Vintage Airplane - Mar 2001

8/20/2019 Vintage Airplane - Mar 2001

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M A R C H

2 1

The agazine the E A A V I N T A G E A I R C R A F T A S S O C I A T I O N



STRAIGHT AND LEVEUButch]oyce

2

VAA NEWS

4

AEROMAIU HG. Frautschy

-

SPORT PILOT/ Scott Spangler

6

FROM THE ARCHIVES/ HG . Frautschy

7

AIR MAIL FOR SMALL TOWNS/ Earl Stahl

3 THE WAY

TO

OSHKOSH/

Bill

&

Katherine

Smith

2

MTO LUSCOMBE FLY-

IN

Gene Horsman

22 VINTAGE PRODUCTS

24

TYPE

CLUB NOTES/ HG Frautschy

25 PASS IT

TO

BUCK

Buck Hilbert

27 MYSTERY PLANE

28 NEW MEMBERS

29 CALENDAR

3

CLASSIFIEDS

www vintageaircraft org

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L

by

ESPIE

BUTCH

JOYCE

PRESI

DENT , VI

NTAGE AIRCRAFT

ASSOCIATION

Are you headed

to

Sun 'n Fun in Lakeland,

Florida next

month?

As

the

kick-off of the fly

in season,

it

really gets

the

cobwebs swept away.

Are

you

prepared? Is your plane as ready? Perhaps an

hour

with

an instructor brushing up on your skills might be a good

idea, and making one last inspection well in advance of

your journey

should

be included

in your

plans.

What?

You haven't had

a

chance

to get

down

to Lakeland and

enjoy the first major fly-in of the season? See

if

you can't

clear off a few days in

your

schedule, and get to Florida

for the fun - you won't regret it.

See

VAA News on page

2

for

more information on Sun 'n Fun.

The guys and gals in the Vintage Aircraft area have al

ways been great hosts. A great source

of enjoyment

each

year

is

seeing

the

new restorations

that

have been com

pleted over the winter.

Occasionally I receive a comment regarding the differ

ent ways a restoration is accomplished. A few of our

members feel that restorations which are accomplished

by professional restorers

should

not be given the same

recognition

as

those rebuilt by restorers

who turn

every

nut

and

bolt on their own airplanes. We've discussed

this subject in the past, and for the benefit of

our

newer

members, please allow me to explain our position on

this matter.

The aircraft is judged

and scored

on a standard

form using a pOint

system.

The

score

is based

solely

on

the

quality of

the

restoration. In this

way, the

owner, or person who did the restoration, and

any

possible political factors are

not

included in these fac

tors. It's the airplane's fidelity to originality and

workmanship

that matter.

At

Oshkosh we

take

great

you,

the

builder, by

the FAA.

This freedom is a direct re

sult

of

the

effort

put forth on

your

behalf by Paul

Poberezny,

EAA

staff and

volunteers. EAA's continued

work with the FAA over a 40-year span has established a

great deal of credibility with the agency.

Now when it comes

to

the restoration of an airplane,

one

built

by a manufacturer and issued a

standard

air

worthiness

certificate,

a different set

of rules

and

regulations have been in place for a long time. It can be a

daunting

task for

any

individual.

f

you

want

to restore a

type-certificated airplane, you have several choices. You

can

go to

A P school

and

get your

licenses,

which

will

allow you to

do

all the work yourself (except for the final

sign off by a A P with an Inspection Authorization). Or

you can find a person with

the

proper license who

is

willing

to

allow you

to

work

on the restoration

while

they monitor

the

restoration to

make

sure it is being

done

correctly.

Finally, you can take your project

to

a professional

shop and

pay

them

to

hand it back

to

you as a com-

pleted restoration,

ready to

flyaway.

You

can

also use

any

combination of the above to reach the desired re

sults. When

we choose to feature an airplane here in

the

pages of Vintage Airplane, we're careful to clearly depict

how the

restoration was accomplished . We feel it

is our

responsibility to encourage the high-quality restoration

of all aircraft, especially those

in our

judging categories.

lf that means we show the excellent work done by a pro

fessional

restorer

for a

wealthy

individual, then

we'll

highlight the fact the airplane was done in

that

fashion.

The creation of

th

e Sikorsky S-38 replica

is

a great exam

ple of what can be

accomplished when

a great deal of

money

can

be

dedicated

to re-creating an historic air

craft.

Highlighting that

airplane

certainly does

not



VAA NEWS

compiled by H.G. Frautschy

COVERS

ront

Cover ...

Family

ties can be the

strongest

,even when

it s

related

to

a

beautiful

piece

of

machinery

.The father and son team

of

Bill

and

Steve

Scott

searched

for

this

particular

Stinson

108, which

had

been

flown

many

years ago by

Bill. Now fully

restored ,

hey

ve

flown

the airplane to

Florida and

Wisconsin

for the

two major

EM Fly-Ins. Roscoe

Butch

,

alongtime friend

of

Bil

l

s, accompanied

him

during our photo mission during

Sun

n Fun

2000. EM photo by Mark Schaible, shot with

a

Canon

EOS1n equipped with an 80-200 mm

lens on 100

ASA Fuji slide film . EM

Cessna

210 photo plane

flown

by Bruce Moore.

ack Cover ..Aviation sGolden Spike is

the

title of John

Sarsfield s

acrylic

painting,

which depicts the first non-stop transconti

nental

flight across the United States.

The

painting was

awarded

aPar Excellence ribbon .

Flown

by

Us

.

O.

G. Kelly and J. A.

Macready,

US Air Service, they used

a

Fokker T-2 (F. IV)

monoplane

powered

by a420 hp Liberty

en

gine.

Two

previous attempts

had

failed

,

but

on

the

third try, acomplete flight was made

over

the

2-3

May

1923.

Taking

off from Roosevelt

Field ,

Long

Island, at

12

.36 p.m.

ET

,

they

ar

rived at Rockwell Field,

San

Diego, California

,

at 12.26

p.m

. PT on May 3.Their route took

them over Dayton, Oh i

o; Indianapolis

,

Indiana;

SU N N FUN

The 27th Sun 'n Fun Fly-In will be

held

April 8-14, 2001 ,

at

Lakeland

Linder Airport in Lakeland, Florida.

Sun

'n

Fun

traditionally

"kicks off"

the international fly-in and air show

season.

Last

year, more

than

650,000

people

and

8,000 aircraft

partici

pated.

Education

remains

the

focus of

Sun 'n Fun's weeklong activities.

Fo-

rums covering topics

that

range

from aircraft construction , mainte

nance and restoration to buying

insurance and hundreds of topics in

be

tween

will be

presented

by avia

tion experts from

around

the world .

Workshops, sharing a wide range of

hands-on instructions with builders,

will run continuously from

Sunday

through Saturday. Additional areas

will be offered in a discussion and

demonstration format.

Aircraft of every size, shape and

description

can

be found along Sun

'n Fun's fl ightline, including vin

tage, aerobatic, ultralight, Warbird,

rotorcraft, experimental-category

and everything

in

between. Activi

ties include a superb daily air show

featuring the world's

top

performers

and

a full line-up of evening pro

grams.

In addition,

mor

e

than

450 com

mercial exhibits

repres

e

nting th

e

of the

NOTAM,

and handy 3x5

booklet containing key information

in a cockpit friendly smaller size.

You can also view still shots from

the video at http://asy.faa.gov.

f you're planning on flying into

the

e

vent,

please

prepare

a

sign,

readable from outside your airplane

so

the

volunteers directing you to a

parking spot will know wher

e

to

send you . Vintage Parking and Vin

tage

Camping

would be good

choices to let them

know

you want

to park with your fellow Vintage air

plane enthusiasts.

We'll see you there

EAA SPORTAIR TIG

WELDING WORKSHOPS

Aircraft

builders

and

restor

ers

seeking to

develop or

refine their

TIG

(tungsten inert

gas) welding

skills

now

have an

outstanding op

portunity

to learn more

abut

TIG

welding at EAA SportAir Workshops

to be held throughout

2001.

The

workshops are provided by

EAA

, The

Leader in Recreational Aviation, in

association with Lincoln Electric.

These workshops,

held at

the

Alexander Technical Ce

nter's

state

of-the-art workshop

at Griffin,

Georgia, offer hands-on experience

with

TIG

weldin

g (also

known

as

GT AW -gas tungsten arc we

lding).

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•

June 8-10 (advanced)

•

July 13-15

•

Aug.

24-26

•

Oct. 5-7

•

Oct. 26-28

•

Nov. 30-Dec. 2

The Lincoln Square Wave

175

TIG welding unit will

be

used for in

struction

throughout the

series.

Students

will spend time in a class

room learning the basics of welding

before spending the majority of the

session in the welding booth, learn

ing

and practicing the techniques

needed

to

weld 4130 tubing, steel

plate

and aluminum. Linco

ln

Elec

tric professionals will be on hand to

assist

students with

development of

their welding skills.

Each class

is

limited to

12 s

tu

dents,

with registration

fees

including

all instructional sessions

and materials. For more informa

tion or to

register

for

any EAA

SportAir Workshop, call 800-967

5746 or

visit

the

SportAir website

www sportair com

The

TIG

Welding Workshops

are

part of the EAA SportAir Workshops

series, with

more than 40 sessions

throughout the country designed to

assist aircraft builders and restorers.

P CIF IC

CO ST DRE M

M CHINES

On th e west coast, April means

the fly-in season

is

in full swing, and

one of the great events is the 11 th

Annual

Pacific

Coast Dream Ma

chines show, a gathering

of

all

things

motive

and

mechanical.

Over

2,000

flying,

driving

and

working

ma

chines

will be on display.

The

show

will be

held at

Half Moon Airport on

Sunday, April 29, 10 a.m.-4 p.m. $10

for adults, $5 for children ages 5-14

and adults 65+. For

information

, call

650/726-2328.

TYPE

C L U B

H O N O R S

Two of aviati

on's

finest

type club

folks have passed away. J.J. "Jonsey"

Paul

died

late

in February in

Hous

ton, Texas. As near as we can tell, as

chairman

of

the

National

Stinson

Club

for 35 years, he was the longest

serving

head

of any vintage aircraft

type cl

ub

.

Alice Bergeson, who with her hus

band John,

ran

the

Cub and

Luscombe C

lu b

s until recently ,

passed away in

January.

Long

a fix

ture in a

variety

of type club

newsletters,

the Bergesons

have

many friends among Cub, Luscombe

and

Bucker owners

and

pilots.

Our

condo

lences to the

families

and

friends

of both Jonsey

Paul and

Alice Bergeson.

INTERNATIONAL VAA HALL O FAME

On this page

is

the nominating peti

tion

for the VAA Hall of Fame. f you

wish

to nominate an individual who you

believe has made a significant contribu

tion

to

the

advancement of

aviation

between 1950 and the present day,

please make a copy of this form, fill it

out, add supporting material and send

it to:

Charles W.

Harris, P.O . Box

470350, Tulsa, OK 74147

-0

350. Please

mark the envelope: VAA Hall of Fame,

Attn: C. Harris.

Person nominated for induction in

the

VAA

Hall

of Fame:

Name

______________________________________________________ _

Street

___________________________________ Phone Number _________

City

State Zip

_________________

Date

of

Birth

If

Deceased, Date

of Death

________________

Area of

contributions to aviation

__________________________________ _

Date

or

time

SJlilIl

of

the

nominee's contributions to aviation. Must be between 1950 · to

the

present

day.

Please

be

as thorough and objective

as possible. Attach copies of materials

Describe

th

e event

or nature of activities the

nominee has

undertaken

in

aviation to

be worthy

of indu

ction

into the

V

AA Hall of

Fame. ______________________ _

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VINTAGE

ER

GRUMMAN WIDGEON

Dear Henry G.,

When I

went with

Pan Am in

1943, it

was as

an instrument

instructor,

giving

Pan Am pilots

training on all aspects

of

low fre

quency radio range flying and man

ual direction finder tracking. ADFs

were unknown

at

the time. There

were no artificial horizons, no ADFs

VORs,ILSs.

For this type of training Pan Am

had four Widgeons

(below)

with

200-horsepower Rangers and with

wooden props. These airplanes were

modified with a third set of controls,

throttles, and instruments at a com

plete ly closed-in position aft of the

captain's seat.

To the right of, and adjacent to,

this third set of controls sat

another

student who took

manual DF

loop

bearings

from

an enclosed loop

antenna mounted atop

the

fuselage,

rotateable by a control knob in the

ceiling. With earphones on, the sec

ond student would take a loop bear

ing,

set

up

the

relative bearing

observed on a plastic hand-held con

verter

and

then call out the QDM

(magnetic bearing to the station) to

the student at the adjacent third set

of controls,

who

would make correc

tions left or right in track solely by

the

QDM bearings voiced

to him.

Let

downs could

be

made

under

poor weather conditions.

I have many hours of Widgeon

flying. The airplane was strongly

built. With an engine inoperative it

would lose altitude slowly. Although

the

airplane could operate from

the

nearby waters of Flushing Bay it was

airline policy not to do so, and take

offs and landings were conducted on

the runways

at

Pan Am's base at

La

Guardia Field.

Sincerely,

Holland Redfield

Long Island, New York

R NGER M INTEN NCE

Dear H.G.,

Re: your article in

Vintage

Airplane

on

the

Ranger powered

Widgeon . After WWII Ranger

engines

and

parts were available at

near junk prices. I rebuilt a Fairchild

24 C8F

and replaced

the

Ranger

390D with a 6-440

C 2

which I also

overhauled. The six-cylinder Ranger

is the smoothest engine I have ever

flown behind, but that's not what

I'm writing about. My

experience

may he lp others. I had the good for

tune of going through Pratt &

Whitney Engine

school

and the

instructors were top

notch

and really

knew

their stuff. I was

told

that

when setting

up

an

engine,

if you

want performance, not to trust tim

ing marks. The inline Rangers have

an

overhead camshaft

driven by a

tower

shaft

with four bevel gears

that are splined to the shaft.

By

find

ing

top, dead center

on

No. 1 and

adjusting

a combination

of

gear

teeth and splines you can get perfect

timing. I did this

and also polished

the intake manifolds and made sure

the pipes were perfectly aligned. I

don't

have a

dynamometer to

test

the engine, but by carefully flight

testing

the

airplane performance, I

could

work

backwards and obtain

engine

HP.

As you know, rate of climb is a

function of excess horsepower. My

calcu lations, after carefully weight

ing

the

airplane,

and on

a near stan

dard day at approximately sea level

indicated

that

the engine

was

putting out over

190 horsepower

That's about 9 percent more than

the

engine specification. With

the



Sport Pilot A vintage opportunity

y sco

Sp

angler

M

any aviators speak of a time

when aviation was simpler,

a

time when pilots

were

noted for their stick and rudder skills

instead of

system management.

When the FAA publishes its sport

pilot notice of proposed rulemaking

NPRM), to a great degree these days

will be

back

because sport pilot

is

more

than

a pilot certificate, it's a

package deal

that includes

aircraft

certification and mechanics.

PILOTS

INSTRU T

OR

S

The sport

pilot

certificate is

de

signed

for people

who

want

to

fly

simple, lightweight, two-seat aircraft

for fun and recreation. To earn

the

certificate you must be

at least 16

years old and able to read

and

speak

English. You'll also need some form

of medical certification. Sport pilots

will reportedly have two options:

they can hold a third-class

medical

certificate or a valid U.S. state dri

ver's license.

f

you already hold a pilot certifi

cate,

you

can fly as a

sport pilot by

meeting its eligibility and training re

quirements (verified by instructor

logbook

endorsements) and

adher

ing to the privileges given to sport

pilots.

f

you want to re-exercise the

privileges of your other certificates,

you'll need

to

meet their specific re

quirements.

For example, because you've been

or

D airspace

without

prior permis

sion of the

ATC

facility responSible

for

that

airspace. ( Prior permission

means

a

phone

call

or

radio

trans

mission requesting a clearance

into

the airspace.)

Because

the majority

of the air

craft sport pilots will fly have flying

qualities

different

from

standard

category aircraft, the FAA will create

a cadre of flight instructors

who

are

qualified to teach

in

them by

grandfathering

pilots

who hold

advanced or basic flight

instructor

ratings from

one

of

the

ultralight as

sociations,

such as

EAA, the

AeroSports Connection,

and

the

U.S. Ultralight Association.

The grandfathered instructors will

meet

part or

all

of

the flight profi

ciency and

aeronautical

experience

requirements applicable

to

the air

craft they fly, in

addition to

taking

the knowledge test on the funda

mentals

of

instruction that is

required of all flight instructors. Un

like flight instructors who teach in

standard-category aircraft, sport pilot

instructors

will

not

need

to earn

a

commercial pilot certificate or an in

strument rating.

AIR RAFT M E HA

NI S

Sport pilots will be

able

to

fly a

diverse

group of aircraft

that fall

into

four broad categories: fixed

wing, trike, powered parachute,

and

weight above

the

1,232-pound

limit

would make

the airplane

ineligible

for use by a sport pilot.

To vintage

enthusiasts this might

be discouraging, but

there

are a lot

of sportplanes that

look

like Cubs,

Champs, T-Craft,

and

others, not

to

mention World War I biplane fight

ers.

Certainly

a look-alike

Cub

isn' t

the same as

one

born in Lock

Haven,

but both of them

fly. And

flying a sportplane that fits the vin

tage

mold

offers

other

benefits. You

don't have

to

worry about scroung

ing

for

or making parts, and you

can fix your

own

airplane without

having

a certificated

mechanic

sign

off on your work.

Part of the sport pilot proposal is a

new subcategory to

FAR

Part 21

that

will enable existing and

future

sin

gle-

and

two-seat l ightplanes

including those now used for train

ing

ultralight

pilots

under an

exemption to the FARs-to be certifi

cated as experimental light aircraft.

The owners of these aircraft would

not

have to meet homebuilding's

51-percent rule,

but

they will get a

repairman's certificate

so they can

maintain

and inspect the

aircraft

they assemble.

The

FAA

would also create a spe

cial airworthiness certification

category in Part 21 that

wou

ld allow

manufacturers to sell new

light,

ready-to-fly light aircraft without the



E

c

s

In 1929, Oshkosh resident Robert

w. O Hara traveled to Nome, Alaska

for the wedding of his brother Floyd.

uring his visit,

he

snapped a few

photos of aviation activities there in

the remote outpost. Here are a

f w

of

the shots he took during his visit.

From Top to Bottom

This postcard of a Wien Alaska Airways

Hamilton

H-47

Metalplane was included in

O'Hara's collection. A Pratt & Whitney

Hornet engine

of

525 hp powered the H-47.

A Canadian-registered Fairchild 71 sits on a

pair

of

wooden skis with its wings folded

back for storage. A preheat blanket

is

draped over the Pratt & Whitney Wasp, as

the crew gets ready to fly. The other shot

shows an American registered Fairchild 71

with

engine cover

as it

is parked in the snow.

hat appears to be a Bellanca 300-W

Pacemaker sits on

front

of

one

of

the airport

shacks

at the Nome airport, with just a light

dusting

of

snow on the ground. The registra

tion number

is

not visible, but it is known

that Merrill Wien obtained NC354W

SIN 3 3

and used

it

in his Alaska operations. Could

this be it? Can anyone add to our meager

information regarding this airplane?





A

ir transportation was

growing rapidly in

the

late 1930s,

with

routes crisscrossing the na-

tion between

major cities.

Not

wanting to be

left

out,

many

smaller communities,

some without airports, be-

gan

clamoring to benefit

from more rapid transit to

spur economic development.

Under pressure from Con-

gress and with concurrence

of

President Franklin Roo-

sevelt the Post Office

Department POD) in early

1938 outlined plans

or two

experimental routes to

transport mail

without

stops

to small cities

and

rural communities some

with populations

under

1,000.

The idea of delivering

and

pick

ing

up

mail

and

small packages on

the

fly

was

decades old.

Be

fore

World War I military organizations

made limited experiments.

Aft

er

the

war a

number

of visionaries and

inventors demonstrated various con

ce

pts at

Boston,

Long Island, NY,

Whittier,

CA

and Seattle with mod

est success.

E RLY EXPERIMENTS

The

most

determined

advocate

was dentist Lytle S. Adams. In 1928,

after toying with

the

idea for years,

On the

previous page) Center Photo: During

the

fall of

1939,

All American Aviation staged

this demonstration of

an

aerial pickup on

the

Mall in Washington,

D.C.

for

Post

Office and

congressional bigwigs. This view

is

looking east towards the u.s. Capital, with General Grant s

statue in the background. Courtesy of the u.S

Postal

Service . Top Left Photo: Poor weather

the day before forced this All American Aviation Stinson

SR

-10C to spend the night tied down

between the pickup poles at one of the pickup sites. Courtesy of Earl Stahl. Bottom Left

Photo: The envelope

of

a letter plucked from

the

deck of

the

ocean liner

U.S

.S. Leviathan,

using

the

Adams air pickup/delivery

system

. Bottom Right Photo:

Each

pickup site required a

local messenger to prepare

the

protective cargo container for pickup, and to retrieve

the

con

tainer

after the

aircraft dropped it . Courtesy of Earl Stahl

The trailing cable

has

just contact

ed

the

transfer rope to capture

the

outgoing

load. The grapple

will

then slide to the

knotted

end (in

this

case,

to your right) while the

container, slowed by a frict ion

device, moves to

the

opposite end.

Courtesy

of

Earl Stahl

, .

A perfect delivery during a

pickup/drop-off

at

Johnstown,

Pennsylvania during

the

spring of 1940. The pole mark

ers are missing due

to

grapple

or storm damage. Courtesy

of

Earl

Stahl

.



Northerly Island, in the midst of the

Chicago World's Fair, liThe Century

of Progress./I For

several

months

Braniff Airlines used Stinson

Detroiter SM-1 s to make

three

flights

daily

between

the

fair and

Chicago s major airport.

Braniff

declared the service successful but

refused further

involvement with

such a venture.

Abandoning

the

unwieldy ground

structure,

the ever-determined

Dr.

Adams

conducted further experi

ments at Thomasville, Georgia,

and

Morgantown, West Virginia. Trying

a new approach, two upright poles

were used to hold aloft a loop of

thick

hemp

rope;

the

attached out

going

container rested on

the

ground beneath. The pickup plane, a

Bellanca CH, trailed a cable with a

four-prong hook to capture

the

rope

with bag, which was then reeled

aboard.

EXPERIMENT L

SERVICE

UTHORIZED

To respond to smaller

communi

ties desire to join the unfolding air

age,

during the spring of

1938

Congress authorized

establishment

of experimenta l airmail services to

serve rural America. Despite limited

enthusiasm among top managers of

the Post Office Department, bids for

operating

two

routes

totaling

954

miles with were solicited. The routes

had 52 pickup locations chosen. The

demonstration period was to be for

one year. To determine the practica

bility

of

such a service, the region

selected

for testing was one

of

rugged terrain with

potential

for

During 934 this letter

to

a local philanthropist was picked up from the lagoon at the

Chicago World's

Fair

A Century of Progress.

potential

for success ,

duPont,

who

was young, ambitious and wealthy,

agreed to provide financial backing

and

became

president of All

American.

Only one bidder,

All

American Aviation, responded with

an offer to provide the service. They

were awarded both routes. Their bid

price

to

fly the route across

Pennsylvania was 32 cents per plane

mile. Service to Huntington would

cost 43 cents per mile.

With contracts in hand,

an

en t

ir

e

organization to carry

out the

mission

had to be

quickly assembled.

Pittsburgh was selected as the

hub

of

operations.

Personnel

including

managers, flight crews, and airframe

and engine

A & E)

mechanics were

hired. Also, sites with

unobstructed

flight paths

had

to be located at vari

ous communities for installation

of

ground equipment. At each commu

nity a messenger was needed to han

dle mail, set-up

the station to

dis

patch

and

receive

the

exchanged

cost of about $11,500. The order was

placed without detailed evaluation

of

the

variety of

modern

planes

available. As soon as they were deliv

ered,

their

cabins were stripped for

installation of pickup equipment.

PIC

KUP SYSTEM MO IFIE

Meanwhile, newly hired

opera

tions manger James G. Ray, former

WWI aviator, flight instructor, auto

gyro and aircraft test pilot, promptly

assembled

a

task-team

to

upgrade

the pickup system. Pilot Norman

Rintoul

and mechanic Victor

Yesulates, who

had

worked for Dr.

Adams in earlier experiments, were

placed on the team. An engineering

firm was called

upon

for consulta

tion

and

engineering services.

Within

several

months

upgraded

concepts were agreed

upon

to modi

fy the

pickup

apparatus

to

be

installed on

the

planes, as would be

the

equipment required at eac

h

ground station.



FROM

1928-34

LY TL E S .

AOAMS

REFINEO

THI

S CONCEPT OF A

FUNNEL-T

RAP WITH

CATAP

UL

T

IN EXPERIMENTS

AT Si:ATTLE

FOLLOWEO

BY

OEMONSTRATIONS

AT SEA

ON

OCE

AN-LINER LEVIATHAN , BY

CLIFFORD

BALL

AIRLINE

IN PENNSYLVANIA

/OHIO AND

AT

THE CHICAGO WORLD S

FAIR

CENTURY

OF PROGRESS

AIR PICKUP DELIVERY EXPERIMENTS

by

DR

. LYTLE S.

ADAMS

Graphic 1

CLIFFORO

BALL AIRLINES

CONOUCTED

EXPERIMENTS AT YOUNGSTOWN,

OH.,

N W CASTLE S BEAVER FALLS, PA.

USING OR. ADAM S SYSTEM: TRAIL_

ING

A

CABLE

THROUGH A SLOTTED,

V

SHAPED STRUCTURE,

MAIL

WAS

DEPOSITED

WHEN

A FRANGIBLE

CONNECTOR SEPARATED. A STEEL

BALL AT CABLE'S END THEN ENGAGED

A SLOTTED THIMBLE TO CATAPULT

OUTGOING MAIL IN THE DIRECTION

OF FLIGHT. PILOTS

TROWBRIDGE

SEBREE S LOWELL SCROGGINS FLEW

FAIRCHILD FC-2 AIRCRAFT.

1928 SEA TTLE

OEMDNSTAA T I ON

GROUND APPARATUS IN SIMPLIFIED

CROSS-SECTION) TO

RECEIVE INCOMING &

ENGAGE/CATAPULT

OUTGOING CARGO

Graphic 2



cable that would trail below and

behind the plane. The cable would

be wound out and in by a hand

operated reel. At the cable's lower

end was a four-prong, eight-pound

grappling hook.

The modified ground equipment

would consist of two 30-foot high

sturdy steel poles set in concrete, 60

feet apart. Large wooden parallelo

grams, painted orange for better

visibility,

were placed atop the

poles. Instead of Adams' loop of

transfer rope with

the

mail contain

er resting on the

ground,

a single

length of hemp rope with

the

out

going mailbag placed near the cen

ter was held aloft between

the

posts

by spring clips.

With

this scheme (See page 12

graphiC 3) a pilot would approach a

pickup site at a moderate speed fly-

ing at

50-70

feet altitude. The grap

ple would

then

be below the height

of the horizontally suspended trans

fer rope. Upon contact, the stretched

rope was pulled free

of

the clips

holding it to the poles. The hook

then slid along the new-trailing rope

to one end .

Meanwhile, the mail

container slid toward the other end,

being decelerated by a simple attach

ment fixture with parallel

wooden

jaws that moved tightly together to

exert a high frictional force to slow

the rate of reaching

the

rope's knot

ted end.

Just

before the

plane

crossed

the

poles, an identical mail

container and transfer rope were

released by

the

pilot to free-fall

to

the ground, where it could be picked

up by the local attendant.

Norman

Rintoul, who flew many

experimental pickups, was deSignat

ed Chief Pilot at a salary of $175 a

month.

Others

hired were: Holger

HOiriis, famed trans-Atlantic pilot;

Camille Vinet, one-time

Pennsylvania Director

for

Aeronautics;

James Piersol, barn

stormer and columnist for newspa

pers;

Thomas

Kincheloe,

barn

stormer and

charter pilot.

Two

reserve pilots, Raymond Elder

and

Lloyd Juelson were also employed.

At startup, five flight mechanics

were selected; all

had

to have

A&E

licenses. They would have responsi

bilities for the mail,

preparing

the

pickup apparatus for airdrop deliver

ies, and

then

bringing

picked

up

cargo aboard to be sorted for deliv

ery to upcoming stations or the ter

minal.

At

terminal stops they would

inspect, service and make minor

repairs to the aircraft.

Locating

adequate

pick

up sites

near each

community

was an imme

diate necessity. Ground stations

required

clear

approaches

from

either side; also the flight path could

present no hazard to those on the

ground. Suitable spaces

at

airfields,

parks, pastures and even a cemetery

were found.

DIRECT

IRM IL

FOR

SM LL TOWNS

Service on Route 1002, Pittsburgh

to Huntington, West Virginia, start

ed on May 12, 1939. Route 1001,

Pittsburgh to

Philadelphia with

a

terminal stop at Harrisburg was initi

ated two days later. To

accommo

neering arrival at nearby Latrobe,

where Norm Rintoul made a perfect

delivery

and

pickup. Minutes later

sections two, then three appeared.

Each following

pilot

missed grab

bing

their outbound bags, so they

had to try again. As experience

was

gained, such misses became infre

quent. Two days later, Route 1001

was initiated to Philadelphia, first

traveling north

as

far

as

Corry, near

the New York border, then heading

southeast,

diagonally across

the

state. Again, large crowds gathered

to see

how

mail-on-the-fly would be

handled. In

fact, throughout the

decade of service to follow, specta

tors frequently came to pickup sites

to glimpse an interesting event.

CH LLENGES FOR FLIGHT CREWS

Except for the relatively flat ter

rain

near

Philadelphia almost all

round

trips would

be

over

the

Appalachian plateau, ridge, and val

ley regions. Unlike the numerous

high-peaked mountains of the west,

none of the

mountains

along these

routes exceed 3,500

feet;

yet the

region

had

already earned the repu

tation

as

an Aviator's Graveyard.

Sudden, harsh electrical storms with

heavy downpours are

common

from

spring through fall. Low stratus

clouds sometimes cloak mountain

ridges and dense valley fogs occur

frequently. From mid-Fall to mid

April

snow and

ice,

along with

strong, gusty winds can prevail. Back

then these circumstances were fur

ther worsened by vast amounts of

pollutants

being spewed into the



AIR PICKUP WITH GRAPPLE 1939 - 41

STINSON

SR-IOC

HEMP ROPE

(So ,-ONG

Graphic 3

most

necessity. Train tracks, road

intersections, electrical transmission

lines, a distinctive barn, water tower

or a church steeple could be valuable

guideposts to the next pickup poles.

The Stinsons were equipped with

primary instrument flying facilities

of the era, airspeed, altimeter, rate of

climb, turn/bank, artificial horizon,

compass, and directional gyro. They

also had low frequency radio trans-

mitter/receivers.

By summer all of the planned sta-

tions were being provided service.

Routes were

becoming

familiar to

flight crews, and with practice, accu-

rate deliveries and pickups were

being achieved. Service was expand-

ed to include air express; small pack-

ages under 26 pounds

would

be

STEEL.

a Ol

OS

away. However, once the last three

stations of Route 1001 were illumi-

nated in that manner and scheduled

in

total

darkness during mid

November's

often

severely

murky

weather, the idea of

night

service

was soon

abandoned

as

too

risky

and all schedules were returned to

daylight.

During the first winter of opera-

tion, an exceptionally

severe

February blizzard closed

the

Pittsburgh hub for three days. Trunk

airlines,

including TWA, were

stopped

when

snow could not be

cleared from runways.

All

American

was the exception. Pilots Rintoul and

Vinet coaxed their Stinsons airborne

after downwind, downhill runs on a

rutted,

snow-packed ramp.

Upon

the incoming bag on a nearby

mound. Meanwhile, the local atten-

dant

hoisted the mailbag to the top

of the poles while in a rowboat. At

another station

in

deep water,

incoming mail was dropped

on the

post office yard.

ONE YEAR DEMONSTRATION

ENDS

As the contracted year of service

neared end, All American, satisfied

they had conclusively demonstrated

that rural community airmail was

possible as well as practical, applied

for establishment of permanent

routes. By the final day of service,

despite an unusually severe winter,

they had

flown

438,000 miles,

made 23,000 pickups while com

pleting 91.6 percent of the sched-

uled operations.

Service on the two routes ended

on

May 13, 1940. On that day, in his

required report to Congress, the Post

Master General stated in part: /I

•

from a safety standpoint it is inter-

esting to note that notwithstanding

the fact that the operation

had

been

carried on over mountainous terrain

with Single-motored planes, and

without the usual supervision by

Civil Aeronautics Authority, the car-

rier has operated a full year on the

two routes without a single casualty.

For a new type operation, this record

of performance is without precedent

when all

conditions

are

consid

ered. He

stated further,

it was

demonstrated

conclusively

that

pickup

service

could provide

improved airmail service and, there-



The

Stinson

Station

Wagon

TH

W Y

T



T

he father and son

team of

ill and

Steve Smith collab-

orated

on the restoration

of

their

family

Stinson

108.

Before they could get started,

they took a journey .

One evening, about 11:15, the

phone rang. My heart jumped a beat

or two

as

I became aware of the sharp

ringing and my wife's shaking of my

shoulder, saying, "Wake up, Bill."

We

knew who would be

on

the other

end of the line; it would be our son,

calling from Santa

Rosa

in northern

California.

With the receiver

in

hand, and doing

my

best to

sound

wide awake,

I

answered,

Good

evening, Steve."

Not noticing the sleep lingering in

my voice or the indulgent light touch

of sarcasm, he lunged

into the

con

versation, heading right straight

to

the

main

topic on his

mind.

"Dad,

let's

fly

the Cessna to Wisconsin and

go

to

the

air

show

. You know,

the

one

in Oshkosh. You've heard of it,

haven't you?"

That did it. Now I

was

fully awake.

Had I heard right? What a question

I'd dreamed of going to the air show

for years. Every

pilot

knows

about

Oshkosh.

"How? Do you want

to

fly

your

Cessna to Oshkosh?"

"That's right. We'll fly it together.

You'll

be in

the right-hand

seat,

a gift on graduating from high school

had

gone unused

for years.

There

had

never been

enough

time while

training for his profession

as

a physi

to stop us

as

the last minute. I would

not

allow myself to become

too

ex

cited at this pOint.

However,

the

next day I did pur



The interior

of

the Stinson closely follows

the original design,

with

a comely combina

tion of fabric and vinyl. The Stinson bow

and arrow logo is neatly embroidered on

instrument

rating

that had not

been

used in years, now 68

and

experienc

ing some health

questions. Well

okay son, we'll give it a go

Without a doubt I felt

much

mor

e confident of

the

trip coming

to fruition when Steve's wife an

swered a call from me

one

evening.

Steve is out shopping for a light

weight

tent

to

sleep in

under the

wing

of the

Cessna. All

the

hotels,

motels

and

even the college dormi

tories

in

Oshkosh were booked up.

Some up to five years

in advance

She'd

put

our

name on

the waiting

list, however.

Steve has always been a planner.

This

trip

was to be

no

exception. In

his careful preparation for

the

trip,

he went into action. To master the

intricacies

of the

air corridors,

he

flew twice from Santa Rosa

into

the

A modern nav/com, transponder and new and

overhauled instruments fi t neatly into t he origi

nal instrument panel. The Smiths' attention

to

the many little details

that

make a comfortable,

well-done restoration are evident in this photo.

crossing

their runway intersection

coming

in

from

the

north. During

the big

plane's

takeoff, you seem

to

see

their

dark shadow first, then

the

silver jet itself, emerging from below

you, taking a turn out over the ocean

between

the

beaches

of

Santa Mon

ica, Marina Del Rey and

Catalina

Island. Their

altitude

gain

is

very

swift.

Quickly

they are

even

with

you, traveling upward

and

away in a

sweeping,

arcing

turn while

still

climbing.

Our luck held out,

when

a patient

of

Steve's asked if we'd like his reser

vation in a dormitory

room

he'd

reserved for his

personal

test pilot.

Just in case, we still included

our tent

and sleeping bags

in

the packing.

The

day of

departure finally ar

rived. My wife

and

I had

weighed

every ounce I

was

taking and felt

good about the small

amount

it reg

istered. Steve was late taking off from

Santa

Rosa. Fog

and

haze

had

kept

him on the ground until

mid

after

noon. t

was

five

o'clock in

the

afternoon

when

I spotted the Cessna

winging across the sky

over

Signal

Hill

and

Circling for a landing. I scru

tinized my son with some pride as he

executed a

perfect

landing

even

though

he had

a crosswind

gusting

across the east/west runway. Five in

the

afternoon

in

Long Beach gener

ally always has a strong breeze from

the ocean

inland

from about three



the desert would

be

our

destination for tonight.

Now,

besides the tent

and

sleeping

bags

I men

tioned

before,

we packed

light

weight

aluminum

beach chairs, binoculars,

sun hats,

our visor caps

with

the

call letters stitched

on,

signaling

mirrors,

two

Swiss Army knives, survival

gear, metalized

aluminum

Mylar

blankets,

tubes

of

a

powerful sun screen

and

sprays of potent

bug

repel

lents, two dozen fat-free

nutrition

bars, plenty

of

bottled water,

and

a variety of cloth

ing

packed

into our

two duffel bags.

All together

it weighed a little

more

than 100 pounds. Not bad

We were in

the

air

and on our

way at six p.m. Bermuda Dunes

closed

down

at

seven. We just made

it,

and

were taken to a motel for the

night

off Highway 111. The next

morning

we had a five-thirty start.

Tucson, Phoenix,

EI

Paso, Odessa

and

Lubbock were

on

our route.

With

El

Paso

sitting at 4,000

feet

of

elevation,

we

rounded

the

foot of

the

Rocky Mountains

and

watched

out our window at

7,500 feet

at the

passing

plateaus and

mesas

soaring

up

from

the

dry desert floor.

Proceeding

North

across Texas

to

Amarillo, we landed in the late after

noon. Our intention

was

to

take off

the

next morning

about

five

a.m.

again. Instead,

we

had

to

wait

for

clearance until

after

ten.

Amarillo

has ground fog too.

grees, we

have

a

weather

cell

on the

radar we'd like you

to

avoid. Proceed

on

head ing 010 degrees for five min

utes,

then return

to your original

heading.

These

communications

were very welcome, as you

can

guess.

Some of

the weather

cells were

significantly

voluminous and at one

point we were looking directly

out

our windshield

at

a

menacing

anvil

shaped cloud.

Over

our radio came

the welcome call

in

a sweet Southern

female voice,

Cessna, fifty-two

eleven Mike, I can guide you

around

the thunderstorm you're

approach

ing,

or

set

you

down

at the nearest

airport.

Last plane

went around

it

just fine, I believe I

can

do the

same

for you."

Steve and I looked at each

other

and Simultaneously

gave

the

thumbs-up. Thank

you,

Manhat

tan, Kansas

approach, we'll

accept

your

directions

to

proceed.

Maybe

six drops of rain landed

on our

wind

arrival procedures as detailed in

the

NOTAM.

As

we flew over Ripon, we spotted

the

railroad tracks

leading toward

the

airfield. We kept

our heads on

a

swivel looking for

other airplanes.

Locating

the

tracks was a little diffi

cult since

a

double row of trees

sheltered them from our line of sight

at the required 800 foot

elevation.

Locating them however, we then fol-

lowed

the tracks for nine miles,

north

to

the

Fisk intersection.

At

Fisk,

our radio crackled and

a

controller's voice

said,

Blue and

white Cessna, i you read

us

rock

your

wings, do not

answer

commu

nications, follow

our

instructions."

What,

they've spotted

us? Look

ing down we could see

the

intense

strobe lights marking

the

intersec

tion. Steve

moved the

yoke gently

and

the

plane responded with a slow

rock to the

port

and starboard. There

was

a

pause,

and

then the con



Ahead

of the Beechcraft was a

small green and white checked stunt

plane. What was in

front of

that

plane I couldn't tell you. We were

too

alert

to

look off any distance.

As

we

came back

around the

lake,

our

radio

crackled,

blue

and white

Cessna,

you're clear to land. Keep

your pattern south

of

the water

tower

and the gravel

pit. Come-in

using a

continuing tight turn,

clear

to land

on

runway two-seven past

the terminal building. Exit runway

at

your

first turnoff./I

The

rapid-fire

message was clipped

and

precise.

There

was

no further

communica

tion directed to us.

What

he wanted us to do was to

land halfway down

the

runway. I

watched Steve on

the controls as he

spun the Cessna on its wing tip and

put

it

into

a

dive

at

the

green

dot

painted

far

down the

runway. He

touched down at the same instant a

plane only seconds

behind

us landed

short on the same runway.

Over

our

microphone came,

That's the way to go, Cessna./I

Immediately

after

touch

down,

we

spotted

a flag

man

standing

fur

ther up the

runway, waving to us in

great arcs. The feeling was that we'd

just executed an aircraft carrier land

ing, but there was

no

time

to think

about it. We were to go, and the sig

nal

was unmistakable,

we

were to

hurry, to the

first

taxiway and

turnoff. Plainly, his flags said,

Get

off the runway, FAST /I

The

plane

following up

received

the same message. The flag man

pointed at the next

airplane in line,



beginning to experience their incom

ing load. By the following

day,

10,000 planes would

be tied

down

on Wittman Field.

The following day,

Steve and

I

walked along the lines of planes . In

the

Vintage Aircraft

Association's

parking area

we

came to

the

premier

location

of observing

the

air show

activities. There sat a line of Stinsons,

108-1's, 108-2's, 108-3's, Gullwings,

military types, all sorts of them. The

(Top) The STCd installation of a

180 hp Lycoming incorporates

the same cowling

as

the original

Franklin engine installation. The

Smiths have chosen Unison s

solid-state

Lasar

ignition system

to

provide the spark for

the

Lycoming.

(Left) The incorporation of a bag

gage door to the 108 s design is

very handy, and prevents dam

age to the cabin interi or when

loading bags or boxes.

me back to

the

row of Stinsons. This

kept happening throughout the week

of

our stay.

He

certainly did

have

something on his mind

"Dad, think

about

it

. We'd

get

to

sit

on

the front

line

next year if we

had a Stinson."

It

looks

that

way,

Steve.

You

know, that is

what

I taught

your

grandpa to

fly

in."

"I wonder if it's possible that the

same Stinson you

and

Grandpa flew

have to."

"Steve, think about it. Who's go

ing to work on it? You?"

It

will

make

a

great

project for

you, Dad.

You

know you like to have

a

project going.

Let's

just

see if we

can locate old 97979. I'd like to have

it back in the family again.

You and

Mom used to fly in it with me. I can

remember it. Ryan will like flying it

when

he's

old enough . Wouldn't it

be great, Dad, just think, four genera

tions of Smiths flying 97979."

We

never

did find it

on the

field

that week. After the Convention, fly-

ing home from Oshkosh, Steve and I

talked. Most of the

conversation

concerned what it would be like to

have

a

Stinson,

that

same Stinson,

back in the Smith family again.

Back

in

Long Beach, I

called

the

FAA

to see if the plane could still be

registered.

t

was

amazing the

ease

with which

the

plane was located .

All it

took

was a call

to

Oklahoma

City. The information was mine. IT

WAS REGISTERED

NC97979 was in

Vermont Milton, Vermont, to be ex

act.

A

call

to

the

owner

was

informative.

The

Stinson had

not

been flown for six years. He told me

it was sitting in his garage, but no, he

really didn 't want to sell it.

The

seller

remained

reluctant to

talk about selling it for about five

conversations.

He

kept saying he was

going

to

fly

the plane

again, even

though

it

had

been in his garage for

the last eight years. Finally, after sev

eral conversations, I found

out why

the plane

was

in

his garage.

t had



connoisseurs dream, b ut st i ll

NC97979 .

I called Steve with the bad news.

"Dad, maybe we could do

the

re

pairs, perhaps he'll let it go at a good

price We can recover it . Let's go to

Vermont and take a look

if

he'll de

cide to

le

t go of it."

Well, Bob decided to sell his pride

and

let

us

have

our

joy.

When

we

got to Milton, Vermont,

never

did

we contemplate the sad condition in

which we'd find

the

old Stinson. Its

var ious pieces were strewn across

truck and it was back to Long Beach

Municipal Airport.

You

won't believe

this,

but they

must

have

known

it

was

coming

back and saved our

hanger of SO years ago for us.

NC97979 is home .

As

luck would

have it, it's

right back in

the very

same spot when earlier

Smiths

had

flown from

and

felt the freedom of

flight.

Now

the

next chapter of

our

Stin

son saga begins

PHASE THE REMANUFACTUR-

ING OF STINSON NC97979

Once in hanger number nine, the

work began. Steve, Sandra his wife

and even then-two-year-old Ryan all

pitched

in.

However,

the

total

job

seemed impossible. The further into

the

plane we got,

the

worse

it

be

came. The first Aircraft Inspector we

hired wanted us to balance it on old

Left) Bill Smith and his

longtime

sailing friend

and co-pi lot,

Roscoe

Butch. Below Left) Bill,

Ryan and Steve Smith at

the

2000 Copperstate

EAA Fly-In in Mesa, Arizona .

the

goodness of angels.

It

needs to be said here, The South

west

Stinson

Club owes

Al

Gerbino

and

our son

a big

debt

of gratitude.

AI

did it all

out

of the goodness of his

heart, a large one, and Steve paid for

materials and

then

donated the jig to

the club. That jig is responsib le for

the repair of at least ten Stinsons,

which would

not

otherwise be flying.

Here are a few particulars

on

the

restoration. The engine is a 180 hp

Lycoming, installed under an STC.

The Poly-Fiber covering was expertly

installed by Lola M. Labarger, who

has been covering airplanes for over

40 years. She

even had

all

the

pat

terns for

the

Stinson. We did our best

to match

the

interior and

exterior

color schemes and only used modern

materials and

components

where

they

added

to

the

safety of the air

plane.

We

did get

to fly the Stinson to

Oshkosh, and if it's possible, we had

even more fun

than

our first trip. We

started the trip in 1999 with about

20 hours

on

the airplane, and were

chagrined to discover the alternator

pulley

had

come loose, slipped for

ward and cut a neat hole right in our

beautiful cowling. Home again, we

fixed the cowling and were thrilled

later in 1999

when

we received

the

top Classic award at the Copperstate

fly-in in Arizona. A trip to Sun 'n Fun

with

my friend and co-pilot Roscoe

Butch gave us the opportunity to fly



2000 Midwest

Luscombe

Fly-In MTO)

Text

by Gene

Horsman

Photos

by

Jerry ox

T

he

4th

Annual MTO Lus

combe Fly-In

was

held at

Coles Co unty

Airport, Mat

toon, Illinois,

on

August 25, 26, and

27. MTO

is

the airport identifier for

the

airport and

the

name has stuck

as

the

fly-in's name.

The past three

years

the event

was held the last weekend in June,

but this year, with

hopes

to avoid

the

typical

Midwest summer

weather, it was decided to make it

the last weekend in August. But par

for the course, as in the past, lousy

weather again reduced attendance.

Saturday evening we

responded

to reports of

approaching

severe

weather which included a tornado

sighting just a few miles northwest.

A few Luscombes had already de

parted. As

in

the past

we

quickly

squeezed sixteen,

you hear right,

SIXTEEN

Luscombes

into the

big

hangar and all but a few were placed

in individual

hangars,

with the re

maining

few planes

securely

tied

down

on the

ramp. Then the rain,

Above) The big winners

at

MTO 2000 were:

left

to right) Best 8F N 1947B; Members Choice,

Reserve Grand Champion, and Best

T8F

N211G; Grand Champion, Best 8E

Nl168K; Best

8A,

NC45504. Below) Retreating

to

the hangars was necessary during MTO 2000,

as

the rains did

come.



on the

ground.

t is the

newest

and

most unique of any of

the

models

present.

Saturday morning a

triangular

race was set up,

but

the

weather did-

n t

look very good, so only six planes

signed

up and

four of them dropped

out

at th

e

last minute.

Mark May

won the 85 hp category and Jerry

Cox won the 90 hp category.

On Saturday afternoon Rick Duck-

worth

led

a seminar

with

much

Luscombe information dispensed ,

followed

by a lively

question and

answer session. Doug Combs of the

Don

Luscombe

Aviation Historical

Foundation,

now

the

owners of the

Luscombe Type Certificate, answered

many technical questions, and inci-

dentally, donated the awards this

year. Jack Norris talked about his up-

coming book on propeller data and

information on

long distance cruis-

ing in a Luscombe. He only made

two fuel stops

coming

from Califor-

nia to Mattoon.

We finished

the

day

with

a great

meal

and

an awards

presentation

conducted by Doug Co mbs

and

Jerry Cox,

the

MTO coordinator.

A

debt

of

gratitude

is owed to

Jerry and Donna Cox, Jerry and Do-

lores Adkisson, Central Illinois Air

and Doug Combs for

making

this a

great

weekend

despite the weather

problems.

Award winners wer e : Best 8A,

NC45504, Jim Zazas, Carthage, NC;

Grand Cha mpion

and

Best 8E,

Nl168K,

Mark

and Yvonne

May,

Chapmansboro, TN;

Best

8F,



VINTAGE PR

Perfect

Polish

Job?

It s

a six-sixty!

by Charlie Nelson Founder and

President International Swift

Association

W

hat is a six-sixty polish

job ?

It

is a polish job that

was done six months ago

and

then

flown over 60 hours coast

to coast

and

from the Gulf of Mexico

to

the

Midwest. Visits

to th

e Florida

Keys Colorado, Texas, and Wiscon

sin, plus many other stops, were

made. In the process, it was exposed

to dust, dew, fingerprints, and rain.

The next question is

always,

What polish do you use? The an

swer

is

not

just one word;

as

a matter

of fact, it cannot be answered in one

sentence. A six-sixty polish job is

the result of a polishing process best

explained in a 30-minute instruc

owners to know more about polish

ing aluminum.

Years ago, the

most

common

questions asked

at

a fly-in included:

What

is

it?

What engine

have you

got?

What does

it

cruise

at? Is

it a

ground-looper? In recent years we

have noticed a shift in

the

questions.

Now,

most

of the questions center

around polishing. Therefore, to help

us

avoid repeating

the same

story

over

and

over again about the

process

we

now

follow,

we've

de

cided to share our expertise

and

experiences.

We have assembled the experi

ences of

the

owners of a

number

of

Is

this man: Trapped inside a transparent air-

plane sculpture? Using

an excessive

amount

of

zinc oxide

to

prevent a sunburn? Stuck at

an airport

without

a bathroom? None

of

the

above-he s

just showing

how

sharp a

polish

job

can be done on a metal airplane

using the system

now

available from the

Swift Foundation

even

if you just finished polishing

with

another

product or method. Fi-

nally,

we demonstrate ways to

preserve the beautiful finish and

avoid frequent repolishing.

Hundreds of copies of the instruc

tional

video have already been

delivered to aircraft owners around

the

country. We

do

believe you will



DRIPPANS

Airplanes can be messy,

and

noth

ing is more annoying than stepping

in a puddle of fluid as you work on

your engine. That's where Drippans

come in.

These

newly

developed

pans are designed to protect floors

from those

irritating

drips of

oil,

fuel, and hydraulic oil. The overlap

ping sides allow you to interlock

different pans to match your re

quirements, making Drippans an

indispensable piece of hangar equip

ment. They work great in

the

garage

under your cars as well

You

can or

der Drippans from Drippans, 8891

Airport Rd., C-6, Blaine,

MN

55449,

by calling 763/786-5004,

or

by visit

ing www.goldenwingsmuseum.com.

The 24-by-30-inch pan retails for

$16.95,

and

the 18-by-48-inch

pan

costs $18.95. Shipping costs

$5.00

for

the

first

pan and

$2.50 for each

additional pan.

CURTISS

QUICK

DRAIN

HOSE

Curtiss

is

introducing

a new line

of

drain hoses that mate perfectly with

their

drain

valves. In most cases, a

simple push

and twist action locks

the

Quick Drain Hose in place. Inter

nal O-ring seals assure a drip-proof

connection, with 5 feet of clear vinyl

hose

attached

to

the connector.

There are five different hose fitting

configurations,

and

you can get free

information on these

new

drain

hoses by contacting Curtiss Superior

Valve Company . Send

them

e-mail

at [email protected],

or

by

clicking on their website located at

www curtissuperiorvalve com Tele

phone

them at 602/230.2387 or fax

at 602/230.2487.

SUPER CUB FUSELAGES

Super Cub

owners

and builders

will

be

pleased to

know complete

new fuselages are now

available

from Air

frames, Inc. of Big

Lake,

Alaska.

Fully

F approved under

STC

&

PMA, many

modern and popular

improvements

are in

cluded at no ad

ditional cost

or

F

paperwork.

Refine

ments include using

all

chromoly

tubes

and fittings, improved

door mechanism, ex

have been completed

and shipped

to the "lower 48,"

Canada,

Europe,

and

Alaska,

and production

is in

full swing. A

new fuselage

costs

$10,250. Doors, "tail feathers," etc.

are also available at regular prices.

A deposit gets you a delivery date

and your Cub is on its way to its

next half

century

of

flying

or

per

haps even immortality.

For

more

information contact Airframes Inc.,

at 907/892.8244, www supercubs com

or

e-mail: info@supercubs com

......

http://slidepdf.com/reader/full/www.goldenwingsmuseum.com

mailto:[email protected]

http://slidepdf.com/reader/full/www.curtissuperiorvalve.com

http://slidepdf.com/reader/full/www.supercubs.com


http://slidepdf.com/reader/full/www.goldenwingsmuseum.com


http://slidepdf.com/reader/full/www.curtissuperiorvalve.com

http://slidepdf.com/reader/full/www.supercubs.com




TYPE CLUB

ontinental

oil pump

rebuildin

g

by Matt Rybarczyk,

Wisconsin State Rep. of the

Int l

Cessna 120/140 Assoc.

From the December

2000

Int J

Cessna 120/140 Assoc. Newsletter.

I couldn't read the

letters

in the

September newsletter

#272

about

starting up and

not

getting oil pres

sure without responding.

I had this problem

myself and

learned a lot

about

these [Continen

tal] pumps in the process of trying to

make them work.

I

used to prime

the

pump

through

the oil temperature

capillary

tube hole. Eventually,

though,

it

gets to the point that

nearly every

time

you

go flying

you

have to

prime

the pump. This

is not

something I

want

to do,

nor

do I

want

to

l

et the engine run without

oil

pressure for 30 to 60

seconds,

waiting to

see if it's

going to come

up.

Once

you

have oil pressure there

is

nothing

to worry about. The

pump

does

not pump to

create pressure.

The pressure is crea ted by

the

resis

tance to

flow

of

oil

past the engine

bearings and the pressure relief valve.

the oil

drains

out

over time. Yes,

heavier

oil

will

help

alleviate this

problem because it doesn't drain out

as fast and tends

to

cling to

the

gears

and housing a little better. So if you

fly

regularly,

the pump

does

not

have

enough time to completely

drain itself dry,

and

you will have oil

pressure

when

you start up, unless

the pump

is very badly worn.

The simple fact is that if you're

having this

problem, your oil

pump

is worn out. [n fact, if

the

clearances

in

your

pump

are correct, it

doesn't

need any prime

to

suck the

oil

up

the pick-up tube.

The only

correct way

to

fix this

problem, in my opinion,

is to

have

the

pump

rebuilt.

There

are a num

ber

of places

I found that work or

have worked on

them.

Each

place

had

a

little different

way of

going

about

it. However,

only

a couple

of

them have

an

STC and

can yellow

tag the work so the part can be legally

returned

to

service

on

a certified air

One

of

the high-wear areas for piston

engines is the oil pump gallery. Using an

STC d process, the pump gallery on the

Continental series

of

engines can be

restored by Drake Air, Inc. This corroded

example of

the

ft case cover of an A-65-8

is

an

un irworthy

spare in the EAA

Foundation S collection . It shows some scor

ing on the face where the oil gear impellers

contact the

case.

teeth to scrape against the gear hous

ing, creating

the

wear and

gouges

you see

on the housing

walls.

This

and

a new set of gears will give you a

new oil pump. YOll

won't

ever

have

to

worry about

not getting

oil pres

sure again when you start up.

I would

not

recommend

putting



PASS IT

TO

BUCK

by E.E. Buck Hilbert

EAA

#21

VAA #5

P . Box 424, Union, IL 60180

More heat and preheat

The preheat articles have certainly

generated

many comments and

sug

gestions. I've

had

a

number of

calls

and letters,

and

I'm really gratified at

the

interest shown.

I

wish

we

had

room to publish all

of them, but

the

few we have

printed

will

show

just

how interested

our

members are.

I've

been

taken to

task

by some

and

lauded by others. But so far

the

pros, the guys who tear

down the

en

gines and accessories and who see

the heart of

the

matter, have all been

of one voice. Their strong opinion is

that internal condensation is a killer,

and whatever we do, we have to take

that

into cons ideration.

People

have

written and

called

about

several alternate methods

of

heat/preheat; some

are very novel.

One fellow merely attached a hose to

his

automobile exha

ust system and

blew the hot exhaust over

the

engine

while he stayed warm in his car. An-

other variation was to insert a panel

in place

of

the

side

window

of

the

car, with two hoses

through

that

panel to the cowling. Then he

ran

the

car heater blower

at

full

hot and

full

high,

waiting

in

the car

while

caused by uneven heating. Warming

the

oil

but not the

metal

is

the

prob

lem. The

condensation collects

in

areas

not

privy to

heating, and

the

result is

rust

and

corrosion,

certain

premature death to

an

engine.

The Swift

and the

Cessna 170 peo

ple have had problems with the

C 14S Con tinentals. f condensation

occurs,

and

water

is

pr

ese

nt

in

the

oil, the resul t

is

oil

pan corrosion.

This is caused by condensation accu

mulating

in

the pan, and the

area

never rea lly gets up to

temperature

to vaporize

and

eliminate that con

densation.

I have

seen examples

where

it was so corroded you could

li terally

poke

a

pencil

through th

e

pan.

Keeping

the

heat

on

continually is

a great idea if, and this is

the

prob

lem, you can ke

ep

th e entire

engine

compartment

warm. The

advantage

h

ere

is this:

the oil temp

e

rature

comes right up, cabin heat is almost

instantly available,

and

th

ere

is

little

chance

of

corrosion. A good case for

a heated hangar. What?

One

caller who, like

our

preSident,

fli es a Beech Baron I might add right

worth. He

thinks

all this

procedure

might

do is

give

a mouse a

well

lighted home and

a

cozy place

to

nest.

His thoughts

on this

are sim

ple-long-term, low-heat systems

result

in

moisture

condensation

on

whatever area that acts as the transi

tion

zone between

the

cold

and

warm surfaces. In

the

case of

the

pad

heaters left on all

the

time, that area

appears, by

th

e accounts we've read,

to be

the

inside of the

crankcase

and/or

internal gears

and

camshaft.

Based on what we've seen

in our

letters,

it 's H.G. s opinion

that

an

overnight warm-up with a pan

heater, followed by a flight-up to op

erating temperatures, is fine. But

leaving it

on

for days

and

weeks

on

end seems to be the problem. For

the

times he has preheated,

when

possi

ble he's used a ceramic heater with a

plenum and insulated ducts attached



This

month's Mystery

Plane

comes to

us from a batch of

inter

esting and

rare

airplane photos

supplied by Ralph Nortel .

Send your answer

to: EAA Vin

tage Airplane, P.O. Box 3086,

Oshkosh,

VV

54903-3086. Your

an

swer needs to be in no later than

April 10, 2001, for inclusion in

the

June

issue of Vintage Airplane.

Due

to changes in the

Vintage Airplane

production

schedule, we have to

move

the

due date

back

a

bit

over

the next couple of months.

You

can

also

send your response

via e-mail.

Send your

answer

to

[email protected].

Be sure to

include both your

name and address (especially your

by H G Frautschy

built

and 150 model 398's. At least

there was a

contract

for that

many.

3000.00 and the ad the Navy pub

ishedstated this was considered their





Aeromarine 39B

Museum has the

only known example

of

this aircraft in the world. Sadly,

most

of it

was destroyed

in

a fire

in

1966. The Aeromarine was being

transported to another location on

an

open trailer for a cigarette advertise

ment film-shoot.

Ironically,

a cigarette

thrown

from

an oncoming

car

during

transportation set

the

airplane ablaze.

Cole

quickly

pulled

over

and

at

tempted

to

extinguish the flames to

no

avail, receiving burns in the

process. The remaining portions of the

Aeromarine were stored in the attic of

Cole s house and in 1984 the house

was burnt to the ground by

an arson-

ist while Cole was away in

his

Florida

workshop.

We still have fittings and parts

that can be used as patterns to

build/res tore the Aeromarine and all

of the necessary drawings are still

or B model. If it s

an

A model it has

got the dreaded Hall-Scott 100hp

en

gine. The B has the

much

more

reliable Curtiss OXX-6. i t was the

U.S. Navy s earliest and most useful

training aircraft.among others.

Yours

truly,

Gil Halpin

From the famous

and ancient

Stormville airport, New York

The final note

is

one

included

with the photo sent in

by

Harry

Luecke.

This photo was taken about 1925

in Texas. i t was one of the planes

used by Robert T. Jefferson, Transport

Pilot

92,

during

his

barnstormer

days.

I became acquainted with him in

1934 when he was chief pilot and in-

structor at Northeast Philadelphia

airport.

He

soloed me in an Aeronca

Buck continued from page 25

with

probes

in the

heads

and

wraps

around the

cylinders

s

well

as

the

heat pads epoxied to

the

oil

pans

and

tanks

do the

job well

on

the

flat engines with oil pans,

but

what do

we do

with the

old

round

engines with external oil tanks?

Now

we have considerations

most

of

us don't

have

to contend

with.

The

oil tank

usually has a

baffled section that contains about

10

percent

of

the

available

oil.

This 10 percent warms first,

and s

the

heat makes

the

oil less viscous,

the surrounding

oil leeches

into

the system as it warms up. In the

old days

the

larger engines, like

on

the B-17, the DC-3, and the like,

had

oil

dilution

systems and pro

cedures

that

used gasoline

to

dilute

the

oil

and

assure free flow. Right

in the operations manual were ta

bles based on

temperature

expectations.

The result

was thinning

of

the

oil, making

the

engine

easier

to

crank and hopefully start, and as

soon as

the

oil temperature got

up

to operating temperature,

the

gaso

line evaporated and the oil

returned to its

original

specifica

tions. This

was an alternative to

draining the oil, taking it with you

to the hotel

or

home, sitting

it

on

the

radiator all

night,

and when

you

wanted

to

fly, pouring

it

back

into the

tank.

The pad heater on the external

tank isn't

a

bad

idea.

Just be

sure

the oil cap is

open or

vented so the



NEW

MEMBERS

Pieter De Bruijne ....................................... .

............................ Bergen NH, Netherlands

Yang Kuo-Shan .......... Toayuan City, ROC

Brian Molloy .......... County Meath, Ireland

Hans-joerg Berg ........................................ .

............................ 32257 Buende, Germany

Henning Foro ............................................ ..

.............................. 1395 Hvalstad, Norway

David W. Friday ........................................ .

.................... 11481 Riyadh, Saudia Arabia

Mario Prado ......................La Ligua, Chile

Emanuele Sironi ........................................ .

.................................. Nova Milanese, Italy

Joseph Rudnicki ................ Apo, AE 09841

Charles Croft ............................................

.

Salt Sp Island, British Columbia, Canada

Luke Bowman ...... Picton, Ontario, Canada

Timothy Dube ....Orleans, Ontario, Canada

Ian McQueen ............................................ ..

...................... Ailsa Craig, Ontario, Canada

Thomas H. Sullivan .................................. .

............Little River, Saskatchewan, Canada

Joseph S. Hilbig ........................................ .

..............Saskatoon, Saskatchewan, Canada

Michael Lee ........................ Fairbanks, AK

Ottis E. Myrick ........................ Warrior, AL

Billy J. Singleton ....................Thorsby, AL

Daniel J. Delany .......................... Mesa, AZ

Ivan Me Laws .......................... Payson, AZ

Danny 1. Metz .................. Sierra Vista, AZ

Perry S. Neal ..........................Phoenix, AZ

Robert T. Regester ..............Goodyear, AZ

Stephen Thompson ..............Scottsdale, AZ

Pauline Atilano ........................ Ontario, CA

Eric Barnes ........................San Mateo, CA

Michael K. Brasier ........ Palm Springs, CA

John Chandler ............................Davis, CA

Paul Clary ..........................San Rafael,

CA

Robert P. Davis ........................Quincy, CA

Leslie Day .............................. La Mesa, CA

Salvatore O. Capra ................ Lakeland, FL

William De Vries ...................................... .

.................................... Boynton Beach, FL

Paul A. Donahue ............ N. Lauderdale, FL

Paul Gearen ...................... Jacksonville, FL

Raymond J.

Kane .............. .. ......Jupiter, FL

Fabio Labrada ...................... Palm City, FL

David Liddle .......................... Sarasota, FL

A. William McGraw .................................. .

.................................. Fernadina Beach, FL

Carl A. Miller .................... Vero Beach, FL

Paul J. Schiebler ...................... Arcadia, FL

Robert D. Siedle .................... Lakeland, FL

Byron C. Starr ..................... Edgewater, FL

Dick Terhune ........................ Belleview, FL

Earl

Webb

.................. Saint Augustine , FL

Timothy A. Higgins .... .. ......Cumming, GA

Ken Taylor ................Stone Mountain ,

GA

James E. Toombs ....... .Peechtree City, GA

DOIm Sensor ......................... .... Clinton, IA

Daniel J. Sokolowski ....W Des Moines, IA

Holbrook Maslen ........................ Boise, 1D

David W. Eiselt ......................Wheaton, IL

Edward C. McKeown ..........Barrington, IL

Ron Campbell ......................Loogootee, IN

Michael

T

Gray ............... .Indianapolis , IN

Eric

A.

Henricks .......... ...... lndianapolis, IN

David Jones .................... ....Terre Haute, IN

Terry Williams .........................Elwood, IN

Ronald Scott Blum ................ Goddard, KS

Jim F. Maxwell.. ................. Concordia , KS

David Mueller. ................ .........Verona, KY

Jerry

F.

Wilcher ............Gravel Switch, KY

W. JeffYork ........................ Lexington, KY

James

F.

Cooper

..............YoungsvilJe, LA

Gary Spiller .................... Baton Rouge, LA

Gene T. Brennan ................. Needham, MA

William S. Hunt.. ............Winchendon,

MA

Leonard Langer ................GJoucester, MA

Charles Lohmiller ................... Sharon, MA

Alonzo J. Outlaw ...... .. ........LaGrange, NC

Larry Peoples ...................... Louisburg, NC

Jack C. Phillips ............ ........ New Hill, NC

Douglas Reid .................. Thomasville, NC

Scott Smith ................ ...........New Hill,

NC

Shawn Johnson ........................

Omaha,

NE

Jerry Lee May ........................ Kearney, NE

Keri-Ann Price .................. Portsmouth, NH

Robert

L

Disch .............. Merchantville, NJ

Frank Mazza ........................ Bridgeton, NJ

Robert Ransom ................ Moorestown, NJ

Keith Allen Courson .......... Las Vegas, NV

Michael Duffy ...................... Bethpage, NY

William J. Holland .................. Bergen, NY

Dana

Tarr

.......................... Steventown,

NY

Kenneth

R.

Ball ........................ Sidney,

OH

Ronald

F.

Gossard ........ ..........Dunkirk, OH

Chris Hollinger ...................... Fairfield, OH

Ken Johnson ...................... Winchester, OH

Mark A. Mastrangelo .............. Mentor, OH

George Pais ................................ Milan, OH

Mark Homp ....................... Ponca City, OK

Edwin

L.

Richardson ................ Madill, OK

Cannon Braatz ............................ Bend,

OR

David C. Kelly .................... Redmond, OR

Mark Minor ....................Central Point, OR

Jack Cutler .................. ... .Wyomissing, PA

Michael Downend ............ Union Dale, PA

Barton Glass .................

..

.... ....Reading, PA

Craig S. Potter ................ Fairless Hills, PA

Robert Burr ............................ Franklin, TN

John Cross .............................. Houston, TX

Mike E. Hale .................... Georgetown, TX

Clifton E. Lamb ................ St. Hedwig, TX

Nick Leonard ...................... Pipe Creek,

TX

Robert Lett ................................ Dallas, TX

James Lindsey ....................

..

Amarillo,

TX

Doug A. Loughmille r ................. Plano, TX

Mark Payne ........................ Lewisville, TX

Victor Poole .................... San Antonio, TX



Fly In

alendar

The

following list of

coming events

is f

urni

shed

to

our re

aders

as a mailer of information

only

and

does

not

co

nstitute approval, sponsorship, invo

lv

ement, control or

direction

ofany event

(fly-in,

sem

inars,jly

market,

etc.)

listed.

Please

send

the

information

to

EAA,

All:

Vintage

Ai

rplan

e,

P.D.

B

ox

3086, Oshkosh , WI 54903-3086.

In

for

mati

on sh

ould

be received

Jour months

prior

to

the

eve

nt date.

APRIL 8

-1

4 - Lakeland, FL - Sun

'n

Fun

EAA Fly-In.

Info: www .sun-n:fim.org.

MAY

4-6

- Shelbyville, IL - Mayday Antique Fly-In.

Shelby

County Ailport. Breakfast Sat. Sun.

morn

ings. Lunch available. Pig roast Sat. night. Two

grass

runways. One asphalt runway for training

wheel

equippe

d

airplanes.

Info:

217

/774-4/ 11

MA

Y

5 -

Wiscasset,

ME

-

Katahdin Wings 99s

host

Maine Poker Run. Info: Ann at 207-882-5475.

MA

Y 6- Sa

nta

Paula, CA - Piper Cub

Fly-In

, in

con

junction with Santa Paula Airport First Sunday of

the

Month

Fly-In. Info: 805/525-708

1.

MA Y 6 - Roc

kf

ord, lL -

EAA

Ch. 22 Fly- ln/Drive-In

Breakfast, Gr

eater

Rockford Airport, Courtesy

Air

craft Hangar.

In

fo: 815/397-4995.

MAY

6- Dayton, OH

- EAA Ch. 48, 38th Annual Fun

dllY

Sunday

Fly-In Breakfas

t.

Moraine Air Park.

Fly

market

,

awards,

lunch,

vendors and

mu

ch

more

.

Sat. nightfree

camping

with

things

to

see

and do.

Many

antiques on thefteld. I

nfo:

937/291-1225 or

937/859-8967.

MAY 12 - Rock Hill,

SC

- Wings Wheels Day Fly

IniDrive-I

n.

Lunch available. Info: 803/329-4454

May 12-13- Green

Sea

, SC- Green Sea Airport and

Myrtle Beach

EAA

Chapter 1167 Fly-In Air Festi

val.

843/756-1497 s

hir

shaW@Sccoast. net

.

MAY

18-20

- Columbia, CA -

25th Annua

l Gathering

ofLuscombes

2001.

Aircraft judging, spot landing

andf/our bombing

com

petitions, and the

9th

An

nual Great Luscombe Clock

Ra

ce. Info:

360/8

93-5303 or 253/630 -1086.

MAY

19-20 -

Winch

es

ter,

VA - EAA

Ch. 186

Spring

Fly-In,

Winchester Reg

ional Airport

(OK

V) from

8

MAY 25-27- Watsonville, CA -

EAA

Ch.

11

9's

37th

Annual Fly- In

Air

Show. Info: 831/763-5600.

MA

Y

25-26 -

Atchison, KS - 35th Annual Greater

Kansas City Area Fl

y

-In

, Amelia

Ear

hart Memorial

Airport. Friday night potluck dinner for registered

guests. Saturday catered Awards Banquet. Accom

modations

ava

il. in town , camping

on the

field. Sat.

co

ncessions avail. Info: Stephen 8

16

/223-2799,

[email protected], or [email protected]. co

lll

MA

Y26 - Zanesville,

OH

(Riverside Airport) -

EAA

Cil.

425 Annual

Memorial

Day

Pancake

Breakfast

Fly-lniDrive-

In

, 8 a.m .- 2

p.m.

(Rain date

May

27.)

Lunch items, airplane rides after 11

a.m.

Info :

720/454-0003

JUNE 1-2 - Merced, CA - 44th Merced

We

st Coast

Antique

Fl

y-In,

Merced

Ail

port.

Info : Virginia or

Ed 209/383-4632

J

UNE 1-

2 - Barlesvill

e,

OK

-

15th

Annual Biplane

Expo ,

Frank Phillip

s Field.

Info: Charlie

918/622

8400 or

www.

biplan

eexpo.co

m.

JUNE 3 - DeKalb , IL

(DKB)

- 37th An

nual

EAA Ch.

24 1 Fly-In /

Drive-

In Breakfast, 7a

.m.-

Noon. Info:

Ed 815/895-3888 .

J

UNE 3 -

St_Ignace, MI Airport - EAA Ch.

560 An

nllal Fl

y-

l

niDrive In Steak Out

, Noon-4 p.m. Public

wel

come

. Info:

23

1/627-

6409

or

23

1-238-

0914.

JUNE

3 - Russell, KS - Prairiesta Fl

y-

In, Russell Mu

nicipal Airport.

Chuckwagon

Breakfast, Military

Stat ic Displays, Walker Air

Bas

e Reunion, A

ntiqu

e

Cars

and Tractors, Rattlesnake

Show

. EAA Ch.

1214, Fuel100LL available onfield, RSL 16/34,

4402 x 75 runway paved, Unicom

122.7.

Info: Rus

sell 785/483-6008

JUNE

8-9 - Akron, OH - Funk Aircraft Owne

rs

Assoc.

Warbird

aircraft stalic disp layljlight demos . Pan

cake breakfast

7a.m .-noon. Lun ch served Noon- 3

p.m. Fr

ee

breakfast for pilotsf/ying in with afull

airplan

e.

Fu

el

discount

for f/ight demo

pilots.

Free

parki

ng

and

admission.

In

fo: Alan 630/466-4579.

JUNE J6 - LaGrange, OB - EAA Ch. 255's 7th An

nual

Fl

y-In/Drive-In Pan cake Breakfast, 8 a.m.-l

p.m. Harlan Airfield

(92

D) In

fo: Dale 440/

355

6491 .

JUNE 23-24 - Longmont, CO -

Rocky

Mountain

EAA

Fly-In

.

JUNE 23 -

Zan

esville, OB (Riverside Airport) - EAA

Ch.

425 Pancake Breakfast Fly-In /Drive-In, 8

a.m.- 2 p.m. (Ra in

dale

Jun e 24. Lunch items

and

airplane rides after 11 a. lII. Info: Don 7401454

0003

JULY 7

-8

-

Hampton

, NH

- 5th Annual Hampton

Air

field

Biplan

e Fl

y-

In. In

fo:

603

/

964

-

6749.

JULY J1-15 A

rlington,

WA Nor

thwes

t

EAA

Fly-In.

JULY 22 - Zanesville,

OH

(parr Airport)

- EAA

Ch .

425 Annllal Pre-Oshkosh Fly-

l

niDrive-

ln Pan

cake

Breakfast, 8 a.m.-2

p.m.

Lunch itel

ns

and airplane

rides after

11

a.m. Info:

Don

740/454-0003.

JULY 24-30 - Oshkosh,

WI

- AirVenture Oshkosh

2001, Willman Airport. Info: 9201426-4800,

www

,airventure.org.

JULY

27 -

Oshkosh, WI - Stinson Lunch, Oshko sh,

11:30

a.m. m

ee

t at

the

Vintage Red Barnfor afree,

short bus ride

to

GolfCentral R

es

taurant. Pay

on

your own at the restaurant. Si

gn

up in Type Tent

or

caI/630/

904-6964.

AUGUST 5 - Queen

City

,

MO

- 14th Annual Water

melon Fly-In, Applegate A rport. Info:

660-766-2644 .

AUGUST

10-12

nohomish,

WA -

19th

Annual West

Coast Travel Air Reunion. Harvey Field (S43).

Largest Travel Air gathering for 2001. Local air

tour,

me

morabilia

au

c

tion and mor

e.

In

fo: Larso

n

425/334-2413 or Rezich 805/467-3669.

AUGUST 11 - Cadillac, MI -

EAA

Ch. 678

Fl

y

In

/

Dri

ve-

In

Breakfast, Wexford County Airport

(CAD), 7:30 a.m

.

11:00 a

.m

. Inf

o:

213/779-8113.

AUGUST 19 - Dayton, OH - EAA Ch .

48

Pan cake

Breakfas

t

Moraine Airpark. Info: 937/291-1225 or

93

7/859-8967.

AUGUST 24-26 - Coffeyville, KS - Funk Aircraft

O

wners

Assoc.

24th

Annual Re

uni

on and Fl

y- In

Coffeyville Municipal Airport. Info: Gerald

302/674-5250.

SEPTEMBER I - Zanesville, OB (Riverside Airport)

- EAA Ch. 425 Annual Labor Day

Weekend Fly

In/Drive

-In

,

8 a.m.

2p.m. Lunch items

and

airplane

rides

after

II a.m . In

fo:

Don 740/454-0003

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VINTAGE TRADER

Something to buy

s ll

or trade?

Classified Word Ads: 5.50

per

/0 words. 180 wo rds maximum. wilh boldf ace lead-in

on firs

llin

e.

Classified Display Ads: Olle coillmn wide (2. 167 illches) by I,

2,

or

3

inches high al

20

pe

r inch. Black and white o

nl

y, and no frequency discounts.

Advertisillg Closing Dales: 10lh

of

second

mOlllh

prior 10 desired isslle dale (i.e

•

January 10

is

Ihe clos

in

g dalef or

Ihe

March issu

e). VAA

reserves the righl to reject

any

ad

vertis illg ill con

jl

icl with its poli

Cies.

Rates cover one

inser

tioll per issue.

Classified

ad

s are not accepted via pholle. Payment mu

st

accompany o

rd

er. Word ads

may be sent via

fax

(9201426-4828) or e-mail ([email protected]) using credit card

payment VISA or MasterCard). Include name on card, complete

add

ress, type

of

card, card number, and expiratioll dat

e.

Make checks payable to EAA. Address

advert

is in

g correspondence

to

EAA Publications Classified Ad Mallager. P.O. Box

3086. Oshkosh, WI 54903-3086.

MISCELLANEOUS

BABBITT BEARING SERVICE - rod bearings, main bearings, camshaft bearings,

master rods, valves. Call us Toll Free 1/800/233-6934, e-mail [email protected]

Web site www.ramengine.com VINTAGE ENGINE MACHINE WORKS, N, 604

FREYA

ST

, SPOKANE, WA 99202.

WANTED - 1950's era McCulloch radial two-cycle engines (aircraft), also known as

Umbaugh autogyro

engines. Radial

design with

even

number

of

cylinders

.

Complete engines

or

crankcase, and misc. parts. Send info, or picture if possible,

to Joe Hicks,

P

O. Box 159, Fisherville,

KY

40023. 502-649-5833

WANTED - Aviation magazines from 1920s, '30s & '40s , Air News

or

similar

types, single magazines

or

sets. Mail info

or

call ,

J.

D. Hicks, P.O. Box 159,

Fisherville ,

KY

40023. 502-649-5833.

McCauley 1B90/CM 70/40 Propeller (Experimental) newly reconditioned as per

McCauley Service Manual by Prop Shop. $600, Phone/Fax 218-723-1126.

W YTG

G V E .

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VINTAGE

AIRCRAFT

ASSOCIATION

OFFICERS

Pres

ident

Y"oce·

P

res

ldent

Esple

·Butch· Joyce

George Doubner

P

O.

Box

35584 2448 Lough

Lane

Greensboro. NC 27425 HartfOfd.

WI 53027

336/393.()3M 262/673-5885

[email protected]

anHque2@a

ol.cam

Treas

urer

Secretary

CharlesW.Harris

steve

Nessa

7215

East

46th S .

2009 Highland

Ave.

Tulsa.OK

74147

Albert Lee.

MN

56007

918/622-8400

f'lJ7/373-

1674

cwh@hvsu .com

DIRECTORS

DavId Benne"

Jeannie Hll

P

O. Box 1188

P.O. Box 328

Roseville.

CA

95678

Harvard. IL

60033

530/268-1585

815/943-7205

anHquer@lnr

eech.com

[email protected]

Steve

Krog

9345

S.

Hoyne

Robert

C. ' Bob ' Brauer

1002

Heather

Ln

.

Chicago. IL 60620

HartfOfd.

WI 53027

773/779-2105

262/966-7627

[email protected]

[email protected]

Robert D. ' Bob '

Lumley

7645 Echo Point Rd.

John Berendt

1265 Sou

th

124

th

St.

Cannan

F a l ~ MN 55009

Brookfield.

WI

53005

262/782-2633

fchid@rconnect .com

f'lJ7

/263-2414

[email protected]

Gene Morris

Joh

n S Copeland

5936 steve Court

I A Deacon street

Roonoke.lX

76262

Northborough. MA 01532

817/491-9110

f'IJ8/393-4775

[email protected]

copeland

@juno

.com

Dean

ch

rdson

Phil Coulson 1429 Kings Lynn

Rd

28415

Spnngbrook

Dr

stoughton.

WI

53589

Lawion.

M149065

608

/877-8485

616/624-6490 [email protected]

[email protected]

GeoII

Robison

Roger Gomoll

1521

E MacGregorDr.

321-1/2 S. Broadway #3

New Haven. IN 46774

Rochester. MN 55904

219/493-

4

724

[email protected]

f'lJ7

/288-28

1O

rgomoll@hot

ma

il.com

SH. ·

Wes

· Schmid

Dale A. Gustafson

2359 Lefeber

Avenue

7724 Shady I I ~

Dr

.

Wruwatosa.

WI

53213

Indianapolis.

IN 46278

414/771-1545

317/293-4430

[email protected]

DIRECTORS

EMERITUS

Gene Chase

E.E 'Buck ' Hilbert

Membershi R

Services Directo!y_

En

jo

y the m ny benefits

of

B and the

B Vintage Aircraft ssociation

AA

Avia

tio

n enter, PO Box 3086, Os

hko

sh WI 54903-3086

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

Web Site: http://www.eaa.org and http://www.airventure.org E-Mail: vintage @eaa.org

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and Division Membership Services

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riday CST)

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mberships:

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s

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on

, lAC, Warbi rdsl.

National Associa

tion of

F

li

ght Ins

truc

tors

(NAFI)

• Address changes

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sa

les

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ograms

and Activities

EAA AirVenture Fax-O

n-De

mand

Directory

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ld / r

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to re in for

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n .

.. 920-426-4821

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s:

locat in g/organizing

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u

ca

ti on .

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920-426-6815

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emy

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nfo

rmation . . . ..

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..

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800-241 -6103

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surance (Harvey Watt Compan

y)

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Submitting article/photo; advertising

infor

mation

920-426-4825

•••.•••

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.•

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Financial Su pport .

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http://slidepdf.com/reader/full/http://www.eaa.org



http://slidepdf.com/reader/full/http://www.airventure.org











http://slidepdf.com/reader/full/Tulsa.OK








http://slidepdf.com/reader/full/Roonoke.lX












AUA would like to thank you - our customers - for your continued

support.

We

appreciate having the opportunity to serve you. Together,

we

can continue partnering to provide affordable, quality insurance for

vintage aircraft enthusiasts. Thanks

again

See you at Sun

'N

Fun

AUA

s

approved

To

become

a

Look for AUA at

Booth B57

AUA s Exclusive E

Vintage AircraftAssoc

Insurance

rogram

Lower liability

and

hull

premiums

Medical

payments included

Fleet discounts for multiple

aircraft carrying all risk

coverages

No

hand-propping exclusion





Date post:	07-Aug-2018
Category:	Documents
Upload:	aviationspace-history-library
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Vintage Airplane - Mar 2001

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