-

_
I

STRAIGHTAND LEVEL
2 VAA NEWS
4 AEROMAIL
5 THIRTY FIVE YEARS ATTHEOUTER
MARKER!DutchRedfield
10 STEARMAN: FLYING FOR FUNlLauranPaine
12 PASS ITTO BUCKlE.E. "Buck"Hilbert
13 ED AND BARBARA'S HOWARD/
BuddDavisson
18 VAA CHAPTER 22FLY-IN/
JohnMorozowsky
21 DALECRITES ANDTHECURTISSPUSHER!
DickandJeannieHill
24 MYSTERYPLANE/H.G.Frautschy
26 WHATOUR MEMBERS ARE RESTORING/
H. G. Frautschy
28 CALENDAR
29 WELCOME NEW MEMBERS
27 CLASSIFIED ADS
www.vintageaircraft.org
Publislrer TOM POBEREZNY
Ediwr-in-Clrief scon SPANGLER
ExecutiveDirector, Editor HENRYG. FRAUTSCHY
Exeel/liveEditor MIKE DIFRISCO
Contributing Editor JOHN UNDERWOOD
BUDD DAVISSON
ArtDirector BETH BLANCK
PlrotograplryStaff JIM KOEPNICK
LEEANN ABRAMS
MARK SCHAIBLE
AdvertisillglEditoriaiAssislallt ISABELLEWISKE
SEE PAGE 32FOR FURTHER VINTAGE AIRCRAFT ASSOCIATION INFORMATION
~
STRAIGHT& LEVEL,
by ESPIE "BUTCH"JOYCE
PRESIDENT, VINTAGEAIRCRAFT ASSOCIATION
For nearly 30 years, the Vintage Aircraft Association has
conducted its business by relying on the efforts of its core
of volunteers and its officers and directors. Quite often,
we'd have to rely on someone at EAA headquarters to do
our "leg work", even if it wasn't part of their regular re-
sponsibilities. Over the years, Gene Chase, Dorothy Chase,
jack and Golda Cox, Mary jones, Mark Phelps and many
others have been willing to assist us as we continued to
grow, and for their help, we've been most grateful.
We have always found the EAA folks in Oshkosh more
than willing to be of assistance, but we were never sure the
same person would be helping each time. That's the "luck
of the draw" when you're working on the fringes of a regu-
lar organization. It changed in 1990, when Henry "H.G."
Frautschy came on board to be the editor of "Vintage Air-
plane." Because he so strongly identified with our group,
he became the person whom I counted on time and time
again to be my pOint man at EAA HQ. While H.G. was
more than willing to do this work for the membership, he
had other responsibilities in the EAA editorial offices. In a
sense, his efforts were (for lack of a better term) really as a
volunteer for the Association.
But with no official designation of someone as our
spokesperson at EAA HQ, sometimes it became a challenge
to accomplish our goals. For instance, we didn't have a per-
son who sat in on the weekly managers' meeting at
Headquarters, so there were times when we missed learn-
ing about a subject or program that might have been of
benefit.
Our biggest concern over the years has been the consis-
tent growth of our membership, and any related concerns
each member has about their needs and desires. There are
plenty of other things we're keeping an eye on as well, in-
cluding:
Aging aircraft and the FAA's stance on this issue
Member support, benefits, service
Preserving aviation history
Convention activities
Expansion of the Contemporary judging category
With all this going on, I went from one briefcase to two!
Realistically, we've grown to the pOint where we have to
step up and treat the VAA as a business. Now that doesn't
mean we have to lose out heart and soul, it just means we
must be more professional in the execution of our daily
matters as we provide service and support to you, our fel-
low members. Over the past few years it's become more
and more obvious to us that we needed to have someone
offiCially designated to serve as"Our Man in Oshkosh."
Now we do.
You now have your first full-time employee working for
you at EAA Headquarters, and [ am proud to say he is H.G.
Frautschy. H.G. has been selected to become the Associa-
tion's very first Executive Director. It's funny, but often
when you are around someone on a regular basis, you
don't always find out who they are and what they've done
until you have to sit down and take the time to do so. I had
no idea how varied H.G.'s work and personal life has been
until I saw his resume.
He's a graduate of the famous aviation school, Parks
College of St. Louis University. H.G. holds a Private pilot
certificate (he's itching to add his CommerciallInstru-
ment and CFI so he can teach folks how to fly tailwheel
airplanes!), as well as Airframe and Powerplant Me-
chanic certification.
Before coming to EAA in 1990, H.G. was the publica-
tions manager for Air Wisconsin, a regional airline affiliated
with United Airlines. His first job out of college was for the
most recognized name in helicopters, Sikorsky Aircraft. He
wrote technical manuals for the big tri-motored CH-S3E,
and then served as the senior writer and as a logistic ele-
ment manager for the SH-60B Seahawk. While at Sikorsky,
he purchased his first airplane, an Aeronca 11CC Super
Chief. Long a fan of old airplanes (they make the best rub-
ber-powered models) H.G. enjoyed delving into the history
and maintenance challenges of the early days of aviation.
His enthusiasm and interest in the airplanes of yesteryear
dovetailed perfectly with his professional ex;erience, and
in 1990 he was hired by EAA to become editor of Vintage
Airplane and Warbirds magazines, as well as serving as a
feature writer for EAA's flagship publication, Sport Aviation.
A full-time person at Oshkosh will enable the Associa-
tion to be even more successful in future V AA projects that
- continued on next page
VINTAGE AIRPLANE 1
will benefit you, our fellow member.
H.G., WELCOME ABOARD!
Lauran Paine has written several in-
teresting articles for your V AA. One of
his pieces, "Flying For Fun" is in-
cluded in this month's issue, with a
beautiful illustration sketched by Jim
Newman. In fact, Lauran's so good
he's been asked to become a colum-
nist for EAA's flagship publication
Sport A viation. Congratulations Lau-
ran! We still have one more piece
written by Lauran ready for publica-
tion, and we'll publish it in April.
Then you'll have to open your other
favorite aviation magazine to read his
insightful prose.
Articles written by the membership
will continue to be the heart and soul
of Vintage Airplane, and we're always
open to article submissions, especially
"How to" and other technical articles.
Sharing information on how to main-
tain and operate our favorite airplanes
will never go out of style, so please
consider sharing your expertise with
others.
After a long winter lay up of your
aircraft, please consider the most com-
plete preflight you can do-in fact, this
isn't a bad time to do your annual.
This also extends to a good self-
evaluation of your piloting skills. Take
your time, and use good judgement in
both of these matters. Some time
spent with your local CFl might just
give you the edge to handle a nasty
unexpected crosswind or other emer-
gency.
We don't want to lose an aircraft to
the March winds because of poor
tiedowns or hangars in need of repair,
so check these items to make sure
they are strong as well.
I hate to sound like a broken record,
but each year we lose three or four air-
craft to people hand-propping their
aircraft improperly. It only takes a lit-
tle longer to take whatever precaution
you need to prevent you from being
one of these people.
Believe me, the person who owns
the airplane or hangar your unguided
2 MARCH 2000
airplane runs into will let you know in
no uncertain terms what you should
have done! I sure would hate to have
to buy a two million-dollar King Air
when a two-dollar piece of rope would
have kept it in place. It will happen to
someone; just do not let it be you.
Mark the weekend of May 19-21 on
your calendar. Those are the days for
our VAA fly-in work weekend in
Oshkosh. We will be working on the
VAA area of the AirVenture 2000
grounds. You can camp under your
wing, or we will have transportation
available to a local motel. Not only
will we be working, but we'll have
some good fellowship and fun as well.
At the end of this month, your
Board of Directors will be meeting at
EAA HQ. Should you have any sugges-
tions or concerns, please forward
them to H.G. (E-mail: vintage@eaa.org
or regular mail at PO Box 3086,
Oshkosh, WI 54903-3086) at EAA HQ
so they can be addressed at that time.
If at all pOSSible, please put your
thoughts down on paper so we can be
certain we understand your question
or concern.
I have asked each of you to ask a
friend to join up with us. If you have
not yet had a chance to do so, the
spring flying season would be a great
time for you to invite someone to I
share your passion for our old air-
planes and enjoy VAA membership.
Your help in recruiting a new member
is needed to help to keep the VAA on
a solid footing.
You can almost see the Sun 'N Fun
EAA Fly-in on the horizon. I encour-
age everyone to come and enjoy this
great show. Being in Florida during
the second week of April is a great way
to start off the new flying season. If
you're going to be there, look me up-
I'll be there all week. Be sure to bring
your sunscreen and walking shoes!
Your Directors and Officers feel
,
your Vintage Airplane Association is
positioned to do great things in the I
future. Let's all pull in the same direc-
tion for the good of aviation.
Remember we are better together. Join
us and have it all! .....
VAANEWS
compiled by H.G. Frautschy
FROM THE EXECUTIVE
DIRECTOR .. .
After nearly two decades as a
member and ten years spent editing
Vintage Airplane, I'm thrilled to be
given the chance to serve my fellow
members as Executive Director of
the Vintage Aircraft Association.
We've got plenty of challenges in
front of us, and I'm confident that
in cooperation with EAA, we will
THECOVERS
FRONT COVER ... "Where's the
Beef?" was the catch phrase used by a
hamburger chain afew years ago in their
advertising. For the aviation crowd, the
answer is often the Howard DGA-15,
which has always been one of the most
massive single-engine airplanes in the
vintage airplane world. This example was
restored by Mark Grusauski's Wing Works
in North Canaan, Connecticut for owners
Barbara and Ed Moore of West Mystic,
Connecticut. It was selected as the Re-
serve Grand Champion Antique at EAA
AirVenture '99.
EAA photo by Jim Koepnick, shot with
a Canon EOS1 nequipped with an 80-220
mm lens on 100ASA Fuji Provia slide film.
EAA Cessna 210 photo plane flown by
Bruce Moore.
BACK COVER ... During our Jim Di-
etz show at the EAA AirVenture museum,
there were plenty of vintage aircraft paint-
ings to enjoy, including this oil-on-canvas
depiction of "Alaska Coastal." In it, Jim
captures one of the last Lockheed Vegas
in American commercial service as it is
loaded for a flight in front of Alaska
Coastal's Juneau, Alaska headquarters.
The scene is set in the late 1940s, when
nearly every town in Alaska had its own
air transport operation, and the Grumman
amphibian was state of the art. A dozen
years earlier pilots were trailblazers in the
Territory of Alaska, and a dozen years
later jets would be serving the 49th state.
Alaska Coastal survives in spirit - a series
of partnerships and purchases made the
Juneau operation part of today's Alaska
Airlines. The painting is part of the Jay
Braze collection.
keep our favorite airplanes flying for
years to come. As mentioned by V AA
president Butch Joyce, we're keeping
an eye on the issues of aging aircraft,
vintage aircraft maintenance, pre-
serving aviation history and ensuring
the annual Convention is an enjoy-
able experience for the members of
EAA's largest Division, the VAA. We
regularly correspond and meet with
other organizations and Type Clubs
to keep the lines of communication
open while working on these and
many other issues.
Just as producing Vintage Air-
plane is a collaborative effort, so to
will be the day-to-day operation of
the VAA. We're very fortunate to be
able to rely on the expertise and re-
sources of the staff at EAA
headquarters, and having a board of
directors and officers with such a
wide range of backgrounds has been
very helpful during the past ten
years. I'm looking forward to work-
ing with them in the future.
Membership Services, Chapter
Programs, Information Services and
the Government Programs offices
are but a few of the many areas we
work with regularly. Doing so makes
certain your voice and interests are
heard as we all work towards the
common goal of making our brand
of aviation a viable form of recre-
ation for enthusiasts who have
enjoyed it all their lives, and those
who are new to our ranks.
I look forward to continuing to
work with all of you, and please
don't hesitate to write - we'll only
know what you want by maintain-
ing contact with you, our fellow
member.
-H.G. Frautschy,
Executive Director, V AA
EAA AIRVENTURE
ADMISSION PRICING
Attending EAA AirVenture 2000,
the world's premier aviation event,
will be an even better experience for
aviation enthusiasts because of a
simplified admission structure.
AirVenture 2000, with its major
theme of "Speed," will take place
July 26-Aug. 1 at Wittman Regional
Airport in Oshkosh, Wisconsin.
The admission structure sets one
price for EAA members who attend,
allowing them to "speed" through
the admission process and enjoy
more of the event. Along with its
many other benefits, annual EAA
and V AA membership is still the best
and least expensive way to enjoy the
event, which annually features at-
tendance of more than 750,000 and
in excess of 12,000 airplanes.
"People come from all over the
world to EAA AirVenture each year
to enjoy many facets of aviation,"
said Tom Poberezny, EAA President
and AirVenture Chairman. "Our
goal is to make their experience as
enjoyable as possible, regardless of
what segment of aviation they enjoy
during their time in Oshkosh. The
simplified admission process is an-
other effort as we strive toward that
goal."
Daily AirVenture admission for
annual EAA members is $16, regard-
less if they join prior to the event or
at the gate. Weekly admissions are
available for EAA members, as are re-
duced rates for spouses and young
people 18 and under. In addition,
annual EAA members may bring up
to two other adults at the member
guest rate of $24 each per day.
For those who are not EAA mem-
bers or guests of a member, one-day
AirVenture 2000 admission is $29
per day for adults. That rate includes
a complimentary, three-month In-
troductory EAA membership
(individual or family) designed to
highlight the year-round activities of
EAA. Student and youth rates are
also available. Admission gate staff
will find the lowest price available
for each AirVenture participant or
group of visitors, regardless of the
size of the party or the number of
days attending AirVenture.
VIMY AIRCRAFf PROJECT
The Vimy Aircraft Project Official
Web Site is now online in its new
home in the United States. Com-
pletely revised and expanded, the
site includes all the information pre-
viously found on the original Vimy
Web Site, plus new information and
many new interactive features. The
site can be reached at http://
www.vimy.org/.
The Vimy Aircraft Project is a
non-profit organization to support
a replica of the Vickers Vimy bi-
plane that made aviation history in
1919 and 1920 wi th three historic
flights:
First crossing of the Atlantic
Ocean, 1919
First Flight from England to
Australia, 1919
First Flight from London, Eng-
land to Cape Town, South
Africa, 1920
The aircraft-referred to by some as
"the world's largest homebuilt"-is
owned by Californian Peter McMil-
lian who, with Lang Kidby, reenacted
the England to Australia trip in 1994.
Their trip was the cover story of the
May 1995 issue of National Geo-
graphic and Peter McMillan authored
a book about the trip. In the summer
of 1999, Mark Rebholz, a United Air-
lines 767 Captain, and John LaNoue
piloted the Vi my on a reenactment
the London to Cape Town flight .
Their trip will be featured in the May
2000 issue of National Geographic.
Details of both of these flights, as
well as an upcoming calendar of
Vi my appearances, are available on
the new Web site.
The Vimy is also expected to at-
tend EAA AirVenture 2000.
The site also features a guest
book where site visitors can enter
comments for the Vimy volunteer
staff and other visitors to read. A
powerful search feature makes it
easy to find articles about Vimy
flights, the educational project that
was part of the London to Cape
Town trip, and upcoming appear-
ances. The Vimy project is made
possible through generous dona-
tions of many sponsors, including
Bose, Snap-On, and BP Air. .....
AIDPI I\t-.II= 'l
DUTCH ON LARRY AND ILSE
HARMACINSKI"S WACO CSO
Dear Larry [Harmacinski],
When I saw 656N on the enve-
lope I jumped three feet right
straight up.
For quite a few years after I went
with Pan Am we vacationed at Big
Moose Lake. Driving down one
year, here was 656N pulled up next
to the road.
I got to fly this airplane once.
Charlie Smith gave me a couple of
landings on Onondaga Lake near
Syracuse, just before we put my
own Waco on floats for the sum-
mer. I had never flown a seaplane
and Charlie wasn't much ahead of
me. I flew from the front seat. It
didn't help me much. Your logs
sent don' t show this, but it was
May 5,1936.
Not long after this day, when I
was putting the F2 on its floats at
Ithaca, New York, Charlie was prac-
ticing landings, far from shore on a
Senaca Lake glassy water day. I
strongly advise you that glassy wa-
ter can be bad news! Charlie found
this out too. I can still see the gi-
ant white splash far out from shore
and hear the giant boom that sec-
onds later echoed ashore on a still
quiet day.
The CSO is probably the best
performing seaplane ever built. It
is a POWERFUL airplane that can
be forced into the air at unbeliev-
able attitudes and angles of attack
and low airspeeds. Charli e and I
learned much just watching the
way Harold Scott, a veteran sea-
planer, operated his CSO. He never
got in the cockpit with either of us,
but was always ready to help us
out, or to answer a question. His
4 MARCH 2000
airplane had red fuselage and yel-
low wings. There are some words
in my first book on Scotty's
"hangar" under a bridge behind his
house on a creek. He later became
a good friend. He left a fine mark
on sea planing.
The log sheets triggered many
memories. I didn't know that Scott
operated 656N before Smith became
involved. I have no recollection of
the right aileron peeling off, nor
why. Merrill Phoenix later became
a dear friend. Bud (Matty) Wind-
hausen I knew very well. A FINE
mechanic. Phoenix was the first of
all to operate seaplanes, a Stinson
on Fairchild floats that had no wa-
ter rudders.
Long before the days of 656N,
Charlie Smith soloed me on my
second aircraft type, on a Taylor
Cub (not Piper) with a 36 hp Con-
tinental.
Along with Smith and Harold
Scott and their CSOs and me with
my UBF-2, we operated the State
Fair at Syracuse in the fall of 1938.
We flew from Onondaga Lake near
the Fairgrounds. Passengers were
sold rides from a booth inside the
grounds, then carried by car to the
lakeshore, flown, then returned to
the fairgrounds. It was a giant flop
as Smith indicated in his log entries.
I knew Red Panella but didn't
know he operated the airplane early
in its history. There is much in the
first book on Senaca. River, etc.
I never thought of the airplane
as a nimble airplane. I thought of
it as a rugged, powerful airplane
that could be frightfully overloaded
and never blink in its performance.
In the photo enclosed where a
lot of guys are standing together,
we are all standing in front of my
Waco UBF2. It was taken during
the State Fair, fore mentioned. This
airplane would not perform the
CSO at lightweights. Not with a
load. It was a handsome airplane.
Thanks for your great letter and
the log pages. Keep in touch as
things move along.
Very Sincerely,
Dutch Redfield
Long Island, New York ......

I ears
att
Outer Marker
The CPT Years
When the Waco came off its
floats at the end of the 1940 sum-
mer season the books showed a
very successful year. Using $800, I
celebrated our success by going out
and buying a brand new 8-cylinder
Pontiac. But WW II was now in
progress and my fuel supplier was
skeptical about the availability of
aviation fuel for the following sum-
mer, which meant there was
considerable question about
whether Thousand Island Airways
would be in operation in 1941.
Back at Syracuse, Fred McGlynn
had obtained backing and was es-
tablishing a government-sponsored
Civilian Pilot Training School, the
function of this program to deliver
to the Navy, the Air Force, and the
nation's airlines already trained pi-
lots. At this early stage, Mac's
school, Onondaga Aviation Com-
pany, was only conducting Primary
training utilizing light low-pow-
ered Taylorcraft monoplanes. In
the fall Mac asked me to come
work with him, but I was unsure of
my ability to give flight instruction
as I had done but little, besides
which I had never really cared
much about flying light airplanes.
However, I must say that the
thought of a weekly paycheck
through the long winter months
was a very entiCing one, especially
after the unsuccessful Florida oper-
ation of the previous winter.
So I could obtain the newly-re-
quired flight instructor's license,
Mac put a new Taylorcraft at my
disposal and I practiced hard for
the flight test. This was a com-
pletely new kind of flying and
there were many new maneuvers
and training exercises for me to ab-
sorb the basics of, then later learn
to fly with precision. To fly these
maneuvers myself, I found, was
one thing, but to then try to teach
them to someone else required a
thorough knowledge and under-
standing of basics, as well as a
practical and precise application of
by Holland "Dutch" Redfield
VINTAGE AIRPLANE 5
everyday aerodynamics. It was a
most challenging and rewarding
kind of flying that I seemed to fit
in with very well, so much so, I
guess, that I ended up spending
the rest of my career totally and
completely engaged in pilot train-
ing and pilot checking activities.
Although the following summer
I was able to get fuel and did re-
turn to the Islands with my
younger brother Bill helping me, it
school became authorized to con-
duct training in advanced flight
courses and Mac sent Barb June
and me to Rochester to obtain our
CPT Secondary Instructors Ratings
and to learn aerobatics and many
new precision maneuvers. We were
given our flight training in a Waco
F-2. How pleasant to be in an open
cockpit again, and a lovely, nimble
F-2 as well.
One snowy night, Mac and I
look after, and which I was to fly
for over three years and many,
many wonderful hours.
With the purchase paperwork
completed, Mac and I donned
heavy winter flying gear, then side
by side, took off and flew these
two beautiful new airplanes east-
ward across snow-covered Ohio,
upper New York state, and home
to Syracuse. All the way we flew
close alongside each other and
By 1942, we were in full swing flying Waco UPF-7s for the Civilian Pilot Training Program. Bill Cass is flying NC30186 at dawn during a training
flight.
turned out that this year 1941 was
to be the end of many wonderful
years of seaplaning for me. Yet, for
a long time afterward, I continued
to dream of returning and came
very close to doing so seven or
eight years later. The Waco, after a
few years of dead storage, was sold.
The following winter found me
back in McGlynn's Taylorcraft
again, but this year, in January, the
6 MARCH 2000
climbed aboard the New York Cen-
tral 20th Century Limited and rode
a Pullman sleeper through the
night to Cleveland. In the morn-
ing we then took a bus to Troy,
Ohio and the Waco factory, where
outside on the flight line were two
brand new blue and yellow UPF-7
Waco trainers waiting for us. Mac
asked me which one I wished and I
chose NC30128 which was mine to
there was a pleasant feeling of com-
panionship as one or the other of
us would occasionally pull in
closer for a wave, or a gesture, or
to feign a shiver. Mac's face was
florid and ruddy from the cold,
but somehow, in the drafty cock-
pit, he was able to keep a cigarette
going, as evidenced by the contin-
ual puffs of smoke streaking
towards the Waco's tail through-
It was a most challenging and rewarding kind of flying that I
seemed to fit in with very well, so much so, I guess, that I ended up
spending the rest of my career totally and completely engaged in
pilot training and pilot checking activities.
out the entire flight.
How much nicer it is to be aloft
sharing a pleasant flight with an-
other aviator, even though in
another airplane. No, you are un-
able to speak to one another, yet a
definite communication and un-
derstanding exists, and is felt by
both. A rigid arm over the side in
the powerful prop stream pointing
to a winding creek bed, or the dis-
tant frozen lakeshore, or pointing
to a puffy white cloud ahead, rac-
ing toward us faster and faster,
then sliding past just above our
upper wings, then slowing and
slowing as it fades behind us, be-
coming smaller and smaller. And
the other airplane alongside, truly
a beautiful creation when seen in
her own element, perfectly framed
by the earth, and sky, and puffy
white clouds over the lakeshore in
the background. Except for the
soft motions of flight, she seems
suspended on an invisible string.
Silently, because you can't hear
her above the roar of your own
engine, she drifts slowly up, then
slowly down, then slowly in, then
slowly slides away, wafted in the
gentle currents of the airman's
sky. Her slightly moving control
surfaces occasionally and momen-
tarily deflect into their flowing
airstreams as she is gently nudged
and guided along her course
homeward.
Her shimmering propeller re-
flects the brightness around her
and I marvel at the disc's great size
and thrust, and the power neces-
sary to turn it. Her toed-in landing
gear below, at full strut extension
for softening that always impend-
ing touchdown, make her appear
she's on stilts. Then I ease forward
to check her lovely lines from that
angle, then drift back and gently
nudge the controls to slip up and
over until I look straight down into
Mac's cockpit, then down and be-
low her. How beautiful and
functional she is.
We buzzed and circled the field
in close formation, then I eased
back to follow Mac in. A large
group, as well as our new advanced
students, applauded our lovely new
airplanes as we taxied up.
The following early morning the
new airplanes were scheduled to be
put to work and it was still dark
when I arrived at the hangar at
6:00 a.m. Before going to my flight
locker to don my sheepskin-lined
heavy winter flying suit and boots,
and gloves, I lowered an electric
immersion heater into the SAE 70
heavyweight oil in the Waco's oil
tank, this to pre-warm the oil so
the propeller could at least be
pulled through by hand.
My first student was dressed and
ready to fly at 7:00 a.m. Together
with pinch bars we pried open the
creaking, frozen hangar doors and
rolled her backwards into the cold
dawn, and her wheels crunched
through the hard-packed snow as
we pushed her back. I then flew
her all day long, munching on oc-
casional sandwich and hot
chocolate brought by my students
during fuel stops.
The students assigned each in-
structor were to be taken by him
through the entire course of 35
hours. We were to be paid for each
student who completed the course
and it was known we would fly
seven days a week until each class
was completed. Instructor rest
came between classes. Besides him-
self, Mac wished for his instructors
to also have the opportunity to
make a few dollars, and like the
others I was assigned eight stu-
dents, each of whom was
scheduled to fly his programmed
one hour a day.
Such an ambitious schedule
lasted about three days because
there just was not enough daylight
during the winter months to get
the work done, and turn-around
fueling and very necessary student
briefings eroded the training badly.
Besides this, the work turned out to
be very fatiguing, because after a
few hours in an open cockpit in
the dead of winter, an enveloping
chill would creep in that took most
of the following night to shake off.
We each continued Mac's first class
with six, instead of eight students.
The UPF-7 Waco used in the pro-
gram was a tough, rugged airplane,
much stronger and heavier than
the Waco F-2 series with which I
was very familiar. Although basi-
cally identical in airframe and
powerplant, the F-2's delightful
nimbleness and great performance
was lost as Waco complied with
rigid military trainer specifications.
But, you didn't have to worry about
the UPF-7 falling apart under the
high stresses of the advanced aero-
batic maneuvering that was called
for in the course program.
The flying maneuvers for each
day's training were programmed in
advance and were very well
thought out. As a result most of the
VINTAGE AIRPLANE 7
students progressed
through the course at
pretty much the same
pace. Working with
my six st udent s, I
might spend the en-
tire day, Monday,
hour after hour, doing
exacting eights around
pylons; Tuesday, beau-
tiful Chan de li es;
Wednesday, all day,
snaproll s; Thursday,
demanding slow rolls;
Friday, punishing
split-Ss; Saturday, half
rolls, Sunday, Immel-
mans, etc.
This just had to be a
fine learning experi -
ence, and it was
possible to become to-
tall y familiar with
aircraft control, and its
analysis, in any and all While covered head to toe with my sheepskin fur lined flying suit to protect against the upstate New York
attitudes of flight . My winter chill, we flew during all the daylight hours we could while instructing in the UPF-7.
CPT training activities
continued for three
years and 1900 hours of flight. I loop out, but at very high speed,
would not take a million dollars for to level out at the bottom of the
this tremendous experience.
My boss, Fred McGlynn, was
chatting with me over a bowl of
Bill Churchill's finest soup at the
airport lunchroom one day. Mac
asked if I had ever attempted a
"square loop," and I confessed
that I never had and asked that
he describe one for me, as I might
try one.
He said that you should push
over and get the Waco diving to
about 190 mph, then ease back on
the stick until pointing straight up,
where you were to do a half roll
then ease the control stick for-
ward, pushing the airplane which
was now right side up, over the
top to level flight. Here you were
to do another half roll to become
again properly inverted (as would
normally be the case at the top of
a loop), allowing the nose to fall
and then executing a complete
roll while heading straight down,
to be followed by a normal final
8 MARCH 2000
"square loop."
Although I had never read any-
thing about this in our aerobatic
manuals, this sounded like a very
interesting maneuver and I was
anxious to try it . A few days later,
with a live-wire student in the rear
cockpit, I decided to give it a try.
With plenty of altitude to keep
me out of trouble, I nosed the
Waco over into a whistling dive,
eased back on the stick, and as the
nose rose into a very steep climb,
opened the throttle wide. We
roared skyward and were soon
headed straight up, at which point
I eased the stick forward to discon-
tinue the looping arc and applied
aileron so as to begin the first half
roll of Mac's new maneuver.
At completion of the roll the
stick was eased further forward to
then continue our arcing flight,
and over the top so as to complete
the first half of the "square" loop.
But it was to my dismay that I
noted speed was decreasing at an
alarming rate, and at about the
same time the negative "gs," result-
ing from the steadily held forward
elevator, flung all the fuel from the
carburetor bowl, whereupon the
engine now deprived of fuel ceased
firing. At this pOint, the airplane
was only a few degrees past the
vertical and standing straight up
on its tail.
The propeller and engine ahead
of us, "clank, clank, clanked" to a
dead stop. Desperately, I moved
the Waco's controls in any and all
directions, but to no avail. The
airstream sounds of flight and the
whistling wing brace wire sounds
rapidly diminished to absolute si-
lence and we hung there like a
spent arrow. Cows mooing, dogs
barking, train whistles, and auto
horns beeping below, could be
clearly heard. Still we hung there,
pointing straight up, despite every-
thing I tried.
It seemed like forever before the
Waco slowly started sliding back-
wards, then, with a resound- twisted at a crazy angle, yet
As we neared, the wreckage
ing, neck-bending crash, miraculously still an integral
flipped violently end for end, part of the almost severed aft
and in a split second was portion of the fuselage. The ter-
pointed straight down. As we
stirred as the student pilot
ribly twisted tail flopped slowly
now dove for the earth the up and down in the now badly
dead propeller ahead slowly be- distorted and buffeting
gan turning again and the airstreams, held to the still-in-
pushed crumbled debris aside,
sounds of flight again came tact forward airframe only by
alive. "Clank, clank, clank, the one remaining crimped and
clank, clank," and the engine bending longeron.
windmilled back to life. I gin- I recognized the still airborne
crawled out from unde0 then
gerly recovered to level flight second airplane as one of Mac's
and was mopping my brow and red Taylorcrafts and knew that
thanking my lucky stars that the student pilot at the controls
the airplane was still in one
ran with all his might for 100
was one of Mac's mechanics,
piece, when my student in the Jack Ryan, whom I had sent out
cockpit behind shook the stick on his first solo only a few days
to get my attention, eased the previously. Part of Jack's pay for
yards, where he slowly sat
throttle back, and shouted for- working in Mac's shop was in
ward, "Wow, that was great!!! flying time and he was practic-
Let's try it again!!!" ing on his lunch hour.
Later, I told Mac what had down and then lit a cigarette. The collision impact had
taken place. "Yeah," he said, "I
had the same trouble."
It had been a fine spring day and
I was walking back to the hangar
from the airport lunchroom with
McGlynn and Harry Ward, when
there was a terrible "whump" in
the sky above us and splinters of
wood and torn fabric began raining
down. Soloing students in two red
Taylorcrafts had collided with each
other while flying the downwind
leg of the airport circuit pattern.
In these side-by-side, high-wing
aircraft, the pilot sat just beneath
the wing which placed his eye level
only a few inches below the wing's
lower surface, thus causing bad
blind spots. One of the trainers had
been descending, the other climb-
ing, with each in the other's blind
spot, continuing until the pilot be-
low, at the last moment, saw a
plane's landing gear wheels de-
scending rapidly toward him just
forward of his windshield.
They collided, and for many sec-
onds were locked together. Then
they came apart and more fabric
and debris fell. One airplane's
wooden propeller had been chewed
to a splintered stub where it had
sliced through the other's aft fuse-
lage, and the now unburdened
engine screamed. Its right wing
had been shattered and it was com-
ing down in a very fast-turning,
almost flat spin, rotating almost as
a helicopter's rotor blades, spin-
ning rapidly, but descending
slowly. We raced toward the scene
as it hit with a frightful whump
and a cloud of dust and flying
parts. It was an awful sound. As we
neared, the wreckage stirred as the
student pilot pushed crumbled de-
bris aside, crawled out from under,
then ran with all his might for 100
yards, where he slowly sat down
and then lit a cigarette. When we
got to him, he was leaning on an
elbow and puffing away, unhurt.
But the second Taylorcraft was
still up there and in real trouble.
Three of its four fore-and-aft-run-
ning fuselage steel tubing
longerons, just forward of the sta-
bilizing and controlling tail
surfaces, had been severed by the
other plane's propeller and its ver-
tical and horizontal tail surfaces
were canted sharply upward and
spun his airplane around and
headed it toward a far corner of
the "L" shaped field. Jack had
no elevator control or rudder con-
trol, only thrust from the
still-operating engine, and lateral
banking control by use of his
aileron control wheel still attached
to the end of its now flapping, use-
less cockpit arm and the trailing
dead elevators. This was not much
with which to control an airplane
and how he ever got it down, I do
not know, but Jack did so and with
only a few moderate bounces.
While the plane was still rolling, he
cut the engine and as the propeller
flopped to a stop, she ground
looped and then as she slowed the
dangling tail fell off and dragged
and bounced behind, held to the
airplane only by the still intact, but
totally useless, control cables and
tail running light wires.
We ran to the airplane and
slapped his back over and over
again, and congratulated him, and
laughed with him as he mopped
his brow. Jack was later to become
a very dear friend and we were to
work alongSide each other for
many years with the same airline.
He's gone now. .....
VINTAGE AIRPLANE 9
Stearman:
Flying
ByLauranPaine
ArtworkbyJimNewman
J
ustrecentlyfinished recur-
rentground school at my
airline. Itwas magnificent.
WediscussedGCUs, BBPUs,
DC GENs, AC GENs, TRUs,
PSEUs, ECUs, FIBAR, LOGERS, and
WOWlights. We evengotintoZN-
TOL, DDTOL, andsix-six-and-six.
Andspoilers,TCAS, GPW, andTCAs.
Ievenpassedthetest. Well, Idid
miss someofthe"ChakerianQues-
tions." (Chakerian'stheguywho
updatedthetest).You knowthetype
questions: "Whatis thesquareroot
ofthefuel outputoftheHMU at
takeoffpower?Considerthecoeffi-
cientofexpansionfor titaniumat
ISA +20inyouranswerandshow
yourwork."
Therewas onethingthatwas not
mentionedduringthethreedaysof
groundschool: flying for fun. Yeah,
justflying for fun, thereasonmost
ofus gotstartedin this aviation
business. In all ourmoderndayso-
phisticationIthinktheconceptof
fun oftengets overlooked. Sure,
professionalavia tionis a serious
businessbutit's notso seriousthat
we shouldn'toccasionallyrekindle
thespiritofflying justfor the joy
ofit.
So whenIgothomeIputonmy
jeansandcowboybootsand my
"RealAirplanesHave Round En-
gines"T-shirtandsaunteredonout
to thelocalairdrome. Openedthe
hangardoorandthereitsat. Stear-
man. Fiftyyearsold, sittingonits
tail, nosepOintedproudlyup. No
cockpitkey. Nocockpitdoor. No
cockpitroof.
10 MARCH 2000
orFun
Walkedaroundit. Pattedit. Fine
linen.Talked toit. Asked ithowit
was doing. Checked theoil. Got
someonme and wiped itonmy
p<lnts. Thefunwasbeginning.
Pusheditoutintothesunshine.
Looked atit. Pure. Simple. Strong.
Theheartbeatsa littlefaster; the
soulcomesalive.
Gotin. Seatbelton, justlikean
airliner.Similaritystopsthere, how-
ever. Flightcontrolsare manual: no
hydraulics, nospoilers. Stickcon-
nectstorodstocables.Youcancheck
theconnectionsbylookingdown
beneathyourfeet; nofloor, justa
coupleboardswhereyourfeet go.
Beforeyougo andgetuppityonme,
theStearmandoes havehydraulics:
thebrakes. You tapthepedalsanda
rodgoes intoacylinderthathasa
linethatgoes tothewheelsandex-
pandssomestuffinthere. 'Boutall
youneedtoknow; don'tuse 'em
muchanyway. Anti-skid? Anti-skid
is agroundloop. We trynottouse
anti-skid.
Fuel system?You bet; we have
one. No electronic enrichment,
however. Throttleis connectedtoa
rodthatdisappears throughthe
firewall andgoesto the, getthis,
carburetor. Iknowit'stherebecause
Iboltediton. Didn'tuse anymetric
toolseither.
Fuel quantitysystem?Yup. Cork
floats inthegas. Corkhasawireon
itthat I can see through a sight
gauge. Singlepointrefuel, too. Only
onefuel cap.
Switchon. It'stheshinyone. I
emphasize'one'becauseitis about
theonlyone.Kinda clickswhenyou
turniton.Theytell methatclickis
thesolenoid.Doesn'tmatter.Ifit
doesn'tclickitdoesn'twork.
Thumbonthebuttonwe found
ononeofthedustyhangarshelves
and thepropturns. Eventuallyall
theclankingstopsandtheround
motorsettlesintoidle.Smoke. Vi-
bration.Windintheface. Word's
can'tdescribe...
"TaxitolOLviaSierraSixtoBravo
thenSierra Five totheinnerramp
thenEchoTwo toEcho?" Nope.Just
moseyovertowherethegrass is
smasheddown. Don'tgetuppityon
meagain; we havearadio.Justcan't
hearitverywell overall thebeauti-
ful enginesounds. Itdetracts. We
knowwhenwe havetouse it. Don't
havetouseittomosey.
Centerlinelights?Transmissome-
ters? CAT II hold lines? Sorry.
Centerlineweeds, maybe.Lineupon
theweeds. Pushupthethrottle.Aut-
ofeather? Hopenot;onlyhaveone
feather. Tail comesup. Howmany
airlinerscandothat?Therunway
thatwas hiddenbehindtheengine
appears.Thendisappears. Coupleof
hundredfeet toflight. Again, how
manyairlinerscandothat?Gearup?
Nope. Theyareweldedwherethey
needtobe; leavethemalone, thank
you. Flapsup?Not!
"Contact departure control?"
Sure. Wavetothesmallgroupthat
alwaysgatherswhentheStearman
flies. Don'tputyourarmouttoofar
intheslipstreamthough.You'rego-
ingdarnnearninety. Yourarmwill
involuntarilyconformtotheslip-
~
\
\
)r-v-
stream if you're not careful.
VORl Transponder? Radar vec-
tors? VNAV? RNAV? MLS? Naw, just
roads, rivers, towns, and mountains.
Settle in. Noise. Wind. Slow mov-
ing scenery. Guyon the combine
disappears beneath the leading edge
of the lower wing. He reappears
shortly beneath the trailing edge.
Guy in the boat in the river makes a
U-turn and stops. I watch the wake
dissipate. I look up. Blue sky. My
goggles just about blow off my face.
This is flying; this is fun. It just does-
n't get any better than this. It just
doesn't. I fly on to make it last; I am
lost in joy .. .
Return for landing. Vectors to the
localizer and couple up the autopi-
lot. Right! Line up on final. Runway
disappears behind the round motor
up front. Pick out some landmarks at
the end of the runway I know are
there. Grass rushes by under the
lower wing. Wheels touch and I be-
gin talking sternly to my airplane.
"Go straight. Go straight. Go
straight. Don't you even try to swap
ends." It goes straight. I don't use
the anti-skid.
Taxi to the hangar. Don't have to
use the hydraulic system (the
brakes, remember?). Just throttle on
back and she comes to a stop. Shut
her down. Don't move. Just sit
there. Listen. Light breeze. Engine
crackles. Reflect: this is living; the
world would be a better place if
more people could experience this.
It really would.
Push her back in the hangar; gotta
go fly the airliner tomorrow. SophiS-
tication. Structure. Weather. Traffic.
Don't get me wrong; I love what I
do. I know it would be difficult for
an airline to show a profit with a
fleet of Stearmans. But nowhere in
the operations manuals, the stan-
dards manuals, or the FARs does the
word 'fun' appear. When is the last
time you heard the FAA use that
word? So I just went out and made it
so. You can too. All you need is a
small airplane-I prefer fabric and tail-
wheels but I certainly won't
begrudge you metal with a nose-
wheel-to fly off a small airport far
from a city on a nice day. It's where
it's at. Promise.
Back to the airline ground school
instructor/friend Chakerian. Remem-
ber? The square root guy? I think I
can lead him to the truth. In fact, I
know I can because he said he'd buy
the gas. I have him studying for my
ground school. I'm gonna ask him,
"How many wings does a Stearman
have?" Answer: enough to fly just for
the fun of it.
(Editor'S Note: Lauran's article origi-
nally appeared in the Stearman
Restorer's Association newsletter.) ~
VINTAGE AIRPLANE 11
PASSIT TO BUCK
by E.E. "Buck" Hilbert
EAA #21VAA #5
P.O. Box 424, Union,IL60180
Losingand Learning
We lost a good friend this week,
former EAA Museum Foundation Di-
rector, radio personality and good
friend, Bob Collins.
In addition to being an avid sport
pilot, motorcyclist, and advocate of
free speech, he was a friend to seem-
ingly everyone. We all felt he was
our personal radio announcer/com-
mentator and that he was our
personal champion.
His demise was and is a tragedy.
Maybe it could have been avoided,
but rather than speculate or point
fingers, perhaps we should review
some of our basic flight instruction.
I was taught from the very begin-
ning of my flight instruction to never
fly in a straight line. Climbing turns
and gliding turns were for the pur-
pose of vigilance. Climbing or
descending in a straight line was
dangerous, because you could climb
up into an unseen aircraft above you
or descend into an aircraft below
you.
I had all but disregarded that
when I became an airline pilot, until
that one day when we were climbing
on course at cruise speed and had a
near miss.
I was an experienced copilot, my
captain an old-timer, and I hasten to
add, one of the best. We were run-
1 2 MARCH 2000
ning a little behind schedule (what
else is new) and in an attempt to
make up the time, were climbing on
course at cruise speed.
Captain Joe was using the PA sys-
tem, telling the passengers what we
were doing and how we were going
to make up as much time as possible.
As he was talking he was hand flying
the airplane and giving most of his
attention to his speech. We all do
this; there aren't many people who
can efficiently talk into a micro-
phone and give full attention to the
matters at hand, too. Take a look at
the cars weaving to and fro while
somebody talks on a cell phone! As a
matter of fact, there is legislation
here in Illinois that allows the police
to intervene if they spot someone
talking on a telephone while driving.
Something attracted my attention
just above the center of the wind-
shield. It was an ADF teardrop on the
belly of a DCA and it was only a few
feet above our airplane. His cruise
speed and our climb-cruise speed
were the same. I could see the rivets
on the belly ... we were that close!
I began to apply forward pressure
on the yoke. Captain Joe began to
pull, I pushed a littl e harder, and
since he was talking on the PA sys-
tem, I didn't want to make noises
that would alarm the passengers. I
pushed a little harder, he pulled
harder, and I kept looking at that
ADF dome and those rivets until he
finally looked over at me and I mo-
tioned for him to look up...
He PUSHED!
We both sat there hyperventilat-
ing with the realization that we had
come very close. I don't recall our
ever filing a report on this. Maybe if
we had it would have prevented the
incident that happened just a few
weeks later over South Bend, Indi-
ana.
Same scenariO, a different crew,
again a UAL Convair 340 climbing
on course. They came right up under
an American Airlines 240, sticking
their topside antennas into the belly
of the airplane. The minor structural
damage and the resultant sudden de-
compression almost blew both
airplanes away. Equipment, logbook,
hats and coats went out the hole in
United's Convair, and the radios
were inoperable because they lost
their antennas.
Baggage and cargo blew out of the
belly of the other Convair.
Both airplanes made safe landings,
-Continued on page 25
Reserve '99
drbdrd dnd [d Moore, of West Mystic, Connecticut, At ledst dccording to
ever, you grown mdny Moore siblings dre, dll SdY dn older Moore brings
count to four. SdY older consistently dll of pdrent's dttention. rest of world
dS To it's simply sibling.
By Budd
VINT AGE AIRPLANE 13
T
hese days, the Moore children
and Ed's 93-year-old mother
point at the Howard with a cer-
tain amount of pride. After all, the
judges selected it as Reserve Grand
Champion -Antique, at the annual
beauty contest in Oshkosh, 1999,
thus making it the last such Cham-
pion of the millennium.
The Moore children aren't really
jealous and the Howard is far from be-
ing the first airplane in their lives
which shared in their parent's affec-
tion. Airplanes have been part of the
Moore tradition since long before they
were born, so, they've grown up with
airplanes as part of their tribe.
Ed Moore, a native of Queens, New
York had to have been born with a se-
vere case of "aviationitis" as being an
aviation nut in the five boroughs of
NYC isn't as easy as elsewhere in the
140. For his instrument ticket, he
jumped into the then sophisticated
Piper Tri-Pacer. By that pOint he was
hooked on aviation and, after going
to college at Queens College, got his
first paying job ferrying new aircraft
out of Piper's Lock Haven plant to
dealers all over the country. Then, it
was out to the very tip of Long Island
where he was flying air taxis out of
Montauk Point.
Ed continued building time until
he finally found himself in the right
seat of an airliner, which was his ca-
reer until retiring a few years ago.
During his quarter of a century with
the airlines he flew nearly everything.
At the beginning he was looking out
at the whirling props on his DC-3's
and his final assignment was flying L-
1011's across the pond to Europe. The
technological progress was enormous.
friend, Paul Gillman, figured heavily
in bringing the Fleet back to life as he
did in the later Howard project. Three
years later the Fleet returned to its ele-
ment with the only concessions to
modern times being a tailwheel in
place of the skid and a steel Ham-
Standard prop.
Has he had the Fleet to Oshkosh?
No because " ... it's too far, the air-
plane' s too slow and my rear end can
only take just so much."
Then one day they had the Fleet at
an airshow and they saw a yellow and
black DGA-15 Howard. Ed says Bar-
bara looked at him, serious as a heart
attack, and said, "If we ever buy an-
other airplane, that's what it's going
to be." The seed was planted.
That was 1982 and they began dis-
cussing the possibility of a Howard
with friends, one of whom called and
...thfYsawaYfllowandblackDGA-15I1oward.(dsaysBarbaralookfdathim,sfriousas
ahfartattack,andsaid,ulfWffVfrbuyanothfrairplanf,that'swhatit'sgoingtobf!'
country. To even begin to get out
where grassroots airports exist means
a serious pilgrimage out of town. In
the late 1950's, however, when Ed was
still in high school and coming to
terms with his affliction, there was
still one airport which existed within
the New York City proper. Designated
Flushing-Queens Airport, most of the
locals usually referred to it as Speeds'.
It was tucked between the buildings
just on the other side of the East River
and no matter which direction the
student looked on downwind, he was
staring at lots and lots of buildings.
On final, the runway looked like a
slash through the Alaskan bush except
the trees were made of concrete. We
won't even mention the other airport
just a few klicks down the road - La-
Guardia! Very intimidating. But it was
heaven for a young Ed Moore.
Flying out of Flushing, Ed rapidly
soloed a J-3 Cub, then got his private
and commercial licenses in a Cessna
14 MARCH 2000
Ed and Barbara make no bones
about the fact that even though Ed
made his living flying the most ad-
vanced aircraft available, their hearts
were with airplanes of a different age.
In fact, when they decided to buy
their first airplane it was a Fleet Model
1 which had been "updated," mean-
ing its creaky old 110 hp engine had
been replaced with a 125 hp Warner.
Ed says his choice was driven by
" ... grass runways and old fashion fly-
ing," and Barbara is quick to chime in
" ... and round motors. Don't forget
round motors."
The Fleet was a flying airplane
when they got it, but it had never
been fully restored, having had a se-
ries of Band-Aids applied over the
years. They flew for a few months, just
enough to convince themselves it was
a worthwhile project, then took it
apart and dragged it into their garage.
Ed says it was a " .. .family project
with everyone involved." A good
told them about a ground looped
Howard somewhere out in the Mid-
west. They went out and looked at it.
Deciding it was a good project for
them, they put a down payment on it
and went home thinking they had an
airplane. Then came another call that
told them the seller had decided to
sell it to someone else despite their
down payment. The Moores were not
happy people. They were, however,
now serious about finding a Howard.
The trail for the "right" airplane led
them all over the country and eventu-
ally to Eureka, California. Here, too,
even though the airplane was a
"...clean, solid airframe that was a fly-
ing airplane," they were to be
disappointed. After three hours of ne-
gotiating, they couldn' t get the price
down to what they wanted to pay.
Turning their back on the airplane,
they drove into town and were sitting
at a diner over breakfast when Ed says
Barbara looked across the table at him
Hulking grace.
The Howard
DGA-15 looks
instrument panel
shows the airplane's
Navy instrument train-
er heritage and the
unique control yoke
pedestals protruding
from the panel add to
the beefy image of the
VINTAGE AIRPLANE 15
and said, "You know, you're a jerk!
You're less than $2,000 apart. We've
spent more than that looking at air-
planes and this is a good airplane. Go
buy it!"
Ed took the hint, left his eggs to
cool, and went to a pay phone where
he bought the airplane.
"The owner didn't want me to fly it
from the left seat and I'd never flown
16 MARCH 2000
one. So I did five or six touch and goes
from the right seat and that was it,"
Ed says.
The owner had been flying the air-
plane for 27 years and really didn't
want to sell it but, " ... he needed a hip
replacement and didn't have insur-
ance. He'd never seen the airplane
fly until I took off with it. Barbara
was with him, as she had to return
the rental car, and she says he had
tears in his eyes. We felt terrible. Ab-
solutely terrible. So, next year, we're
taking the airplane back to Eureka
and let him fly it."
The airplane was painted brown
with Day-Glo registration numbers
and on two of the three fuel stops on
the way home, Ed says people said,
"Wow! With numbers like those we at
least know you aren't running drugs."
One of the first things they did when
they got home was to repaint the liN"
numbers a more subtle color.
The airplane proved to be a solid
performer and they flew it for nearly
six years before deciding to rebuild it.
They had it at Sun 'n Fun twice, each
time with a sign displayed that said,
"Some day we're going to rebuild it."
They still have the sign and are think-
ing of continuing to display it with
the airplane. Of course, the logical re-
sult of that will be people looking at
the now nearly perfect airplane and
saying " ... rebuilt it? To what!?"
Originally a Navy NH-1 trainer, the
Moore's Howard had always been in
dry climates. After being surplused in
1946, the airplane went immediately
to Klamath Falls, Oregon, then to the
previous owner in Eureka, California
which make the Moores only its
third civilian owner. The airplane
had always been hangared, some-
thing which Ed says contributed to
the basic airframe being " ... almost
perfect inside. There was no corro-
sion or rot anywhere."
What they did discover, however
was a substantial crack in the left
main spar. This was found by Mark
Grusauski, North Canaan, CT, who
was their choice to do most of the re-
build. Once the Moores start talking
about Grusauski, it's obvious it is
more than simply a professional rela-
tionship. In fact, Ed is so enthusiastic
about Mark's skills and dedication to
the project he said, "I love that kid.
Absolutely love him."
Grusauski runs a company named
Wing Works, but Ed says airplanes
aren't Mark's business, they are his
life and it shows on the Moore's
Howard. They are so concerned that
Mark knows how much they appreci-
ate his work, that the championship
trophy is going to stay at Mark's for
the first year.
Grusauski, who is 39 years old,
opened up the damaged wing and re-
placed all but 30" of the tip of the
spar and reskinned the wing. In so
doing, he found the rest of the wood
in both wings was excellent and the
glue was holding up perfectly. He
stripped the rest of the airplane
down to nothing, sand blasting and
painting as he brought the airplane
back up. All of the metal fairings
were replaced, which shows his skill
with the English wheel.
Everything which carried elec-
tricity in the airplane was replaced
by Paul Gillman who also did all of
the systems.
Mark subbed the fabric work on the
tail out to noted antiquer jim jenkins
who also did the final paint along
with Mark.
When discussing the paint, Ed gets
a little more intense, as the experience
of painting the airplane turned out to
be fairly intense. The color they se-
lected started out as a 1997 Corvette
red. Somewhere along the line, they
found the paint supplied for the metal
didn't match what they'd already shot
on the fabric. This is a common prob-
lem, but they weren't about to accept
a mismatch regardless of how minor it
might be. Ed took the rudder down to
DuPont in Delaware and they mixed
some paint they said would match. It
didn't. Repeatedly, they would shoot
a part and it would look good until
they took it outside where it didn't
match in sunlight. Finally, Mark ran
out of patience with the professional
paint mixers, and began modifying
the formula himself a little at a time.
Finally, after a solid month of mixing
and testing paint , he called Ed and
told him they'd finally hit the right
mix. Ed took one look, agreed and
they finished painting the airplane.
In doing the interior Ed had more
freedom than many do in restoring
airplanes because the lSP's were
originally military airplanes which
were all modified when surplused.
For that reason is no such thing as a
truly "standard" interior other than
the military style. Ed and Barbara de-
cided on a relatively simple interior
which they feel is " ... representative
of what Wallace Beery might have
had in his airplane." The material
used for the seats is 1940 Cord (as in
Auburn-Cord-Dusenburg) and the
headliner is 1940 Packard. They had
the interior done by john Chase of
Skin and Bones (don't you love that
name?) of Marlborough, Mass. john
really got into the project and, rather
than moving parts to his shop,
moved his sewing machine to the
airport. Barbara says, lilt was really
hot out there and John would be
working on the airplane and look up
and say 'isn't this great?'. He was
loving it."
The Moores had had the engine
overhauled by Dumont only 60 hours
prior to tearing the airplane down for
rebuild, so it was in basically good
condition. They pickled it, but when
rehanging it replaced all of the hoses
and gaskets.
The airplane flew for the first time
July 26th, only two days before EAA
AirVenture '99 was to begin. They fine
tuned it, then left for Oshkosh. "I gave
Mark his first ride at that time and
he's still grinning. To us, it's a toss-up
as to who actually owns the airplane,
us or Mark; he loves it that much.
When I left he told me to 'be careful',
which we were and are."
One of the high points for the
week, besides winning the trophy was
running down to the Howard reunion
at DuPage County Airport in northern
Illinois. There, Al Lund, who owns
two Howards himself, told the Moores
/I All the Howard owners have gotten
together and we've decided to ban
you from further gatherings." He was
laughing at the time.
So what's next for the Moores?
Well, they have a Fleet 16B in stor-
age and then there are the five
Howard projects he and a partner
brought back from Alaska. Will they
do another Howard? "If we do, we at
least now know how to do it, now."
In contacting his daughter to tell
her they'd won the award and were
going to tour the US for a little while,
his daughter told him he should get
a beeper so they can contact him
when they need him. His reply was,
/INot a chance. Did you keep in con-
tact with me when you were
sixteen?/1
So, it looks as if Howie has won
again.
VINTAGEAIRCRAPT
PALLPLY-IN
JOHN'S LANDING FIELD, SOUTH ZANESVILLE, OH
Sponsored by
EAAvintage Aircraft Chapter 22 of Ohio
By Candy Williamson
I
n east central Ohio, tucked in-
side the wooded rolling hills
and quiet farms, is a well main-
tained grass landing strip and one
of the most amiable groups of peo-
ple you'll find anywhere.
Last September, when fly-ins
across the country were winding
down for the year, the sky over
South Zanesville, Ohio was alive
with a colorful variety of aircraft
and pilots. Such has been the case
every year since 1991, when the
EAA Vintage Aircraft Chapter 22 of
Ohio began sponsoring its Annual
Antique & Classic Fall Fly-In at
John's Landing Field, approxi-
mately 60 miles east of Columbus.
The local EAA chapter was
started back in 1990 with just seven
members. As with all newly
formed chapters, the EAA allowed
the group to choose which number
they wanted to represent their lo-
cal chapter. This became one of
the first orders of business and, in a
relatively short period of time,
Chapter 22 was agreed upon. Why
the number "22?/I According to
some of the founding members, it
was for a couple of reasons: 1) the
close proximity of the group to
Route 22 in South Zanesville, and
2) the phrase "Catch 22/1-which
the members felt was a very appro-
priate description of their
organization in its beginning stages
(i.e. if something could go wrong,
it would go wrong).
In spite of the Catch 22 refer-
ence, the group had been quite
successful and active since its hum-
ble beginnings back in 1990, and
with a current membership of 35,
boasts the title of the only EAA
Vintage Aircraft chapter in the
state of Ohio.
The landing strip used for the
annual fly-in has a story all its own.
Over the years, and with support
from members of EAA Chapter 22,
friends and local neighbors, John
." .
....
Doc Smith spends few moments looking over
the business end of the KR-21 restored by the
1 ~ ~ ~ ; ~ I ~ I ~ ~ i i ~ ~ ~ : ~ ~ late Brown Dilliard, Vi Blowers and their
ill friends.
1 8 MARCH 2000
The beautiful field at John's Landing near
Zanesville, Ohio.
Here are a couple of views of Will Graff's Pietenpol,
Morozowsky, his wife Virginia and
their son, Anthony, turned what
was once a reclaimed strip mine
into their dream-a private airport
known as John's Landing. This Vaughn Hawk starts to flare for landing in his clipped-wing Taylorcraft.
grass strip has been host to a col-
lection of some of the most popular
antique, vintage, rotor Pipers, Cessnas-just to name a
and homebuilt aircraft few-have been fly-in attendees.
ever assembled. For the Many have been past trophy win-
past eight years, some of ners at such notable events as
the finest cloth and metal Oshkosh and the Sun 'n Fun EAA
aircraft, such as Wacos, Fly-In.
Ercoupes, Monocoupes, The 1999 event was held on the
Stearmans, Stinsons, sunny and unseasonably warm
weekend of Septem-
ber 2S and 26, with
N1492G. Will's from Wadsworth, Ohio.
well over 100 aircraft
participating. It was
an impressive event.
Both Saturday
and Sunday began
with a slight hint of
fog on the ground
and credit goes to
the volunteers from
Chapter 22 who
dedicated many
hours safely mar-
shalling and parking
the aircraft. Visit-
ing pilots and guests
were greeted with
the "4-star" hospi-
tality of the hosts,
good conversation
and, last but cer-
tainly not lea st,
great food! Again,
members of Chapter
VINTAGE AIRPLANE 19
From Somerset, Ohio, this is Ralph Charles' 1942
Aeronca 65-TAL Defender rolling out after landing.
Ralph is 100 years old!
weekend in his 1942 Aeronca De-
fender. At 99 years of age (and
looking forward to his 100th birth-
day which took place this past
November), Ralph currently holds
the title of oldest active pilot in the
United States. His energy
and enthusiasm was a delight
to everyone.
As mentioned earlier,
Chapter 22 is a relatively
small group, but it's clear that
their dedication and love of
aviation is as big as the sky it-
self; they should be
commended for their com-
mitment to making each of
their fly-ins a "first-class"
success. It's quite evident
that pilots and guests from
Ohio and surrounding states
find a friendly home for the
weekend at John's Landing.
Even the FAA boys have a
good time (it was rumored
that one even loosened his
necktie)!
So don't forget to mark your cal-
endar for late September 2000 and
set your frequency to 263 from
Zanesville VOR (Latitude 39 53'
55", Longitude 82 06' 37") where
great aircraft, delicious food and a
warm family welcome will greet
you at the upcoming 9th Annual
Vintage Aircraft Fall Fly-In at
John's Landing.
Tony Morozowsky gives yet another of one of his many rides flown during the annual event.
This time his passenger is Jane Williamson, a 1 O-year-old from Reynoldsburg, Ohio.
22 volunteered their time and tal-
ents over the course of the weekend
to prepare hot meals-seasoned
just right with a little homespun
humor and served with a smile
from the cooking crew-for the fly-
in attendees. A special highlight
was the huge "John's Landing" cast
iron kettle, filled with gallons of
hot bean soup and slowly sim-
mered over an open fire.
This year's attendees were far too
numerous to mention individually,
but it would be a serious omission
not to mention one fly-in partici-
pant in particular-one of Chapter
22's own members-Ralph Charles,
who roared out of the sky that
20 MARCH 2000
Dale Crites and the
Curtiss Pusher
By Richard Hill
E
noughyears havepassedsinceDaleflew theCurtiss
Pusheratanyevent, thatmanyofourreaderswill
notknowwhoDale Criteswas. Also, verylittle has
beenwrittentomakepeopleawareofDaleCritesandhis
planes. For manyyears, his Pusherwas tobe seenatal-
mostanyMidwestairevent.He asked for nospecial
handling,onlytheopportunitytofly his plane.Many
timeshewentoutwhenIpersonallythoughtitwas ask-
ingtoo much; infact, I
oncehadanargument
ingtheenginewerelike areligiouschant.Charliewould
call for anitem; Dalewouldcheckandthenanswer. It
was alsoquiteawkward for Charlietoswingthatbig
woodenpropwhilestartingthe"01' OX." When it
startedandbelchedacloudofsmokebackathim, Ire-
allywanted himtogetrightoutofthatlion'scage. But
heneverflinched. It was alwayspossiblethattheengine
wouldquitifitwascoldandhewouldhavehadtogoto
thetroubleofcrawling
backin.
Dale flies "Kaminski's Sweetheart" during the 1969 EAA air show at
about scheduling his Thefirst PusherDale
the Waukesha County airport in Wisconsin.
flights atOshkosh for
later in the day. My
thoughtsweretwofold:
first, whenyouschedule
a show, itwould seem
moreinterestingto have
thebesteventlast, after
a build-up. That also
wouldmove hisflight to
a timewhenthewind
had died down; of
course, mysuggestions
were notwanted.
Most of his flights
were mere demonstra-
tions,butjustseeingthatoldplaneinflightwasacrowd
stopper.ForusMidwesteners,itwascommonplacetosee
Dalegetintheseatandpulldownhisgoggles, necessary
ofcoursebecausehewas first inlinewheneverabugwas
outcavortingaround. We wereaccustomedtowatching
JudgeCharlieDeweyclamberthroughtheproliferation
ofbamboo,wingstrutsandwires toget in positionto
pullthepropontheoldOX-So
Theircallsbackandforthwhile primpingandprim-
flew was called the
"Sweetheart" by its
owner, DickKaminski,
whostartedflyingitin
a. 1912.He manydemon-

J:: strationswiththeplane
but ventually it was
c:
damaged, storedandfor-
gotten.Manyyears later
someonefound itand
beganarestoration. Lit-
tle was doneand Dale
tookovertocomplete
the restorationandbe-
gin flying the plane.
Dale andhistwinbrother, Dean, borninJanuaryof
1907,wereiconsinWisconsinaviation, havingbeenac-
tivesincethe late 1920s.Theirflyingschoolwaswell
knownandmanyMilwaukeeaviatorsowe theirindivid-
ualexpertisetothem.
TherehavebeenmanyattemptstobuildPushers, but
Dale'swould be themostaut henticbecauseitwas a
restoration, notscratchbuilt. People haveflown several
ofthemwithmodernengines, andto methatwouldbe
VINT6r..F61J1PI6t-.IF ?1
Dale arrives with the Pusher loaded on the trailer and on top of his
Dale and the F-117 crews who came to visit EAA Oshkosh '90.
Chevy Kingswood Estate station wagon. Just as in the days of old,
Dale would transport the Pusher from event to event, rather than
endure a cross-country flight with the Pusher.
like having a tractor pulling a one-
horse-shay. One guy was even so
crass as to build a mini-pusher and
also use a modern flat-four engine.
Tom Murphy of The Dalles, Ore-
gon was a lot more accurate while
building a Pusher to re-create an
early event. He flew the 80th an-
niversary of a flight from the post
office building in Vancouver, Wash-
ington to nearby Pearson Field with
a trusty OX-5. That field was the site
where a crew landed after a nonstop
polar flight from Russia in 1934.
The Curtiss OX-5, a water-cooled
aviation engine, was designed and
built before WW 1. It developed 90
hp at 1,400 revolutions per minute.
With prop, hub, water, oil and all, it
weighed nearly 400 pounds. That
gave a very poor power to weight ra-
tio. Even so, the engine flew more
than a generation of aviators. Many
of those engines are still going. For
example, at the annual Midwest An-
tique Airplane Club meeting at
Brodhead, Wisconsin, six water-
cooled engines are constantly in the
air. In a personal interview with the
late Steve Wittman, he told me that
he flew an OX-5 powered Pheasant
in the Transcontinental Race. He
said that there were two positions
for the throttle: closed and open!
The Curtiss OX-5 was the most
produced aircraft engine for WW-I.
Literally thousands were built and
most of them went into the Curtiss
"Jenny," the principal flight trainer
for the U.S. Army. From 1919 on,
Understandably, the security around the Stealth fighter was tight. Here, two of
the security force gendarmes stand watch over Dale and his Pusher.
the Jenny was the star of weekend
fairs and fly-in events all over Amer-
ica. The next decade saw the OX-5
engine in almost every new plane
that was built. By 1930 supplies of
new OX-5s were nearly depleted.
Other, more powerful engines be-
came available and the OX was
largely forgotten.
But not the pilots that it trained.
They were the "Barnstormers." They
became the pilots who gave thou-
sands of people their first glimpse of
the ground from high in the clouds.
These same pilots were to be the
flight instructors who trained the
next generation destined to head off
to war. General Hap Arnold started
looking for "a few good men" to do
the wartime training in the late
1930s, and Dean and Dale were there
for all of that wartime training and
for the years afterward. They contin-
ued and were going strong when
Dale lost a battle with cancer in Feb-
ruary 1991. Dean is still with us, a
patron saint of aviation. He attends
most all of the nearby aviation
events and is ever a promoter of avi-
ation, sharing his knowledge with
anyone bright enough to ask a ques-
tion.
In the early twenties, when the
Navy needed a more powerful en-
gine in their modified Jenny
seaplane, the OXX-6 was produced.
A second set of spark plugs was
added and the cylinder bore was in-
creased 1/8". Turning 1,500 rpm, it
22 MARCH 2000
Three "Pushers" from different eras-The 1911 Curtiss Pusher, the Fairchild A-1 0 Thunderbolt
(rear) and the F-117 Nighthawk.
VAA Director Jeannie Hill stands with one of
her favorite pioneer aviators, the late Dale
Crites of Waukesha, WI.
produced 102 to 110 hp.
Another development from this
engine was the air-cooled Tank con-
version. Two brothers from
Milwaukee, Frank and Al Tank took
an OX-5 and removed the original
cylinders, replacing them with air-
cooled units that they had cast. This
engine developed 115 hp. Several are
still airworthy.
The OX-5 Robins, Birds, Wacos,
Travel Airs and many other types
carried a generation of commerce
while awaiting the development of
the Ford, Stinson, Fokker and other
trimotors; trimotors because engine
power did not grow as fast as the
need for mass transportation.
When Dale toured with the
Pusher, he would drive on site,
pulling a trailer with the plane folded
inside. The Pusher was built in 'ready
to assemble' sections because, in the
early days, no one ever went very far
by air. It was much safer and much
less expensive to haul it cross-coun-
try than it was to fly it. In the old
days, the airplanes were often
shipped by rail.
Even so, at one local fly-in, Dale
departed to make a 20 mile cross-
country flight while taking the
Pusher back to Waukesha Airport
where he had restored it.
Dale and the Pusher came into
the spotlight each time with no
fanfare, and left the same way.
Sometimes he would slip away, not
wanting to bother anyone who was
watching the air show, saying good-
bye to no one. On arrival at an
aviation meet, there would be a
scurry as the plane was unloaded
and assembled. Then the real show
would start as he climbed on and
Charlie squeezed through the fly-
ing wires. The plane sat on tricycle
landing gear. The nose wheel was
not steerable, so Charlie had to
walk with the plane to the takeoff
site and steer it by pulling the tail
down and swinging it. The same
was necessary on return.
During the years they re-cre-
ated two other very important
events. One by taking his daugh-
ter for a ride, seated beside him
on the leading edge of the wing-a
feat that had not been accom-
plished since the days when these
planes were new.
The other was the re-creation
of Glen Hammond Curtiss' first
"Hydroplane" flight from Keuka
Lake, New York. Hammondsport
is located at the southern tip of
the lake and that is also the site
of the Curtiss Aviation Museum.
During the water portion of that
event, the noisy powerboat oper-
ators who wanted a close-up look
gave him no consideration. They
created heavy, dangerous wakes but
Dale was unruffled. During this
event a smaller steel replica of
Glenn Curtiss' original Pusher was
unveiled near the shore.
During the 1990 EAA Conven-
tion, Jeannie Hill asked Dale if he
would like to have a photo session
with the "Stealth Fighter." After a
short discussion, the plane was
moved and Jeannie took the photos
for this article with the pusher and
the big jet. Actually, look closely-
the Stealth and Curtiss are a pair of
"Pushers."
Here we have photos of what is
actually the oldest, most primitive
aircraft in Wisconsin and the
newest, most scientifically de-
signed, transsonic, laser guided
aircraft in the world. Parked to-
gether at the 1990 Convention,
they demonstrate the extremes of
technology. The "Sweetheart" is
displayed in the EAA AirVenture
Museum and the Stealth is proba-
bly doing reconnaissance over
Bosnia.
Dale built three more of these
planes after retiring the Sweetheart.
One is at the Curtiss Museum in
Hammondsport. Another can be
viewed hanging from the rafters of
the airline terminal at Milwaukee'S
Mitchell Field. The other remaining
pusher is owned by Dale's son and
is stored on the West Coast.
VINTAGE AIRPLANE 23
YSTE
PL N
by H.G. Frautschy
CoffmanOX-5Monoplane
December's Mystery was much
more difficult than usual, with Sam
Burgess and Marty Eisenmann send-
ing us these answers.
Marty had it right:
" .. . I have to guess the December
MP is the Coffman OX-5 monoplane
No.3. The reference is from Ceo. Cood-
head's articles in March 1987 and July
1990. Quite comprehensive!"
Marty E.
Alta Lorna, California.
Sam may have missed it but his
answer was fun anyway!
''It certainly not a Curtiss Robin, but
I believe it to be an Overcashier with a
Waco 10 cowl; I have no history on it.
There was one in the Detroit, Michi-
gan area in the late 1930s, and it won
and OX-5 race in Pontiac. In this event
I flew a Travel Air along with a Robin,
two Waco lOs, a Fairchild KR-31 and
another Travel Air. With a solo license,
I would do anything for free flying time.
As my aircraft was the slowest, the pro-
moter of the race offered me $5 to break
a bag offlour over the side of the cock-
pit to simulate a fire and tum away at
the third circuit.
Those old birds had grease and oil
all over them and I had placed the bag
on the floor but when I reached for the
bag, the oil soaked bottom gave way
and the flour exploded in the cockpit. I
could not see as the flour had turned to
dough in my eyes, so knowing how sta-
The unusual wingtips on this pioneer era Mystery Plane should be a strong clue for those of you who enjoy reviewing
the early days of aviation.
Send your answers to: EAA, Vintage Airplane, PO Box 3086, Oshkosh, WI 54903-3086. Your answers need to be in no
later than April 25, 2000 for inclusion in the June issue of Vintage Airplane.
You can also send your response via e-mail. Send your answer to vintage@eaa.org
Be sure to include both your name and address in the body of your note, and put "(Month) Mystery Plane" in the sub-
ject line.
24 MARCH 2000
ble this old bird was, I just let go of
the stick and added full power and re-
covered in somewhat level flight.
The promoter and crowd were
pleased and I'm still/ooking for my
five bucks.
It it's not the Overcashier, it makes
for a good story anyway!
Sam Burgess
San Antonio, Texas
Most everyone else thought it
was the Overcashier as well, and
they do look very similar, but a
close look at the tail surfaces con-
firmed the original identification
of the photo, which came from
the collection of Charles Trask.
Other answers were received by:
Brad Larson, Santa Paula, CA; John
Kennelley, Norwalk, IA; Robert F.
Pauley, Farmington, MI .....
Coffman Model A Ranger
J
I I
u
<
COFFMAN OX-S
MONOPLANE
SPECS.
Wing Span 37 ft.
Length 23 ft., 6 in.
Wing Area 247 sq.ft
Airfoil Modified Clark Y
Gross Weight 2, 1321bs
Cruise Speed 120 mph
Landing Speed 38 mph
I \
- u
>
-Pass it to Buck - from page 12
but again it could have been cata-
strophic. There were full loads on
both airplanes, plus the crews.
The point I am making is that
simple climbing turns and better
vigilance could have been a decid-
edly smarter action in both these
cases. That refresher of the basics
served me for the rest of my career
I and still does to this day.
I Another lesson that needs reiter-
ating is the straight-in approach.
Tower or no tower, in my mind it's
aNONO!
Again, coming straight-in,
whether you're talking to what you
think is your traffic, the tower or are
just plain no radio, that operation is
absolute folly. This may be what
happened to my good friend, Bob.
He was cleared for a straight-in and
for whatever reason, he lost sight of
the other airplane after acknowledg-
ing it s prese nce. During t he NTSB
press conference, they detailed the
timeline of the accident. Less than a
minute lat er during his approach,
he and the other pilot came together
as they were both on final approach,
only 1. 9 miles from the end of run-
way 23 at Waukegan, IL.
Take that extra two or three min-
utes. At an uncontrolled field, do a
360 overhead and study the run-
way, look for obstructions and other
traffi c. Controlled Field? Ask for a
base leg or downwind entry -look-
ing out the widows during the turn,
you may di scover someon e n ot
where the tower controller thought
they were.
LOOK!
Check the entire traffi c pattern,
don't drag the downwind out so far
that you have a miles long final and
if you do, do some "S" turns and
check all sides, especially below. A
midair can ruin your whole day. Be-
sides, we need all you EAA members,
in ALL the Divisions, not just Vin-
tage!
Over to you,
f( .r
c.!C..-'(.(ck
VINTAGE AIRPLANE 25
WHATOURMEMBERSARE RESTORING
byH.G. Frautschy
.. .
TIM LEBARON'SJ-SA
Indiana's had its share of snow this past winter and Tim
LeBaron of Sheridan, Indiana has been having a grand old
time with his 1940 Piper ]-5A slippin' along on SC-2 skis.
This particular J-5 is powered by a 90 hp Continental, has
been domiciled in Wisconsin nearly all of its life, until it was
brought to the Hoosier state a year and a half ago.
RARE TRI-CON
This pretty grass field in Iowa is the setting
for Sheldon Kongable's Champion Tri-Con; one
of only 5 still registered with the FAA. Sheldon
has a Continental 0-200 engine installed in his
7]C, replacing the original C-90. The unusual
"half-tailwheel" configuration of the 7JC was an
effort by Champion to make the airplane more
docile on the ground, but the concept never did
catch on. There were only 22 built in 1960.
Most were converted to the 7FC standard tail-
wheel configuration.
26 MARCH 2000
WACO TREK
By Pat Quinn
Famed aviation artist Matt Jefferies (VAA
4026) of Studio City, California recently
donated his pristine 1935 Waco YOC N
540Y to the Virginia State Aviation Mu-
seum in Richmond, Virginia. Shown here
in the photo before its donation is Matt
and his wife, Mary Ann.
Bought in 1967 at Reno, Nevada, the
Waco was in pretty sad condition when
it was ferried to the Santa Paula Airport
by Matt and renowned aviation illustra-
tor Bob O'Hara. He started an immediate
restoration, doing much of the work
with the help of his friends. The Waco's
first post-restoration flight took place in
April 1977.
Growing up in Richmond, Virginia, Matt had admired
the beautiful high-gloss black and white Waco cabin bi-
plane of Joseph Cannon, producer of Cannon towels.
That was the paint scheme Matt chose to duplicate on
his Waco.
The YOC is powered with a 225 hp Jacobs. NCl7740
was purchased new in 1935 by the Adjutant General of
the state of Indiana.
Arriving in California during 1952 with his wife Mary
Ann, Matt became a technical illustrator and artist for
Air Progress, working for the magazine until 1962. He be-
Nixon Galloway photo
came an art director for Desilu Studios and in 1963 he
designed the starship Enterprise for the famed Star Trek
television series. (Another aviation notable had a hand
in the creation of the Enterprise - Volmer Jensen's shop
built the model of the spacecraft for Desilu.) Matt re-
mained there through 1967 and the first 79 episodes. He
often says the Enterprise paid for his Waco.
He decided to donate the Waco to his home state avi-
ation museum as his flying career was coming to an end
due to declining eyesight. Corporate pilot Freed Chisolm
and Joanne Vest delivered it to Richmond.
ARARE SET OF FLOATS
From Kenai, Alaska come these two pictures of a set of
Lange 2425 floats, complete with Stinson L-5 rigging.
Tony Lange of Milwaukee, WI during WW-II built them.
These shots were sent in by Dale Aldridge, 47910 Inter-
lake Dr., Kenai, AK 99611. The complete set is for sale.
From the photos, the floats appear to be in excellent con-
dition. About the only thing missing would be the two
nosepieces, which could be easily fabricated.
A check back in time shows that a Stinson L-5 on floats
was pictured on page 7 in the August 1989 issue of Vintage
Airplane (inset). Judging by these latest photos, the floats
in the 1989 photo is actually a set of Lange floats rather
than Edo 44-2425 floats as mentioned.
The rigging for the floats is quite a collection of pieces.
The two long pipes are the spreader bars, with the long
streamlined wires that form the "X" between the spreader
bars. On the right are the two water rudders with the rear
struts above them. The front struts are on the upper left
(with the step attached) and the diagonal struts on the left
side along with the two sets of cross wires from the floats
to the airplane.
Fly-In Calendar
The following list ofcoming events is furnished
to our readers as a matter ofinformation only
and does not constitute approval, sponsorship,
involvement, control or direction ofany event
(/Iy-in, seminars, jly market, etc.) listed. Please
send the information to EAA, Att: Vintage Air-
plane, P.o. Box 3086, Oshkosh, WI 54903-3086.
Information should be receivedfour months
prior to the event date.
May 6- RIVERSIDE, CA - Flabob Airport, EAA
Vintage Chapter 33 1st Annual Fly-In.
760/244-3350.MA Y 6 - SAN MARTIN, CA -
Wings ofHistory "Old Fashion Spring Fever
Fly- In. " ALL DA Yevent: aircraft exhibits,
jly-bys,forums, camping, great food! Wings
of History Air Museum, South County Air-
port, San Martin, CA. Call 408/683-2290 or
Gayle Womack 408/353- 1507 or www.
wingsojhistory.org
MA Y 7- ROCKFORD, IL - EAA Chapter 22
Fly-in, drive-in breakfast at Greater Rock-
ford Airport, Courtesy Aircraft Hangar.
815/397-4995.
The most reliable, rugged,
met a1- W0rl<ing equi pment
euerbuilt
When it comes
to intricate
metalwork
and detailed
shaping,
the finest
craftsmen
know the
finestbrand.
MetalAce'M
E NGLISH WHEEL S
Craftsmen know.
MAY 13 -ALPENA, MI - 7th. annual "Spring
Bust Out "jlyin/ Pancake breakfast sponsored
by EAA Chapterl021 7:30 am to /1 :30 am at
Alpena County Regional Airport (A PN) for
more information contact: Ray 517.354.5465
or Lee 517.354.2907, e-mail rbock@north-
land.lib.mi.lIS.
MAY20-21- WINCHESTER, VA -EAA Chap-
ter 186 Spring Fly-ln. Winchester Regional
Airport, 8:00 am - 5:00 pm. Pancake break-
fast both days:8: 00 am - 11 :00 am. Static
display ofvarious aircraft including classics,
homebuilts, antiques and warbirds. Airplane
and helicopter rides. Aircraft judging, chil-
dren 's play area and ongoing activities.
Concessions, souvenirs, and goodfood. Info:
Tangy Mooney at 703/780-6329 or
EAA 186@netscape. net
MAY21- WARWICK, NY -EAA Chapter 501
Annual Fly-In at Warwick Aerodrome (N72).
10:00 am - 4:00 pm. Unicorn 123. O. Food,
trophies will be awardedfor the different
classes ofaircraft. Registration for judging
closes at 2:00 pm. Info: Harry Barker,
973/838-7485.
MAY 21 - ROMEOVILLE, IL - EAA Chapter
15 Fly-In Breakfast, 7:00 am - 12 Noon at
Lewis Romeoville Airport (LOT). Contact:
Frank Goebel 815/436-6153.
May 26-28 - WATSONVILLE, CA - Chapter
119 Fly-1n & Air Show. www.watsonville-
jlyin.org
JUNE 2-5 - READING, PA - Mid Atlantic Air
Museum WW 1/ Commemorative Weekend.
Call for a free catalog showi ng our complete line of
English wheels, kits, accessories, motorized flame
cuners and bead rollers.
Manufactured in the USA by Right Angle Tool 1-800-828-2043 www.ratd.com
Reading Regional Airport. www.maam.org/
maam wwii. html Tickets at gate are $11
gate/$9 advance for adults and $3/$2.50for
children ages 6-12 (admission includes all
entertainment). A special 3-day is also avail-
ablefor $20.
JUNE 4 - ST. IGNACE, MI AIRPOR T - EAA
Chapter 560 annual "Fly/Drive-In - Steak
Out." Public welcome - 616/547-4255 or
616/238-0914.
JUNE 15 - 18 - ST. LOUIS, MO - American
Waco Club Fly-In, Creve Coeur Airport.
Contacts: Phil Coulson, 616/624-6490 or
Jerry Brown, 317/535-8882.
JUNE 24 - GRANSONVILLE, MD - 4th an-
nual Talisman Field picnic and Fly-in. Grill
items and drinks provided - bring a salad,
covered dish or dessert. Bring the spouses
and children. Info: contact Art Kudner, 410-
827-7154 or talisman@friend.ly.net
JULY 26 - AUGUST 1 - OSHKOSH, WI-
EAA ConventionlAirVenture Fly-ill. Visit
the American Navion Society in the type
club tent in the Vintage area soutlr ofthe
Red Barn. Attend annual Navion dinner and
Navion forum. Info: 9701245-7459.
AUGUST 6 - QUEEN CITY, MO - 13th an-
nual Fly-In at Applegate Airport. Info:
660/766-2644.
AUGUST 12 - CADILLAC, MI - EAA Chapter
678 Fly-In Brea!..fast, 0730 - 1100, Wexford
County Airport (CA D). Info: Jim Shadoan,
2311779-8113.
AUGUST13-18 -SANTA MARIA, CA - Amer-
ican Navion Society National Convention.
Info: 970/245-7459.
SEPTEMBER 3 - MONDOVI, WI - Fly-In,
Log Cabin Airport, Douglas 1. Ward, SI49
Segerstrom Rd., Mondovi, WI 54 755-7855,
715/287-4205.
SEPTEMBER 24 - WAREHOUSE POINT, CT
- The Antique Airplane Club ofConnecticut
presents its 21st Annual Fly-In at Skylark Air-
park (7B6). Antiques, Classics and Warbirds.
Judging and awards in 14 categories. Food,
Fuel, Flymarket, Fun! 860/379-2355. Rain
date: Oct. 1
SEPTEMBER 30 - ALPENA, MI - 4th annual
" Fall Color Flyin "jlyin / BBQ sponsored
by EAA Chapter 1021 I 1:00am to 3:00 pm at
Alpena County Regional Airport (APN) for
more information contact: Ray 517.354.5465
or Lee 517.354.2907, e-mail rbock@north-
land. lib. mi. us.
OCTOBER 18-22 - TULLAHOMA, TN -
"Beech Party 2000" Staggerwing/Twin Beech
18/Beech owners/enthusiasts - sponsored by
Staggerwing Beech Museum & Twin Beech
18 SOCiety. Info: 931/455-8463.
OCTOBER 14-15 - WINCHESTER, VA - EAA
Chapter 186 FaJl Fly-In. Winchester Re-
gional Airport, 8:00 am - 5:00 pm. Pancake
breakfast both days:8:00 am - 11:00 am. Sta-
tic display of various aircraft including
classics, homebuilts, antiques and warbirds.
Airplane and helicopter rides. Aircraftjudg-
ing, children 's play area and ongoing
activities. Concessions, souvenirs, and good
food. Info: Tangy Mooney at 703/780-6329 or
EAA 186@netscape.net
NEWMEMBERS
Glenn R. Darlington .... ... .. . ... . .
.............. York, W A, Australia
Alexandre Souza .. ...... .. . ...... .
....... Sao Jose Dos Campos, Brazil
Tim M. Brown ......... . ......... .
... ...... Prince George, BC, Canada
Bill Houghton .. . . Vernon, BC, Canada
Claude N. Fortin .......... ....... .
............ . Montreal, PQ, Canada
Ryan Duesing ... .. [rgina, SK, Canada
Dennis C. Goll .............. ... .. .
.... .... . .. . Saskatoon, SK, Canada
Tim Morgan . ... Calgary, AB, Canada
Adam Smuszkowicz . . Toronto, Canada
Terry Summach Saskatoon, SK, Canada
Bernhard Fischer . . Landshut, Germany
Alexander TrinJer . ... ... ...... .. . .
.......... Friedrichshaten, Germany
Stephen Isbister .... .. ..... ... .... .
. ..... . . Hertsfordshire, Great Britain
Gunnlaugur Karlsson .............. .
................ Reykjavik, Iceland
Thomas Blegstad ...... . .. .. ..... . .
..... Maynooth, Co. Kildare, Ireland
Johnny Johnson ..... .. Fairbanks, AK
Joe Edmondson ..... Jackson Gap, AL
Jerry L. Coates............ Mesa, AZ
Ronald R. James ........ Phoenix, AZ
John Lugten ... . ........ Tucson, AZ
Carl Pfeiffer ............ Gilbert, AZ
Cheryl M. Andrade .... . Hayward, CA
Walt Bowe ............. Dublin, CA
Robert Dean . .. ...... Lakewood, CA
Pat Dincognito ....... Union City, CA
Gerry E. Curtis ... ... Montebello, CA
Jake Gaskell. .. . .... ... .. ........ .
. ... ..... . Rolling Hills Estates, CA
Howard W. Jong .. Monterey Park, CA
Joseph P. Littlejohn .... Vacaville, CA
James E. McGee ..... Buena Park, CA
George D. Meserve, Jr. .... ... . .... .
................ Apple Valley, CA
Jerome Morse . ..... Pacific Grove, CA
Brian S. Norris .... .. .... Salinas, CA
Rodolfo Salar .. ... ... Northridge, CA
Carolyn Shields ..... Los Angeles, CA
David L. Stits . .. . .. . .. Riverside, CA
Stephen Stockebrand ... . .. Fresno, CA
Stanley Smallwood ... Long Beach, CA
Richard O. Truchinski .......... ... .
. .. ............... Santa Clarita, CA
Samuel Vail. ......... .. . .. Ojai, CA
John M. Huft ..... Pagosa Springs, CO
Kevin Lewis ............ Denver, CO
Stephen Kelly .... .. East Haddam, CT
Andrew Baran ......... Ft. Pierce, FL
Thomas A. Chaffee .... Melbourne, FL
Ronald W. Coleman .. Jacksonville, FL
James Eubanks ... .... Clearwater, FL
Marc V. Faucher .......... Largo, FL
Edward J. Grentzer. .. Palm Harbor, FL
Alex Hudall ........ . Lynn Haven, FL
Brendan Oriordan .. .... Sebastian, FL
Mike Pollock ..... . . ..... Tampa, FL
Art Rutherford .... . St. Petersburg, FL
Russell Samuels ...... Hawthorne, FL
Mark Herndon .... .... Fitzgerald, GA
Ross L. Maynard .. . . Washington, GA
John Irvine .... .... Marshalltown, IA
Paul Collins ..... ....... .. Boise, ID
Leland L. Hersh ........ Caldwell, ID
E. James Adcock ....... Naperville, lL
Black Jewell Popcorn, Inc .......... .
... . ... . ......... St. Francisville, I L
Sean Dawkins ........ Lake Forest, IL
Bruce Eckenberg . ... .. Metropolis, IL
Earl Grandmaison ........ Harvard, I L
Robert Griffith ....... New Lenox, IL
John Hrabe ... .. ..... Orland Park, lL
James Jones .... ..... ... Danville, [L
Sue Nealey ....... Downers Grove, IL
Hugh Ryan ...... . ... Wadsworth, IL
August 1. Schramel .... Park Ridge, IL
Gary A. Schulze . ... .... Vandalia, IL
Tom Wachtel ... ........ Danvers, IL
Bart Wisz .... ... ... Crystal Lake, IL
Jay N. Selanders . ... ... Leawood, KS
William Venohr ... .... Lawrence, KS
John G. Hanks ...... .. ... Baker, LA
Robert Brann .. ....... . Waquoit, MA
David B. Strait ........ Pepperell, MA
Jason D. Snyder. .... .. . Oakland, MD
Ted A. Camp .. .. ....... . Detroit, MI
Daniel J. Olah .... . . .. Huntington, MI
Michelle Pittman .. Comstock Park, MI
Robert Ryan ... .......... Attica, MI
Todd E. Trainor ... ..... Brighton, MI
Neil K. Diercks ... ... . Red Wing, MN
Matthew R. Ferrari.. Two Harbors, MN
Kevin L. Shaw .. .. Golden Valley, MN
Jeffrey R. Syring . ..... Elk River, MN
Paul S. Bunch ...... .. Columbia, MO
Robert Hill. ... .... .. Grandview, MO
Terrance Lahey .... .. St. Charles, MO
Lawrence Schilling ...... Ballwin, MO
Stewart Thomson ..... . Stockton, MO
Dean Western1eyer ... Springfield, MO
Charles R. Sullivan II .. Cleveland, MS
Joseph C. Varino III ..... ... .. .... .
........ . . .. ... Bay Saint Louis, MS
Ed Chitwood ....... .. Greenville, NC
Michael L. Corn ..... Wilmington, NC
Tobias Grether ... .. ... Asheville, NC
Danny R. Hughes . .. . ... Hickory, NC
Eugene W Williams .... . Sapphire, NC
Kevin Lockhart ... ...... Ogallala, NE
Warren Hurd ........ Washington, NH
Joseph H Gibson . .. .. . Mt. Laurel, NJ
George T. Redfern Col. ............ .
. ..... .. ..... ...... Flemington, NJ
Robert Smetana .... Elmwood Park, NJ
Philip Thompson ... Point Pleasent, NJ
Joseph C. Zullo ... New Brunswick, NJ
Donald Everett Axinn .... Jericho, NY
Greg Black . ..... ... Kerhonkson, NY
Bernard Gentile, Jr. ..... . Goshen, NY
Elgin Ketcherside .. ... Woodside, NY
Greg N. McBride ........ Oxford, NY
Ronald P. Rios ..... Fort Johnson, NY
Michael Santorelly .... .. Monroe, NY
David Smith . .. Hopewell Junction, NY
Kevin Breeden ..... .. . . Orrville, OH
Norbert Lemle .......... Toledo, OH
Bob Danielson ...... Strongsville, OH
Dan Gaston ........... Norwalk, OH
Jeffrey L. Morris . .. ..... ... ... .. . .
........... . .. Franklin Furance, OH
Thomas Neal Thomson. Cleveland, OH
Thomas R. Walker .... Grove City, OH
Bryan R Steanson ..... Claremore, OK
Mark Zulkey ........ .. . Duncan, OK
Daniel R. Benua ..... . . . Portland, OR
- continued on next page
VINTAGE AIRPLANE 29

BarbaraDymek.....................Jamison,PA
JamesFenwick ....................Oakmont,PA
DenisBreining . ....... .. ... .... .. ...Austin,IX
RobertCavnar .....................Houston,IX
JonathenFrank ......................Spring,IX
GlennJohnston .................Round Rock, IX
GeorgeHom.....................Spicewood,IX
Earl M. Jensen ....... ... ........ . .... .Pharr,IX
John A. Kaler...................SanAntonio,IX
RWMcBride......................Mineola,IX
Lloyd D.Seatvet ....................Denton,IX
LewisM.Beck.. .... .. .... ...... ... ...Eden,UI
RonA.Carter..... ... ............ .Bountiful,UI
David Edgerl y ...... .. ..... ..........Sandy,UI
JamesB. Bevill e.....................Linden, VA
JerryClaytor ........................Forest,VA
F.Elli son Comad........... .......Abingdon,VA
KurtLane..........................Reston,VA
ArtRink ............. .... ..... ...Leesburg,VA
Peter Kelley..........................Barre,VI
DavidDesmon...................Bremerton,WA
DaleKremer ............ ...........Seattl e, WA
RockyPhoeni x.....................Poulsbo,WA
Wayne Rogers ..................Bellingham,WA
Charl esJ.Becker...................Oshkosh,WI
FloydW. Schn1idt...... .. .........Cedarburg,WI
Jack D.Willi ams................LakeGeneva,WI
RobertE. Bradshaw... .. .. . ...... . ...Casper,WY
Something to buy, sell or trade?
An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elu-
sive part . . 50 per word, $8.00 minimum charge. Send your ad and payment to: Vintage
Trader, EAA Aviation Center, P.O. Box 3086, Oshkosh, W154903-3086, or fax your
ad and your credit card number to 9201426-4828. Ads must be received by the 20th of
the month for insertion in the issue the second month following (e.g. , October 20th for
the December issue.)
MISCELLANEOUS
BABBITT BEARING SERVICE - rod bearings,main bearings, camshaft bearings, master
rods, valves. Call us Toll Free 1/800/233 6934, e-mail ramremfg@aol.com Web site
www.ramengine.com VINTAGE ENGINE MACHINE WORKS, N. 604 FREYA ST. ,
SPOKANE,WA99202.
AIRCRAFT LINEN - Imported. Fabric tapes. For a 18" by 18" sample, send $10.00.
Contactforprice list. WWI Aviation Originals,Ltd.,18Joumey' sEnd, Mendon,vr05701
USA. Tel :802/7860705,Fax:802/786-2129. E-mail:Wwlavorig@AOL.com
TAIL WHEEL CHECK-OUT available in a Classic 1941 J-3 Cub, dual or solo rental.
DoskiczAircraftSpecialties,Bally, PA(610)8452366.
AUTHORIZED ROTAX REPAIR STATION, composite repairs and general maintenance.
IA mechanic on staff. DoskiczAircraft Specialties, ButterValley GolfPort(7N8), Bally,PA
(610)845-2366.
ForSale: Texacomodelairplanes, No.OnethroughSeven. All seven$595,includesS&H.
Valueincreasingdaily. 320/ 2855482. (3612)
GetOurNew anual!
PROCEDURE
MANUAL 101
forII,..
Since1958,Ceconitehasbeenthe
touchstoneoffabriccovering.Now
there'sanewsuper-clear,super-
completemanualthatmakesthe
Ceconiteprocessabreezetouse.It
tellsyouhowitworks,whichair-
planesyoucanuseiton,evenwhat
youneedandhowmuch.Ittakes
youstepbystepthroughthe
01
process,
withlotsofphotosandiUustrations
tomakeitalleasytounderstand.
Ontopofthatanyhelpyouneedis
justatoU-freephonecallaway.
IU.!@'
Plus Sblpplng lind
8886223266
www.polyfiber.com
E mall:Info@sportalr.com
fAX: 7704679413 AircraftCoveringProcess
219A Barry Whatley Way. Griffin. Georllia 30224
Flyhighwitha
qualityClassicinterior
Completeinteriorassembliesfordo-ityourselfinstallation.
Customqualityateconomicalprices.
Cushionupholsterysets
Wallpanelsets
Headliners
Carpetsets
Baggagecompartmentsets
Firewallcovers
Seatslings
Recoverenvelopesanddopes
Freecatalogofcompleteproductline.
Fabric Selection Guide showing actual sample colors and
stylesofmaterials:$3.00.
INC.
259LowerMorrisvilleRd., Dept. VA
Fallsington,PA19054 (215)2954115
30 MARCH 1999
Clark &Mary Dechant
Lakeland, FL and
Tai, Saudi Arabia
Clark is a senior
survey pilot with the
National Commission for
Wildlife Conservation
and Development
Mary is anelementary
teacher in Vancouver, WA,
Saudi Arabia and Kuwait
Clark and Mary Dechant prepare their Stearman N1177foranother ;ourney.
AUAis

approved.
Tobecomea
member of the
Vintage Aircraft
Association call
800-843-3612
"Weare notableto flythe Stearman
forextended periodsoftime, because
weworkoutofthe country.It is
convenientandveryre-assuring to
changethe status ofthe insurance
coveragewith onlya phonecall and
receive no penaltyfor making changes
to the coverage.ThankstoAUAIlook
forward to myvacation in the United
States and flying the Stearman"
- Clark and Mary Dechant
The bestis affordable.
GiveAUAa call - it's FREE!
800-727-3823
Fly with the pros.. .fly with AUA Inc.
AUA's Exclusive EAA
Vintage Aircraft Assoc.
Insurance Program
lowerliabilityandhull premiums
Medicalpayments included
Fleetdiscountsfor multiple aircraft
carryingall risk coverages
Nohand-propping exclusion
Noagepenalty
Nocomponentpartsendorsements
Discounts forclaim-free renewals
carrying<illl risk coverages
Remember,
We're Better Togetherl
AVIATION UNLIMITED AGENCY
VINTAGE
AIRCRAFT
ASSOCIATION
OFFICERS
President Vice-President
EspieButchJoyce GeorgeDoubner
P.O. Box35584 2448LoughLane
Greensboro,NC27425 Hartford,W153027
336/393-0344 414/673-5685
emoil:windsock@ool.com
e-mail:antique2@ool.com
Treasurer
Secretary
CharlesW. Harris
SteveNesse
7215East46thSt.
2009HighlandAve.
Tulsa, OK 74145
AlbertLeo,MN56007
918/622-8400
507/373-1674
cwh@hv5u.com
DIRECTORS
RobertC,BobBrauer
9345S. Hoyne
Chicago,IL60620
773/779-2105
<>-mail:phatopilot@aoI.com
JohnBerendt
7645EchoPointRd.
CannonFoils,MN55009
507/263-2414
JohnS.Copeland
1 ADeaconStreet
Northborough,MA01532
508/393-4775
e-mail:
copelandl@juno.com
PhilCoulson
28415SpringbrookDr.
Lawton.M149065
616/624-6490
RogerGomoll
321-1!2S. BroadWay#3
Rochester.MN55904
507288-2810

DaleA.Gustafson
7724ShadyHill Dr.
Indianapolis,IN46278
317/293-4430
JeannieHill
P.O. 80x328
Harvard,IL 60033
815/943-7205
SteveKrog
1002HeatherLn.
Hartford,WI 53027
414/966-7627
e-mail:sskrog@ool.com
RobertD,BobLumley
1265South 124thSt .
Ilr'ookfield,WI53005
414/782-2633
e-mail-
lumper@execpc.com
GeneMorris
5936SteveCourt
Roanoke,TX 76262
817/491-9110
e-mail: n03capt@flash.net
DeanRichardson
6701 ColonyDr.
Madison,WI 53717
608/833-1291
dar@resprod.com
GeotfRobison
1521 E. MacGregorDr.
NewHaven,IN46774
219/493-4724
e-mail:chiefl025@aol.com
S,H,"Wes"Schmid
2359LefeberAvenue
Wauwatosa,W153213
4141771-1545
shschmid@execpc.com
DIRECTORS
EMERITUS
GeneChase E,E,BuckHilbert
2159CarltonRd. P.O. Box424
Oshkosh,WI54904
Unian,IL60180
920/231-5002
815/923-4591
e-mail:buck7ac@mC. net
ADVISORS
DavidBenne" AlanShackleton
11741 WolfRd. P.O. Box656
GrassValley,CA95949 SugarGrove,IL60554-Q656
530/268-1585 630/466-4193
antiquer@inreach.com 103346.1772@cOfr\)USerVe.com
ServicesDirecton' _
EnjoythemanybenefitsofBAAandthe
BAAVintageAircraftAssociation

EAAAviationCenter,POBox3086,OshkoshWI 54903-3086
Phone(920)426-4800 Fax(920)426-4873
WebSite:http://www.etul.organdhttp://www.airventure.org E-Mail:vintage@etul-org
EAAandDivisionMembershipServices
800-843-3612 .....FAX920-426-6761
(8:00AM-7:00PM Monday- FridayCST)
New/ renewmemberships:EAA, Di visions
(VintageAi rcraftAssoci ati on,lAC,Warbirdsl.
Nati onalAssoci ati onofFli ghtI nstructors
(NAFI)
Addresschanges
Merchandi sesal es
Giftmembershi ps
ProgramsandActivities
EAAAi rVentureFax- On-DemandDirectory
," ,,," .. . .." .,,,,,,," ,,,,,732-885-671 1
AutoFuelSTCs ,,,,,,,,,,,,,,,,920-426-4843
Buildirestoreinformation """ 920-426-4821
Chapters: locating/ organi zing,.920-426-4876
Educati on.... . .,",.,,.,."., . 920-426-6815
EAAAirAcademy
EAAScholarships
EAAYoungEagl esCamps
Fli ghtAdvisorsinformation..,,,920-426-6522
FlightInstructorinformation ,,,920-426-6801
Flyi ngStartProgram .. . ... .920-426-6847
LibraryServiceslResearch ,,.. . .920-426-4848
MedicalQuestions.,,,,,,,.,. . .920-426-4821
Techni calCounselors.,.,,.,.,.920-426-4821
YoungEagles.""",..."."" 920-426-4831
Benefits
AircraftFinancing(Textron) "", 800-851-1367
AVA . ."""""",. ,,,,, , ,,,, 800-727-3823
AVEMCO .. ., .,"",....,.." .800-638-8440
TermLifeandAccidental . ... .,.800-241-6103
DeathInsurance (HarveyWatt&Company)
Edit orial
Submittingarticle/ photo;adverti singinformati on
920-426-4825......FAX920-426-4828
EAAAviationFoundation
ArtifactDonati ons..,,,,.,.....920-426-4877
Financi alSupport ,.,,..,.,,,.. 800-236- 1025
MEMBERSHIPINFORMATION
EAA
MembershipintheExperimentalAircraftAssociation,
Inc. is$40foroneyear,including12issuesDfSPORT
AVIATION,Familymembershipisavailableforanaddi-
tional$10annually, JuniorMembership(under19
yearsofage)isavail ableat $23annually,All major
creditcardsacceptedformembership,(Add$16for
ForeignPostage.)
VINTAGEAIRCRAFTASSOCIATION
CurrentEMmembersmayjointheVintageAircraft
AssociatonandreceiveVINTAGEAIRPLANEmaga-
zineforan additional$27peryear.
EMMembership,VINTAGEAIRPLANEmag-azine
and oneyearmembershipintheEAAVintageAir-
craftAssociation is availablefor$37 peryear
(SPORTAVIATIONmagazinenotincluded). (Add
$7forForeignPostage.)
lAC
Current EAAmembersmayjointheInternational
AerobaticClub,Inc.Divisionand receiveSPORT
AEROBATICSmagazi ne foran additional$40
peryear,
EAAMembership,SPORTAEROBATICSmagazine
and oneyearmembershipinthelACDivision is
availablefor$50 peryear(SPORTAVIATIONmag-
azine not included). (Add $10 f or Foreign
Postage.)
WARBIRDS
CurrentEMmembersmayjointheEMWarbirdsof
AmericaDivisionand receiveWARBIRDS magazine
foran additional$35peryear,
EAAMembership,WARBIRDS magazineand one
year membership in the Warbirds Division
is availablefor$45 peryear(SPORTAVIATION
magazinenotincluded) .(Add$ 7forForei gn
Postage.)
EAAEXPERIMENTER
Current EAA members may receive EAA
EXPERIMENTER magazineforan additional$20
peryear.
EMMembershipand EMEXPERIMENTER mag-
azine is available for $30 per year (SPORT
AVIATIONmagazinenotinciuded) ,(Add$8forFor-
eignPostage.)
FOREIGN MEMBERSHIPS
Pleasesubmityourremittancewithacheckor
draftdrawnon aUnited Statesbankpayablein
United Statesdollars, Add required Foreign
Postageamountforeach membership.
MembershipduestoEAAanditsdivisionsarenottaxdeductibleascharitablecontributions.
Copyright mooobytheEMVintage AircraftAssociation
Al lrightsreserved,
VINTAGEAI RPLANE (ISSN 0091-6943) IPM1482602 is published and owned exclusively by the EMVintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EMAviation Cenler, 3000
Poberezny Rd., PO.Box 3086,Oshkosh,Wisconsin Periodicals Postagepaidat Oshkosh,Wisconsin54901 andat addttional mailingoffices. POSTMASTER:Sendaddress changes toEMAntique/Classic Division,Inc.,
PO. Box 3086,Oshkosh, WI 54903-3086. FOREIGN AND APO ADDRESSES- Pleaseallowat leasl twomonths fordelivOf)' ofVINTAGEAIRPLANE toforeign and APO addressesvia suriaco mail.ADVERTISING - Vintage Aircraft
Associationdoesnotguaranteeorendorseanyproductofferedthroughtheadvertising.We inviteconstructivecriticismand welcomeany report ofinferiormerchandiseobtainedthroughouradvertisingso thatcorrectivemeasurescan
betaken.EDITORIALPOLICY:ReadersareOflcouraged tosubmITstoriesand photographs. Policyopinionsexpressed in aresotely those oftheauthors. Responsibilityforaccuracyin reportingreslsOfltirelywith the contributor. No
renumeration made.Materiaishouldbesentto: Editor,VINTAGEAIRPLANE,PO. Box3086,Oshkosh, WI54903-3086. Phone9201426-4800.
The wordsEM,ULTRALIGHT,FLY WITH THE FIRSTTEAM,SPORT AVIATION,FOR THE LOVE OF FLYING andthelogosofEM,EAAINTERNATIONALCONVENTION.EAAVINTAGE AIRCRAFT ASSOCIATION,INTERNA-
TIONALAEROBATIC CLUB,WARBIRDS OF AMERICAareregistered trademarks. THE EMSKYSHOPPE and logos ofthe EMAVIATION FOUNDATION,EMULTRALIGHTCONVENTION and EMAirVentureare trade-
marksofthe aboveassociationsandtheirusebyanypersonotherthantheaboveassociation is strictlyprohibited.
32 MARCH2000