of the Hisso-configured

fuselage seemed

to

be the actual

starting point of

the

restoration

process. It also seemed to be a good

time to be starting.

"I

got

in it just

at the

right time,"

said Frank. There were

about

four

or five people restoring

Jennys

at

the time, and if one

person

didn't

have a part, somebody else did,

and

we all cooperated."

Restoring a Jenny isn't done of

ten and is usually looked

upon

as a

mammoth project. The Curtiss train

ers, like so many

of

their contem

poraries, were built by many,

many

hands, and their restoration requires

the mastering of a number

of

almost

forgotten

skills. Almost

each

part

will require some form of handwork,

from the cleaning up

of

a casting for

the

parts of

the

Hisso to the rework

of a wing interplane strut.

For instance,

when

first built,

each wing interplane

strut

is cut

from a small slab of spruce, shaped

by hand,

and

then, to prevent split

ting, each

end

is wrapped

with

copper;

the copper

is the n

nailed

in

place, and each

nail is secured

with

solder. Just

in the

struts for

the

wings, 32 strut ends are made in

this way

In the fuselage and tail surfaces,

most of the cross members and other

structural members are also similarly

reinforced. You can quickly see how

the man

-

hours

can add up.

When

there were hundreds of employees at

Curtiss building

Jennys,

that work

load was spread across a factory,

but

when

it's your project, it's just you,

and perhaps a few buddies, to get it

done.

It's a challenge for

anyo

ne

to

complete

a project like a Cub or a

Luscombe, so

anyone

who has re

stored an airplane

can

empathize

with

a

Jenny

restorer

Surprisingly, there are

more

orig

inal pieces in this airplane than one

might think.

When asked abo

ut

how much of the airplane was or ig

inal, Frank responded:

A lot

of it.

I'd

say abo ut half .

The wings are all new, new wood,

but all original fittings;

struts

are

all original except for

the

l

anding

gear;

the

tail feathers are a

ll

original

except for the vertical f in-tha t 's

new. In

the

fuselage,

the

four l

on

gerons are new,

and

there are six

uprights where the

cabane

struts

are

and

one for

the

engine support

that

are new. One set of floorboards

is

new, and the tail post; the rest

is

all original."

The

inexpensive antique Hisso



The

Jenny s

colors

are still standard

Navy

colors

today insignia

red, white, and blue,

plus

aircraft

gray.

airplane came with a Hisso radiator,

even

though

it was powered by

an

OX-So And, to make it even better,

jim also

had

the fuel tank for

the

jN

4H, so they swapped fuel tanks and

radiators. Frank said in all the time

he's been working on

the

airplane,

he's never seen another spare of ei

ther part,

and yet they

were both

there just a few miles away from his

home at that time

in Alameda,

on

the east side

of

San Francisco Bay

and in the hands

of

a fellow restorer

who needed the parts Frank had on

hand. Remarkable

Antique

airplane

restorers are



What s a

Hisso?

he first restored

the

Jenny, it had

Navy instruments in all the holes

except

the

clocks ) . Dave Rogers,

of Instrument Pro in the Bay area,

does a

lot of instr

u

ment

face

work

and has worked on a few

of

the

faces of

the Jenny's instrument,

so

he

was given the Navy clock

reface work.

Also included in his restoration

is a full

set

of

instrument panel

lights, complete

with a pair

of

Western Electric Blue

Be

ll batter

ies. The

on

ly instrument added to

the panel that was not depicted

on

the

blueprint was an inclinometer.

After uns uccessfully trying

to

get

an inclinometer

back

from a for

mer old-instrument restorer in New

York

state, Frank

decided to

see if

Rieker could still make t he ol

der

sty le unit he

had

sent away. (No,

he

still hasn't been able

to

get th e

original back ) The folks

at

Rieker,

in Folcroft, Pennsylvania, are still

in business,

and

have

an

active in

terest

in their older units. Frank

asked if

they

would still be able

to

make an inclinometer shown in

an

old catalog:

"You're

not

the first person to

call," was the response Frank got,

but we don't have any of the pat

terns

to

cast the housing for that

stuff however, I do have an orig

inal of one of

the

housings, and

if you want

to

copy it and

send

it

back, I'll make the glass tubes for

them, fill

them

and seal them, and

then send you the pieces,

and

you

assemble them."

1970s a

tad younger Frank

Schelling

at the start of his

Jenny

project.

For

a long time when I first started

hanging around old-airplane people ,

I would occasionally hear the

term

Hisso when they

were

talk ing

about a particu lar brand of engine.

It took

some p

estering of

a few

of

my

older friends before the full name

came

out

;

they

were

talking

about

the American-built Hispano-

Su

i

za en-

gines constructed under license by

the Wright-Martin Co. in New Bruns

wi

ck

, New Jersey. A

quick

pawing

though the aeronautical encyclopedia

erosphere

1939 revealed the whole

story. The U.S. military wanted more

power fo r its training airplanes, and

the French had just the engine. Manu

facturing rights were granted to the

Simplex Automobile Co.

of

America,

which was subsequently acquired

by

the Wright-Martin

Co.

The term Hisso

was a simpler-to-say contraction of

Hispano-Suiza, and the name stuck.

The Model A was the first effort pro

duced

in

the States, and it

is

the type

installed on Frank Schelling's IN-4H.

Like the Curtiss

OX

-5,

it

is a water

cooled, eight-cy

li

nder, gO-degree

Vee

type en gi ne

wh

i

ch

produced 150 hp

at

1450 rpm ,

60

hp more than the

Curti

ss

engine's gO hp produced

at

1200

rpm.

Each

of the two cylinder banks of

the Hisso were cast in one piece, with

four steel cylinder barrels threaded

on

the outside

and

screwed into the

cas

t

ings. The Model A has a displacement

of

718.88

cubic inches. The

later

model

E

which was also produced

in quantity by Wr ight-Martin, was the



The Jenny w s flown for

our

c

ameras

by Eric

Presten.

Our

thanks to the

Jenny

gang

(and EAA s photographers and

camera

ship

pilot

Bruce

Moore) for getting

up

so early in the morning for

our dawn photo shoot

at the Brodhead,

Wisconsin,

airport.

another row. That's how I did it."

There

were

plenty

of little bricks

along

the

way of

the

Jenny's restora

tion.

You

might be surprised to hear

that this airplane is his only restora

tion

project .

If that's

his first one, I

can't

wait

to

see how his

next

proj

ect, a Travel

Air

4000, will turn out.

Oh, by

the

way,

he doesn't think

it

will take

another

31 years

Resources:

Dave Rogers

is

now at:

Legacy Inst ruments

5214 Diamond Heights Blvd., Suite

F-633

San FranCiSCO ,

CA

94131

A number of friends helped Frank

al

ong the

way,

including Cleone,

Larry Schwafel, Tom Telifson, Newt

Craven, Albert Ward, Ken Hyde,

and Stanley Hiller.

Speaking of Hiller,

the

Hiller Avi

ation Museum was

the

site of

the

last big part of the restoration: the

assembly

and

covering of

the

Jenny.

The Hiller Aviation Museum really

wanted

the Jenny for display, in its

unfinished

state.

Frank cut a

deal

with them;

the

museum could have

it for display,

but

it

would

have

to

pay for the covering in Irish linen .

about the covering job. Ross Walton

of Vintage Aero Fabrics, now located

in Kentucky

(previously in

Ver

mont), supplied the linen. The cor

rect frayed edge

treatment was done,

and

Frank was pleased with

the

end

result. The final color

scheme

for a

Navy training aircraft was applied,

and

then

the hundreds

of little de

tails

that need to

be attended

to

were accomplished before its first

flight in

86 years.

Frank Schelling's 25 years as a ci

vilian aeronautical

engineer gave

him plenty of

sheet

metal

experi-



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C LIFORNI

Hayward,

CA,

VAA

Ch.

29

Meeting 2nd

Thurs., 7:00 PM

Hayward Airport, Hangar #7

William

Field,

President

Phone: 510-784-1168

Email:

[email protected]

Sacramento,

CA,

VAA Ch. 25

Meeting 2nd

Sat., 10:00 AM

For

Location Contact:

Larry Muffly, President

Phone:

916-424-5570

Email:

ezflyerca@comcast com

flORID

Lakeland,

FL VAA Ch. 1

Meeting 2nd Sat., aU

day.

For Location Contact:

Michael Quinlan, President

Phone:

352-288-0979

Email: mikegq77@comcast com

ILLINOIS

Lansing, IL VAA Ch.

26

For

Time

& Location Contact:

Peter

Bayer,

President

Phone:

630-922-3387

Email: [email protected]

FLORID

Lakeland, FL VAA Ch. 1

Meeting 2nd Sat., aU day.

K NS S

Overland

Park,

KS VAA Ch. 16

Meeting 3rd

Fri., 7:00

PM

Gardner Municipal

Airport-Term Bldg.

Gerald Gippner,

President

Phone:

913-764-8512

Email: gipp@email msn .com

LOUISI N

New Iberia, LA,

VAA Ch.

30

Meeting 1st

Sun

.,

9:00

AM

For Location Contact:

Roland Denison,

President

Phone: 337-367-9826

Email

:

vaa30@cox net

MICHIG N

Niles,

MI, VAA Ch .

35

Meeting

2nd Sat., 10

:

00

AM

Niles,

MI (3TR)

Term. Bldg.

Kenneth Kasner,

President

Phone: 269-699-7064

Email

: KKasner@comcast net

MINNESOT

Albert

Lea,

MN, VAA Ch.

13

Meeting 4th

Thurs., 7:30 PM

Albert Lea MN Municipal Airport

William

Koza, President

Phone :

507-373-9062

Want To Start a

VAA

Chapter?

It's easy

to

start a VAA Chapter! All you need

to get

started

is

five Vintage enthusiasts.

Then, contact the

EAA

Chapter Office at 920

426-4876, or at [email protected]

to

obtain an

EAA Chapter Starter Kit. They have ways

to

help

you

contact all the Vintage members in

your area, plus, they'll walk you through the

New

Chapter process.

NEW

JERSEY

Andover, NJ, VAA Ch . 7

Meeting

1st

Sun.,

10:00

AM

Andover Aeroflex Airport

Joe Tapp, President

Phone:

908-872-3821


OHIO

Delaware,

OH,

VAA

Ch.

27

Meeting 2nd

Sat., 8:30 AM

Delaware

Municipal Airport (DLZ) Term.

Bldg

Roger

Brown,

President

Phone: 740-965-9252


Troy, OH, VAA Ch

.

36

Meeting

3rd Sun., Noon

For

Meeting Location Contact:

Richard Amrhein, President

Phone

: 937-335-1444


Columbus, OH, VAA Ch. 38

Meeting 3rd Wed

.

6:00 PM

For

Meeting

Location Contact:

Perry Chappano, President

Phone:

(614) 496-3423

Email:

pmc@cwpU

.com

OKL HOM

Tulsa

, OK, VAA Ch . 10

Meeting 4th Thurs.,

7:30

PM

Hardesty Library

Christopher

McGuire, President

Phone:

918-341-6798

E-mail: [email protected]

SOUTH C ROLIN

Cross, SC, VAA Ch. 3









































lMenasco continued

from

page

13

what was called a racehorse start. If

the

wind was from

the

wrong

direc

tion, they

took

off opposite to

th

e

counterclockwise direction

of

the

course, circling a scattering pylon

before entering the first lap on th e

proper course.

I was in a grandstand as a guest

of some prominent people instead of

my usual place at the starting line.

liThe flag was

dropped,

and all

the

planes started. Right in front on

the inside pole comes this Miss an

Francisco

It hopped off the ground

and was in the

air-level

with

th

e

eye in

the

grandstand,

while the

others were still

lumbering along

down there on the

field ,

and

as

it

passed th e grandstand the wheels

disappeared, the landing gear came

up, and went out of sight.

Nobody

had ever seen that happen except

to a bird.

liThe

grandstand came undone. He

was

down around

that

scattering py

l

on and

back

on the

10-mile course

and

out of sight before some of the

other guys were barely airborne.

That was the first sight of the re-

traction landing gear to this big au

dience

at

the National Air Races. In

those days it was a 10-day meet-the

Olympics of the air. Everything was

done to display aircraft.

The

Army,

Navy, Marine Corps, and

foreign

governments participated. Many

new types of aircraft were displayed

and demonstrated each year.

fastest

time

in the

last

lap

of

any

American

machine

in

the

history of

the event.

This

boy, Rudy Kling,

did the

job as an embryo pilot. I believe

at the time he only had about 300

hours

in the

air-and

that was our

ultimate success. It went on, as you

know, to the great things

that

are

going

on

today.

l iThe

eventual

change

from

aircraft engines to

landing

gears

seems a fitting

thing,

because

I've

described

how landing gear was

also part of

the

history of

aircraft

development

by some great

guys,

and now Menasco is known

for

landing

gear."

In 1969 Al and Julie were invited

back to Japan to celebrate the 53rd

anniversary of Art Smith and AI's

tours of Japan in 1916 and

1917.

Their host was

the

Mikimoto Pearl

Co., located on an island

off

the

coast of Japan.

It

was on

this

island

that Art and Al had

demonstrated

their

aircraft in 1917. The Japanese

tr eated them

royally

, wined

and

dined

them, and they appeared on

television . Al was presented with

a

handsome

album

made

up

of

some

of

the photos th e

Japanese

had taken in 1917. Al and Julie also

played golf with

the

pr es

ident

of

the company and another officer.

Qulie won )

AI's brother,

Milton

, was

seven

years older than Al and was

the one

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BY H.G.

FRAUTSCHY

THIS

MONTH'S MYSTERY PLANE

COMES

TO US

FROM THE EAA

LIBRARY.

IT'S

JUST ONE

PHOTOGRAPH FROM AN ENTIRE PHOTO ALBUM

THAT MAKES UP THE GARNER

P.

EMERSON

COLLECTION, WHICH

WAS

RECENTLY

DONATED

BY EAA

MEMBER

BOB HIGHLEY.

Send your answer to EAA

Vintage

Airplane,

P.O

. Box 3086, Oshkosh,

WI 54903

-3

086. Your answer needs

to be in no later than July 10 for

inclusion

in the

September

2005

issue of Vintage

Ai1p

l

ane

You

can

also send your response

via e-mail. Send yo ur answer

to

[email protected].

Be

sure to

include your name, city, and state

in

the body of your note,

and

put

I/(Month) Mystery

Plane in the

subject line.

MARCH S

MYSTERY

ANSWER





The Mystery Plane

in the

March

issue is

the

airship City

of

Glendale.

It was built by Thomas Benton Slate,

the

inventor and

co-owner

of

Prest

Air

Devices, a

company

in New

York

that

made dry ice. He left the com

pany

in 1925

and

began construc

tion of his airship in 1926 at Grand

Central Airport in Glendale.

The

ship was made of

corru

gated duralumin skin

instead

of

fabric and was

to feature

a

steam

engine. I f

I recall

correctly

from

what

I read a

number

of years ago,

it was supposed to be a tractor pro

peller

on

the bow of

the

ship.

The ship came

out

of its hangar

after completion in December 1929,

but unfortunately

the

heat of

the

sun expanded

the

skin

and

gas in

side, resulting in loss of its lifting

gas

and

causing the ship

to

fall

to

the ground. I recently read that the

problem

was found to be a relief

valve and

that

due to the design of

the ship it would have needed to be

taken nearly completely apart to fix

so it was never repaired or flown.

The U.S. Navy did success

fully fly a metal-skinned

ship;

it

was smooth-skinned, unlike Slate's

ship. The ZMC-2, Zeppelin Metal

Clad 2 first flew August 20, 1929.

It was 150 feet long and powered

by two Wright Whirlwind engines

giving

it

a

maximum

speed

of

70

mph. The ZMC-2 was

decommis

sioned in 1941.

Other correct answers were re

ceived from Richard Maresh, Ful

lerton, California;

M.

Bub Borman,

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Classified Word Ads: $5.50 per 10 words, 180 words maximum, with boldface lead-in on first line.

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Advertising Closing Dates : 10th of second month prior to desired issue date

Le

.,

January 10 is the closing date for the March issue). VAA

reserves the right to reject any advertising in conf

li

ct with its policies. Rates cover one insertion per issue. Classified ads are not accepted

via phone. Payment must accompany order.

Word

ads may

be

sent via fax (920-426-4828) or e-mail (classads@

eaa

.

org)

using credit

ca

rd

payment all cards accepted). Include name

on card

, complete address, type of card , card number, and exp iration date.

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Sal ine, M I

Owns Piper PA22/20

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ivate license - 1996

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to M AOPA,VM

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th

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VINTAGE

AIRCRAFT

ASSOCIATION

OFFICERS

President Vice·President

Geoff Robison George Daubner

1521

E.

MacGregor Dr.

2448 Lough

Lane

New Haven, IN 46774

Hartford,

WI 53027

260-493-4724 262-673-5885

chie{702S@ao/.coI1l vaaflyboy@msll. Onl

Secretary

Treasurer

Steve

Nesse Charles

W. Harris

2009 Highland Ave. 7215 East 46th St.

Albert Lea,

MN

56007 Tulsa,

OK

74147

507-373-1674 918-622-8400

[email protected]

([email protected]

DIRECTORS

Steve Bender

Dale A. Gustafson

85 Brush

Hill

Road 7724 Shady Hills Dr.

Sherborn, MA 01770

Indianapolis, IN 46278

508-653-7557 317 -293-4430

sst

JO@co

mcast 11et da/e(aye(g msn.cul11

David Bennett

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Roseville,

CA 95678

Harvard, II. 60033-0328

916-645-8370

815-943-7205

l1ntiqllcr@illreaclt

c

om dillghao

@u

wc.lIet

John

Berendt

Espie

Butch Joyce

7645 Echo

Point

Rd. 704 N. Regional Rd.

Cannon Falls, MN 55009

Greensboro

, NC

27409

507-263-2414

336-668-3650

[email protected] willrisock@no/.com

Robert

C.

Bob Brauer

Steve

Krog

9345 S.

Hoyne

1002 Heather Ln.

Chicago, II. 60620 Hartford, WI 53027

773-779-2105

262-966-7627

plwtupilot@ao/. om

[email protected]

Dave Clark Robert D.

Bob Lumley

635 Vestal Lane

1265

South 124th

St.

Pl

ainfield,

IN

46168 Brookfield,

WI

53005

317-839-4500

262-782-2633

davecpd{jJi iqucst.1U t

[email protected]

John

S.

Copeland Gene Morris

I A Deacon Street 5936

Steve Court

Northborough, MA 01532

Roanoke, TX 76262

508-393-4775

817-491-9110

cupe/and

l@jllllO,com

gellemorris(g)

ev

I .lIet

Phil Coulson

Dean Richardson

28415

Springbrook

Dr.

1429

Kings

Lynn Rd

Lawton,

M I 49065 Stoughton, WI 53589

269-624-6490 608-877-8485

rcoII/sonS16@cs .(ul1l

dar1g

J

aprilaire.col11

Roger Gomoll

S.H. aWes" Schmid

889

1 Airport

Rd,

Box

C2

2359

Lefeber

Avenue

Blaine,

MN

55449 Wauwatosa, WI 53213

763-786-3342

414-771-1545

pledgedrive@msllcolrl [email protected]

DIRECTORS

Membershi Q

Services Directory

ENJOY THE MANY BENEFITS OF EAA AND

THE EAA VINTAGE AIRCRAFT ASSOCIATION

AA Aviation

Center

, PO Box 3086, Oshkosh WI

54903-3086

Phone (920) 426-4800 Fax (920) 426-4873

Web Site: www.vintagea ircraftorg and www.airv

en

tur

e.o

rg

E-Mail: vin

tageai

rc

ra

[email protected]

EAA and Division Membership Services

800-843-3612 . . . .. FAX 920-426-6761

(8:00 AM-7:00 PM Mond ay-F riday

CST)

· New/renew membership

s: EAA,

Divi

sions

(V

in tage Aircraft Association, lA C,

Warbird

s),

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tional Associa

ti

on of F

li

g

ht

Instructors (NAF I)

•Address changes

•Merchandise

sa

l

es

· Gift memberships

Programs a nd Activities

EAA AirVenture Fax-On-Demand Directory

732-885-6711

Auto Fuel STCs . 920-426-4843

Build/restore information 920-426

-4

821

Chapters: loca ting/organizing92

0-

426-4876

Education _ 888-322-3229

•

EAA

Air Aca d

emy

•

EAA

Scholarships

Flight Advisors information 920-426-6864

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Flying Start Program . . 920- 426-6847

Library

Se

rvices/Research . . . . 920-426-4848

Medical Questions 920-426-6112

Tec

hnica l Counselors . . . 92

0-

426-6864

Youn g Eag les . . .

. .

. . , 877-806-8902

Benefits

AVA Vintage Insurance Plan. 800-727-3823

EAA

Aircraft Insurance Plan . 866-647-4322

Te

rm Li fe and

Ac

cide

nt

a

l.

800-241-6103

Death Insurance (Harvey Watt Company)

Editorial . 920-426-4825

Vinta ge FAX 920-426-6865

• Submitting article/

ph

oto

• Advertising informati

on

EAA

Av iation Foundation

Ar

tifact Donations . 920-426-4877

Financial S

up

port. 800-236

-1

025

MEMBERSHIP INFORMATION

EAA

lAC

Membership in the Experimental Aircraft

Cur rent EAA m e

mb

ers ma y jo in th e

Assoc

iation , Inc. is $40 for one year, includ

In tern a tio nal Aerobatic Club, In c. Div i

ing 12 issues of SPORT AVIATION. Family

sion and ;receive SPORT AEROBATICS

membership is an add itiona l $10 a

nn u

all

y.

ma

gazine for an

additional

$45

per

ye

ar

.

Junior Membership

(u

nder 19 years of age)

EAA Membership ,

SPORT

AEROBAT-

is available at $23 annually.

All

major credit

ICS magazine and one year me

mber

sh ip

cards accepted for membe rship.

Add $16

for

in the lA C Division is

availabl

e for 55

Fo

re

ign

Po

stage.)

per ye ar

SPORT AVIATION ma

gaZ

in

e

not includ ed ) . Add 15 for

Foreign

EAA SPORT PILOT Postage .)

Cu rren t

EAA

mem bers ma y add

EAA

SPORT PILOT magaz

in

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WARBIRDS

$20 per year.

Current EAA members may join the EAA

EAA

Me

mb

e rsh ip

an

d

EAA

SPORT

Wa

rbirds

of

Am

e

ri

ca Division

and

receive

PILOT

magaz

in

e is ,ava ilab le for

40

per WARBIRDS magazine for

an

additional $40

year SPORT AVIATION magazin e not in

per year.

cluded). Add 16 for Foreign

Postag

e.)

E

AA

Me

mb

ership , WARBIRDS ma ga

z in e and one ye ar m e

mb e

rship in

th

e

VINTAGE AIRCRAFT ASSOCIATION

Warbirds Division is available for 50 per

Current

EAA me m

bers may jo in th e

year SPORT AVIATION magazine not in

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tionary landing

if

you

recognized

that any

of

those things might

be

affecting your safety?

The second element of the check

list

is the

Aircraft. Is your aircraft

as

ready

as

you might be for

the

flight?

Have all

the required inspections

been conducted? Is

all

the equip

ment working as it should?

If

it

is

a

rental

aircraft,

is

i t one

you

are

familiar

with and current

in, or is

it

one

that you have

perhaps only

flown

once

or twice? Again, if it

is

a rental aircraft, do you know

how

to

operate

all

the installed equip

ment? If

the

aircraft has

an

autopi

lot, do you know

how

to use it?

Do you have sufficient fuel and

oil? Are you

within the

weight

and

balance envelope? Have

you con

sidered the

performance

capabili

ties of your aircraft, especially if you

will be flying to a different location

that might create

density altitude

considerations

that

you are

not

used

to? Have you established whether

you will have performance available

over

that

required, considering your

gross weight, the load distribution,

and the density altitude?

Other checklist items that would

fall in the Aircraft category

would

be current charts

and

approach

plates, a current AFD (airport facil

ity directory), a current database

in

your

GPS, clothing suitable for a

potential

forced landing in

inhos

pitable territory, as well as survival

gear appropriate for the terrain you

continued from p ge

ties? For example, if you are a pilot

used to flying

in the

severe clear of

the

desert

southwest,

are you pre

pared to

fly in the

haze found in

the

Smokies?

If

you are an

instrument

rated

pilot and

will have

to

fly an

approach to minimums,

have

you

predetermined

how many missed

approaches you

will fly

before

di

verting? (My personal minimum

is

one )

Okay

you ve run

those checklists

and everything

looks good.

Let's look

at

the

airports

we are

planning

to

use (while not forget

ting potential alternate

airports).

Will runway lengths

and

alignment

be

sufficient

for our performance

and skill? Don t forget

that

if

you

are a flatland, sea-level pilot, things

will be

much

different if you are fly-

ing into and out of a high moun

tain airport. Will runway alignment

create crosswind challenges beyond

your skill level? If you are

only

used

to flying at a small, one-runway,

rural

airport,

are

you

prepared to

find

your

way around the maze of

taxiways and runways you might

elements of

the

checklist have met

our personal minimums, but

we

forget

to

include

the

allowance for

potential delays.

Whenever plan

ning a trip,

you should

always re

member the admonition:

"Time

to

spare go by air."

I t is

so sad

that

the

accident

re

cords are filled with fatalities

that oc-

curred

as

a result of get-there-itis.

We

absolutely have to have alternative

plans Have you allowed for delays?

Have

you

briefed your passengers

about the possibilities of delays or di-

versions? Do you have the discipline

to tell your passengers, or your boss,

that

the flight cannot be made? Will

you allow them to push you into

go-

ing

when

your

inner

voice

is

shout

ing "Don't Go " If

the

flight

is

being

made to meet someone, are

they

aware of those same possibilities?

Have you made arrangements for

alternative transportation? Have

you a

credit

card and telephone

numbers available if the need for al

ternative plans arises? Do you have

appropriate

clothing and personal

needs

in the

event of

an

unex

pected stay? Have you ensured

that

your last fuel stop is more than 100

miles from your destination?

If

you

haven t, you might be tempted

to

stretch your fuel minimums

right

into

a

dead

stick

landing in

some

farmer's field.

If, after running the checklist I

have just described, you find

no

mar

ginal items, then you have certainly



)

""

"1ft

. . ~ . J MNEWMAN

f

The following list ofcoming events

is

furnished to au:

readers

as

a matter

of

information only and

does

not constitute ap

proval,

sponsorship, involvement,

control or direction

or any

event fly-in, seminars, fly market,

etc.

listed.

To s u ~ m t an

event send the information

via

mail

to:

Vintage AIrplane,

P.O. Box 3086, Oshkosh, W 54903-3086.

Or

e-mail the

information to: [email protected]. Information should

be received four months

prior

to the event

date

.

JUN IO-12-Arlington, TX-Gainesville Municipal

Airport (GLE). Texas Ch. Antique Airplane Assn.

42nd

Annual Fly-In. Info: Jim, 817-468-1571

JUN 16-19-St. Louis, MO-Dauster Flying Field, Creve

Coeur Airport (lHO). American Waco Cl ub Fly-In.

Info: Phil Coulson, 269-624-6490 or [email protected],

www.americanwacoclub.com

JUN 2S Prosser, WA-EAA Ch. 391 Fly. Info: 509-735-1664.

JUN 25-26--Bowling Green, OH-Wood County Airport

(lGO). EAA Ch. 582, Plane Fun fly-in, 9am-5pm

each day. Pancake breakfast

and

food all day. Young

Eagles rides, warbirds, homebuilts, vintage,

and

car

show (Saturday only). Info: Brian, 419-351-3374 or

[email protected] or www.eaa5S2.org

JULY

8-IO-Alliance, OH-Barber Airport (201) 33rd

Annual

Fly-

In

and

Reunion sponsored by Taylorcraft

Foundation, Owner's Club, and Factory Old-Timer's.

Breakfast served Sat

&

Sun by EAA Ch. 82. Info: www.

taylorcraft.org

or 330-823-1168.

JULY

IO-

IS

Dearborn,

MI-Grosse

Ile

Municipal Airport.

In1'l Cessna 170 37th Annual Convention. Info: 936

369-4362 or

www.cessna170.org.

JULY 11

-

14--

McCaU, ID-McCall Airport. Cessna 180/185

In1'l Convention. Many fun things planned. Call for hotel

and other info: 530-622-8816

or

[email protected].

AUGUST

2 Laurinburg-Maxton, NC-Ercoupe Owners

Club Awesome August Invitational. North/Sou th Caro

lina members

and

guests. Lunch, awards, Young Eagles

Flights. Info: 336-342-5629 or

bandman@netpath-rc .net

AUGUST

2 Newark,

OH-Newark-Heath

Airport (VTA).

EAA Ch. 402 Fly-In Breakfast. Info Tom, 740-587-2312

or [email protected]

AUGUST 2 Niles,

MI-Jerry

Tyler Memorial Airport (3TR) .

VAA Ch. 35 Corn and Sausage Roast.

llam-3pm.

Rain

date August 20. Donations 5 adults, 3 children 12-yrs

and under. All you can eat. Info: Len, 269-684-6566.

SEPTEMBER

Marion,

IN-(MZZ)

Fly/In Cruise/In. Info:

www.FlyInCruiseIn.com .

SEPTEMBER 3-Prosser, WA-EAA Ch. 391's

22nd

Annual

Labor Day Weekend Prosser Fly-In. Info: 509-735-1664.

OCTOBER 5-9- Tullahoma,

TN- 1932

to 2005-The Tradition

Lives: Year

of the Staggerwing Staggerwing, Twin

Beech 18,

Bonanza, Baron,

Beech

owners & enthusiasts, Sponsored by

the Staggerwing Museum

Fou

ndation, Staggerwing Club,

Twin Beech 18

Society,

Bonanza/Baron Museum, Travel

Air

Division,

&

Twin Bonanza

Assn.

Info: 931-455-1974

SEPTEMBER

16-17-Bartlesville, OK-Frank Phillips Field

(BVO).

49th

Annual Tulsa Regional Fly-In. Info:

www.tulsaflyin.com

or

Charlie Harris at 918-622-8400.

SEPTEMBER 17-18-Rock Falls, IL-Whiteside

County

Airport (SQI). North Central

EAA

Old Fashioned Fly

In. Forums, workshops, fly-market, camping, air rally,

awards, food

&

exhibitors. Info

www.nceaa.org

SEPTEMBER 23-2S-

Sonoma,

CA-Sonoma

Skypark (OQ9).

23rd Annual West Coast Travel

Air

Reunion. Come

to

wine

country

for the largest gathering of Vintage Travel

Airs. Info: 925-689-8182.

SEPTEMBER

24--0ntario,

OR-Ontario

Air Faire-Breakfast

by EAA

Ch. 837. Large warbird collection, acro airshow,

car show, stage entertainment. Free admission. Info:

Roger, 208-739-3979 or [email protected]

OCTOBER

1-2-Mid land, TX-Midland Int ' l Airport. FINA

CAF AIRSHO 2005 will commemorate 60th Anniversary

of the end

of World War

II.

Info: 432-563-1000

x.

2231

or

[email protected]

REGIONAL FLY-IN SCHEDULE

Rocky Mountain

Virginia

State

EAA

Fly-In



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vintage airplane - jun 2005

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