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Vintage Airplane - Apr 2000

Vintage Airplane - Apr 2000

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Published by: Aviation/Space History Library on Jul 30, 2014
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MARKER/Dutch Redfield
10 PLANE DREAM!Lauran Paine
12 PASS IT TO BUCKIE.E. "Buck" Hilbert
Ted Sacher
Lorraine Morris
Grady Sharpe
24 MYSTERY PLANE/H.G. Frautschy
H. G. Frautschy
PlIblislr er
Executive Director, Editor
Executive Editor
COlltributillg Editor
Art Director
Plrotograplry Staff
Advertisillg/Editorial Assistalll
Most of you will be receiving this issue of "Vintage Air-
plane" in the mail at the same time the Sun In Fun EAA
Fly-In is occurring in Lakeland, Florida. We have copies of
this issue of your magazine printed and shipped to Lake-
land for the fly-in so new and potential members can have
a copy of the most recent issue as well. And we make sure
they're available at a number of locations -the EAA build-
ing, VAA HQ/VAA Chapter One building, the AVA, Inc.
booth in exhibit building "B" and the EAA tent. Stop by
and say "HL" We will have full coverage of the VAA area
activities, award winners, and other notes of interest in the
June issue of Vintage Airplane.
For those of you reading this issue at the fly-in, why
not share your enthusiasm for the VAA with a friend?
You can bring them to the Chapter One building on the
west side of the VAA grounds and have them sign up
right there on the spot.
For a number of years, we' ve been fortunate to have
the support of VAA Chapter One and the
registration/membership volunteers headed up by Jane
Kimball. You can register your airplane, join the Associa-
tion and then relax, drink some lemonade, and meet
your friends. Another great spot is the AVA booth in the
"B" exhibit building. You'll often meet other friends who
have stopped by and you can ask your VAA insurance
program questions. The gang from AVA always has good-
ies for customers as well.
March the sixth I turned 56 years old. If a person read-
ing this is 70 years old, he will think, "That's young!" and
the guy who's 28 will think I'm old. Why does this matter?
It's no secret that in recent years, there's been a "expe-
rience drain" going on within the various government
agencies that oversee aviation. Experienced controllers,
inspectors, and managers have been retiring at an accel-
erated rate, and that's meant the level of expertise we
could expect has diminished conSiderably. Now that's
nothing new-all industries tend to run in cycles. Even
the insurance companies that underwrite aviation insur-
ance are experiencing the same drain. But this time it
seems to have greater negative connotations. It seems
that older pilots are being "forced out" of the industry at
the exact point in time they have the most to offer in
terms of experience and judgement.
This older group of pilots tends to be a safer, more re-
laxed group with a better safety record. As they are re-
placed, younger people move into those slots. That's a
concern to us, because many of them do not share the
same level of appropriate education and experience that
decades of working with the industry has given the retirees.
The younger folks should be able to draw upon the expe-
riences of the more experienced pilots and managers,
and not have to relearn all of the things that have al-
ready been discovered. A 65-year-old pilot has much to
offer the world of aviation.
Most of you are unaware of the efforts that your VAA
has made in the past to educate people within the industry
about this matter. We will continue to be a voice for the
membership, but the hole in the dike is leaking more each
day and it is now time for more voices to come on board to
help and correct this situation. We're in regular contact
with insurance carriers as we work to make it possible to
keep older pilots in good health in the cockpit, not stuck
on the ground.
My Father died when he was 56 years old. I was 22 years
old at the time. I thought that he was an old man, and had
lived a good and full life. Now that I'm 56, I realize how
young he was and how much more living he could have
done. I know that my mother sure missed him unt il she
passed on at 83 years. We should be taking advantage of all
that knowledge and experience, not legislating or ruling
them out of the skies.
You will be hearing more on this subject in the future. I
welcome any comments, supportive information, and sug-
gestion in regards to this important subject. If you've felt
you've been ruled or insured out of the sky, I'd like to hear
from you.
Make plans to join other VAA members for our annual
Work Weekend/fly-in on the VAA grounds in Oshkosh, WI
to help us get everything ready for AirVenture 2000. The
dates for this weekend are May 19 - 21. We'll have a good
time! I will have more detailed information about this
weekend in the May issue of Vintage Airplane.
Keep asking those friends of yours to join up with us as a
VAA member, we need the help. Also, H.G. looks forward
to those technical/informational articles that you send him
for his review and use in Vintage Airplane. Lets all pull in
the same direction for the good of aviation. Remember we
are better together. Join us and have it all. .....
compiled by H.G. Frautschy
There are times in an editor's life 
when he wonders if anybody is  out 
there reading the fruits  of his daily 
labor.  Based  on the number of e-
mail,  phone call and  regular  mail 
notes  I've received  regarding the in-
correct caption for  last  month's back 
cover painting by Jim  Dietz,  I can 
tell you quite plainly that I  know 
our members read  each issue vora-
ciously.  I miss-communicated with 
Jim on which Alaskan  painting was 
to be printed in last month's issue, 
and I published the wrong caption. I
share the concern each  of you  has 
for  accuracy in  Vintage,  and have 
long strived  to do my "homework" 
FRONT COVER . .. EM's Ford Tri-Mo-
tor, flagship of the EAA Aviation
Foundation's civilian aircraft collection,
motors along the summertime Lake Win-
nebago shoreline.
EM photo by Jim Koepnick, shot with
aCanon 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 . . . Apair of oil paintings
became the centerpiece of our 1998 Jim
Dietz show at the EAA AirVenture mu-
seum. The first is this expansive painting,
"Bonne Chance," which depicts agroup of
young pilots of the British Flying Corps as
they prepare to go out to meet the "hated
Hun." Their lodging are behind the lines at
a rustic French farmhouse, where the
share their billets with adelightful assort-
ment of animals and of course, a pretty
French maiden.
"Bonne Chance" is now part of the Air
Force Art Collection. To acquire a limited
edition print of this painting, you can con-
tact the Jim Dietz studio at 206/325-1151
(Pacific Time).
when  it came to aircraft identifica-
tion.  My apologies  to all  for  missing 
this one,  and I've put a procedure in 
place that should minimize the pos-
sibility of this  happening in  the 
Here's the correct caption for  Di-
etz's  painting: 
"Yukon River"  by Jim Dietz. 
The Yukon River was the great artery
for transport in  the Territory ofAlaska's
interior. When the winter ice forced all
boats out of the water, the river became
a thousand-mile runway, and until
break-up it was a "sea level route" for
dog teams.
Jim Dietz's "Yukon Landing" depicts
a winter noon at Fortuna Ledge in  the
late 1940s. An Alaska Airlines Pilgrim
and a freelance Stinson Gullwing are
pulled up to offload freight, mail, and
passengers. The ubiquitous 55-gallon
drums provided fuel for the planes. The
engines for the next stage of the haul,
waiting patiently on the ice, ran on
dried fish.
The painting is  part of the Jay Broze
Nominations are  now being ac-
cepted for  inductees in the Vintage 
Aircraft  Association  Hall  of Fame. 
Please use a  copy of the nomination 
form  (see opposite page) and add any 
additional documentation to  the 
form.  It is  vitally important that your 
nominee's contributions to aviation 
be documented as  completely as  pos-
sible.  Additional letters of support 
confirming the  nominee's back-
ground are certainly welcome. The 
VAA  Hall  of Fame currently includes: 
E.E. "Buck"  Hilbert 
George York 
Joe Juptner 
Cole Palen 
Kelly Viets 
Harold Armstrong 
Ann Pellegreno 
Paul  Poberezny 
Jim Younkin 
Edward  C.  Wegner 
Gene R.  Chase 
Thomas Flock 
Over  the past  few  years,  EAA's 
and Divisional government and in-
dustry  relations  have  evolved 
considerably.  Under the direction of 
Earl  Lawrence,  Executive Director of 
Government Programs,  there has 
been particular growth in our part-
nership  with  NASA  and  our 
leadership in aviation fuel  standard-
setting groups.  Additionally,  under 
Earl's  guidance there  have  been 
many improvements in  existing 
member programs such as  Flight Ad-
visors and Technical Counselors. 
To better communicate the signif-
icance of these efforts both within 
and outside of EAA,  Earl  has been 
promoted to Vice  President of Gov-
ernment Relations.  Earl  joined EAA 
in  1994,  bringing seven years of ex-
perience  with  Rockwell  Inter-
national, where he was  responsible 
for  resolving technical issues  with 
Air  Force and NASA  customers to as-
sure  product  compliance  to  all 
design,  fabrication  and safety  regula-
tions.  Earl  has a  Bachelor of Science 
degree in Aerospace  Engineering 
Technology,  as  well as  an Airframe 
and Powerplant Certificate and Pri-
vate Pilot's license. 
Earl's  the owner/pilot of a  Bel-
lanca Cruisair,  and  is  building a 
2 APRIL 2000
________  _ 
Lancair.  His  experiences with his  Bel-
lanca have been a great asset to those 
of us  in the Vintage Airplane world, 
particularly dealing with all  sorts of 
FAA  issues.  Our thanks and congrat-
ulations to Earl  for  a  job well  done, 
and we  look forward  to working fur-
ther with him on a wide variety of 
governmental issues. 
The  National  Transportation 
Safety Board has given a recommen-
dation  to  the  FAA  for  an 
Airworthiness Directive for  the entire 
group of high-wing  Piper aircraft. 
This could  potentially cover over 
51,000 (!)  general aviation airplanes. 
In  August  1998 a  Piper PA-18  Super 
Cub was  involved  in  a  non-fatal 
crash  in Conway,  South Carolina 
during an attempted  banner tow 
pickup.  The forward  left front wing 
strut separated from  the wing's for-
ward  attach  fitting,  which  failed 
due to corrosion.  (See  the artwork 
similar to the art  included  in  the 
NTSB's  Safety Recom-
mendation  to  the 
FAA,  dated  February 
In  1998,  the  FAA 
had  issued  a  SpeCial 
Airworthiness Infor-
mation Bulletin  (SAIB) 
alerting owners and 
operators of the poten-
tial for  corrosion in the 
spar/fitting area.  An 
SAIB  does  not require 
action to be taken, and 
it didn' t  detail  any in-
spection  method to be 
used  to check the fit-
ting.  (The  metal 
leading  edge  covers 
this area.) 
The NTSB  wrote to the FAA: 
"Therefore, the National Transporta-
tion Safety Board recommends that the
Federal Aviation Administration:
Require The New Piper Aircraft, Inc.,
to develop a recurrent inspection proce-
dure adequate to detect corrosion of any
Forward  Lift 
Strut Attach 

Filler Blocks 
Person's name submitting this petition: _______________  _ 
Street __________________ Phone Number ____  _ 
City  State  Zip  _________ 
Person nominated for induction in the VAA  "aU of Fame: 
Name ____________________________  __ 
Street___________________ Phone Number  _ 
City  State  Zip  _________ 
Date of Birth  If Deceased,  Date  of Death 
Area of contributions to aviation ___________________ 
Date or time span of the nominee's contributions to aviation. Must be between 1950 - to the present day. 
Describe the event or nature of activities the nominee has undertaken in aviation to 
be worthy of induction into the VAA  HaU of Fame. _  ___________ 
portion ofthe lift strut attach fittings in-
stall ed on high-wing Piper airplanes
and require that owners of these air-
planes impl ement those recurrent
inspection procedures. 1/
Needless  to say,  the various Piper 
Type Clubs are very interested in  this 
airworthiness concern.  Plenty of 
On this page  is  the nominating peti-
tion  for  the VAA  Hall  of Fame. If you 
wish  to  nominate an individual who you 
believe has made a significant contribu-
tion  to  the advancement of aviation 
between  1950 and  the  present  day, 
please  make a  copy of this  form,  fill  it 
out,  add  supporting material  and send 
it  to:  Charles  W.  Harris,  P.O.  Box 
470350, Tulsa,  OK  74147-0350.  Please 
mark the envelope:  VAA  Hall  of Fame, 
Attn:  C.  Harris. 
Please  be as  thorough and objective 
as  possible.  Attach  copies  of materials 
you  deem appropriate and  helpful  to 
the committee. 
The person you  nominate must have 
advanced the field  of aviation during the 
period  1950 to the present day.  They can 
be  a Ci ti zen of any country,  and may be 
living or dead. Their contribution could 
be in the areas of flying,  design,  mechan-
ical  or  aerodynamic  developments, 
administration, writing, or some other vi-
tal,  relevant field,  or any combination of 
fields  that support aviation. 
To  be considered for  induction  into 
the VAA  Hall  of Fame during 2001,  pe-
titions must be  received Sept.  30,  2000. 
Describe other achievements the nominee has made in other related fields in aviation. 
Has the nominee already been honored for his/her involvement in aviation, and/or 
the contribution you are stating in this petition?  (Circle one)  Yes  No 
If yes,  please explain the nature of the honor and/or award the nominee has received. 
Please attach any supporting material with 
Other information _________________________ 
your petition for the committee's review. 
Wouldn't it be neat if when you
boarded the EAA Ford Tri-Motor, you
could go all the way to the front of
the airplane and take one of the pi-
lot's seats? If you attend the EAA
Ford Tri-Motor Ground School, you'll
have just such an opportunity!
EAA's Ford Tri-Motor is an aircraft
with a very distinctive and interesting
background. Learn about the history as
well as the intricacies of this flying ma-
chine by attending this unique ground
school. Students, who do not need to
be pilots to participate, will learn from
the pilots who actually fly this aircraft,
affectionately referred to as the "Tin
Goose." Imagine having the opportu-
nity to examine, contemplate, study
and explore one of the first widely ac-
cepted airliners. Participants will have
the chance to log dual instruction in
this original Ford Tri-Motor, made pos-
sible by highly experienced members
of the National Association of Flight
Instructors and EAA.
The EAA Aviation Foundation has
scheduled Ground Schools for May 12
- 14, October 20 - 22 and October 27 -
29, 2000. Enrollment is limited and tu-
ition is $450.00 for EAA members and
$550.00 for non-members. This in-
cludes materials, meals, lodging and a
flight in EAA's Ford Tri-Motor. For
more information, or to reserve a seat
in class, call Pat in the Education De-
partment toll free at 888-322-3229.
inches high. It clamps in-line with
the breather hose and requires no
extra brackets. Oil vapor sus-
pended in the breather air is
condensed and returned by gravity
to the crankcase. Cleaned air is
further scrubbed to continue out
the breather vent, leaving the un-
derside of the fuselage or nacelle
free of the typical oily mess.
Pilots can fly with their oil at
the full mark without "blowing
away" the top two quarts. The full
quantity of oil set by Continental
and Lycoming provides better
cooling and cleaning.
The Model 300 Air/Oil Separa-
tor is available for installation at
all aircraft maintenance shops. An
M-20 Wholesale Order Hot Line
has been set up for dealers at 1-
800-421-1316. Retail purchases
can be made at the major cata-
logue houses, like Aircraft Spruce.
The list price is $259.
M-20 Oil Separators, LLC, 5612
NW 38th Terrace, Boca Raton, FL
33496-2719.561-995-9800, FAX
As you set you fly-in schedule this
spring and summer, you may wish
to consider attending the National
Biplane Association's Biplane Expo
and Convention in Bartlesville, Ok-
lahoma . This year will mark the
fourteenth event held at Frank
Phillips Field. Its the largest gather-
ing of its type in the world,
attracting over 500 airplanes, and
125-140 biplanes. The biplanes,
which include many award-winning
examples, come from all over the
USA, Mexico and Canada.
The Expo also features educa-
tional forums and exhibits, and will
honor one of the nation's greatest
living WW-II USAF aces, Col. C.E.
"Bud" Anderson.
The event is open to the public
(an admission fee is charged - Na-
tional Biplane Assoc. members can
enter for free). For more informa-
tion, call the NBA in Tulsa at
918/622-8400. ......
questions have arisen about the ex-
act nature of the corrosion. In
particular, is the damage related to
dissimilar metal corrosion, which
may be present in metal spar high-
wing Pipers, or is it general corrosion
of the carbon steel fitting? Should all
high-wing Pipers be included?
There has been NO Notice of Pro-
posed Rulemaking published by the
FAA as of this date, but it is ex-
pected that there will be additional
action taken by the FAA. We'll keep
you informed!
The largest STC in FAA history,
covering one of the smallest prod-
ucts, the Model 300 Air/Oil Separator
has now been approved for the en-
tire General Aviation fleet of singles
and twins equipped with either Con-
tinental or Lycoming engines
through 360 hp.
According to Bill Sandman, gen-
eral manager of M-20 Oil Separators,
LLC, "The Model 300 was designed to
4 APRil 2000
avoid all the aviation unique prob-
lems experienced by earlier devices
derived from diesel truck and marine
engine use. It uses very different, sim-
ple technology in a small, light,
non-corrosive package to eliminate or
relieve the "Greasy Belly syndrome".
M-20's cylindrical device mea-
sures only 2 inches in diameter by 5
• •
I ears
Outer Marker
CPT Dual Experiences
During the aerobatic course programs when an instructor was perhaps haVing
trouble getting something across to a student, we would often cross-train. One
of the instructor's students had been haVing difficulty with half rolls and Mac
asked if I could possibly help him.
The next morning we became airborne and after climbing to altitude I spoke
to him through the Gosport communications system, which is nothing more than
one half inch flexible rubber tubing carefully routed between cockpits and
plugged into the ear laps of the student's helmet. From the forward end, I
shouted into the rubber mouthpiece and announced that I would try a half roll
first and for him to follow through on the stick and rudder pedals so he could
observe the control positions involved as the maneuver progressed.
by Holland "Dutch" Redfield
Fairchild 24s were used for instrument training.
A half roll is entered and flown
with considerable excess speed as
the airplane is slowly rolled about its
lateral axis by the use of aileron con-
trol. As the roll progresses, forward
elevator and top rudder are used in
varying amounts, with overlapping
functions to prevent the nose from
dropping and to keep the airplane
from turning. To fly one is some-
what like patting your head and
rubbing your stomach, as you en-
deavor at the same time to slowly
stand on your head while sipping
through a straw.
As I flew my demonstration roll,
we rolled past the vertical and began
hanging on our lap belts as we ap-
proached full inverted flight. From
behind me I heard a frightful yell
and quickly discontinued the roll,
resumed level flight, and looked
around to see what was wrong. My
student was gesturing, but I was un-
able to understand, so I closed the
throttle and the Continental
popped, then idled and quieted. He
6 APRIL 2000
shouted forward to me that his seat
belt buckle had come unlatched
when it had become caught on his
flying suit sleeve as he had followed
me forward on the stick.
It was general knowledge that this
had occurred before at another up-
state school. As a result, all the belts
on Mac's Wacos had been supplied
with a heavy rubber band made of
tire inner tube, to positively hold
the buckle down in its latched posi-
tion. Through the Gosport, I
instructed him to buckle up, secur-
ing the latch properly this time, and
we'd try again.
Later, on the ground, he informed
me that the identical thing had hap-
pened to him while flying with his
regular instructor a few days earlier,
except in this case the airplane had
become fully inverted, and with his
belt unfastened, he actually had
started to tumble out of the rear
cockpit. He had somehow been able
to stay with the airplane by jam-
ming the big toe of his right foot
under the stabilizer hand crank on
the cockpit side wall, while at the
same time catching and maintaining
a tenuous grasp on the cockpit
coaming with just the fingertips of
the opposite hand. He then clung
desperately, but listening patiently,
as his instructor, through the still at-
tached Gosport tube, gave a lengthy
dissertation on the finer points of
flying a half roll.
None of us working with Mac had
heard anything about this event,
and I inquired if he had told his in-
structor what had occurred. He
replied, "No, I didn't tell him be-
cause I didn't want him to think I
was chicken! " and he went on to say
that the heavy rubber band had not
been over the buckle either time, be-
cause he was concerned if it became
necessary to quickly release the belt,
he would be unable to unbuckle it.
An instructor colleague was train-
ing his student on split "Ss," this
maneuver calling for half of a snap-
The   now concerned, also got on the stick, and to his great
alarm found that he could not budge it, with speed compounding at a
frightful rate as the airplane dove straight for the ground.
roll that is discontinued when the
airplane is inverted. From this in-
verted position, the nose is then
allowed to fall, with the maneuver
being completed by flying the final
half of an inside loop, a 1,000 or
1,500 feet lower.
Earlier, I described a tailspin for
you. To perform a snap roll the air-
plane is forced to very rapidly snap,
or auto rotate, as in a tailspin, except
in this case the spin is done along a
horizontal rather than vertical de-
scending flight path. By applying a
sharp backward pressure on the stick,
the wings are forced to stall but at a
much higher airspeed because the re-
sultant sharp increase in "Gs"
temporarily greatly increases the ef-
fective weight the wings must
support. Unable to do so, the wings
stall with the horizontal "spin" then
triggered by application of full rud-
der, and in a split second a full
snap-roll is completed. A snap may
be stopped at any pOint by use of
forward control stick and opposite
From the pilot's standpoint, as the
wings are forced into the initial stall
during a split "S, " powerful"G"
forces first ram him hard into the
seat, then, a split second later, when
approaching the upside down posi-
tion, the stick is popped forward to
stop the snap, and no matter how
tight the pilot's lap belt may have
been, his full weight suddenly
crashes into its support. Then, as he
hangs on the belt, the nose is al-
lowed to fall into the second half of
looping flight and high "g" forces
again drive him hard into his seat.
Physically, the split "S" can be very
erosive on a person, and six hours of
them in a row on split "S" day could
be guaranteed to produce many
aches and sore spots.
In this instance, as the training
airplane entered the final loop-out
portion, it became quickly apparent
that the student was flying a far shal-
lower and more gentle recovery than
should be expected, with the air-
plane gaining speed very rapidly as
the nose slowly arced from inverted
through straight down.
The instructor, now concerned,
also got on the stick, and to his great
alarm found that he could not budge
it, with speed compounding at a
frightful rate as the airplane dove
straight for the ground. Now totally
alarmed, both pilots were pulling
with all their might, when the stick
suddenly broke loose and came back.
The screaming Waco missed the trees
and hills by only a few hundred feet,
then zoomed very high as they arced
back skyward dissipating their very
excessive speed.
Upon landing, inspection showed
that the tough Waco Trainer had
hung together under the high
stresses and was undamaged. The
brass cylinder of a quart Pyrene fire
extinguisher, that was normally
stowed on the floor of the rear cock-
pit, had been missing for several
days and had been replaced. It was
discovered that the "lost" extin-
guisher had been banging around in
the rear fuselage, finally becoming
wedged between the actuating horn
of the elevator control and a fuselage
structural member during their split
"S." With the combined strength of
the two men, when the stick finally
did come back, it did so because they
bent the heavy brass extinguisher
Throughout training all partici-
pants in the Primary and Secondary
courses were given daily exposure to
simulated engine failures, thus ex-
posing them to continued practice of
forced landings. No matter what
kind of training was in progress, stu-
dents were drilled and drilled to
always keep the wind direction in
mind, and to have a field selected to
which they could glide.
It was mid-morning and I was
working with my second student of
the day. At 700/800 feet we were
working on eights around pylons,
our pylons lying on a line perpendic-
ular to the wind. While flying first
around one pylon, and then the
other, the objective is to effect a per-
fect "8" shaped pattern over the
ground. To do so requires much out-
side attention and concentration, as
the airplane's bank and turn radii are
continually varied in compensation
for the effects of wind drift.
The tracks and arcs flown are very
similar to those of a figure skater,
who, with graceful swoops, slowly
and precisely scribes her required fig-
ures, and crossovers, and loops and
arcs, leaning and banking an arcing
loop to the left, then leaning and
banking an arcing loop to the right.
While scribing her eights, she looks
first over one shoulder, then the
other, as she studies the grooves cut
by her skates, while maintaining her
grace and balance by instinct. Over
and over, slowly and carefully, she
traces and retraces her eights, her
skate blades trailing crystals of white
shaved ice. It is a lovely and beauti-
ful performance and at last the
judges post their scores and the audi-
ence applauds.
Likewise, the airman now per-
forming his "8s," in low level gentle
turning flight, leans and banks and
arcs his airplane to the left, then
leans and banks and arcs his air-
plane to the right, first looking back
and down over his left shoulder,
then his right shoulder. He too, con-
centrates on his tracks over the
ground as he too scribes his re-
quired figures in the unseen fluidity
of the sky. Over, and over, and over
again, striving for perfection, but
for him there is no audience or ap-
preciative applause, only his
instructor and the joy of being aloft
on a soft lovely day.
Today, my student was doing very
well, so before proceeding to an-
other maneuver, I snapped the
throttle back and through the
Gosport speaking tube announced,
"forced landing!" A nicely planned
and nicely flown power-off gliding
approach was made, followed by a
short sideslip to just clear the bor-
dering fence of a nearby field. The
wheels brushed the hay tops and I
eased the throttle forward, then as
the Continental dug in, announced
through the Gosport, "Okay, let's
get out of here!" Our approach had
8 APRIL 2000
been made to a lovely alfalfa field
and we now skimmed very low
across it, but ahead of us was a barn
and a red silo with a white coned
roof. We raced toward them with
rapidly increasing speed and as we
got closer I could plainly see that
there was insufficient room for us to
go between. But at the last second
the left wing was very gently low-
ered and a perfectly timed, and
perfectly flown climbing turn grace-
fully initiated, causing us to fly
between the obstacles with only
inches to spare.
In the meantime, with fingertips
brushing the tip of the control stick,
I had been watching what I was com-
pelled to admit was some very nice
flying. Yet, my students was cer-
tainly being a bit cocky and I
thought it best to register my disap-
proval, so I picked up the Gosport
mouthpiece and turned to him with
a frown. Behind me, his chin rested
on the coaming and he was looking
down with a faraway look. As I spoke
to him, "John, that was pretty nice,
but that's enough of that stuff!" he
looked around surprised, raised both
hands so I could see, and shouted
forward, "I thought you had it!"
During the time that I worked for
Mac's school, my pay was good, in
fact it was enough for Peg and me to
purchase our very first home on the
outskirts of the other side of town.
But I learned a lesson from Mac one
day on how not to make a request
for what I felt was a deserved raise in
Like the other instructors, I had
been working very hard for several
weeks and I was dog-tired. All
dressed in my flight gear one win-
ter's morning, I clomped into Mac's
office in my snowy flying boots and
told him that I wished for a raise in
pay. Mack looked up from his desk,
"Dutch, I just can't give it to you,"
to which I replied, "Mac, if I don't
get it, then I quit!/I Mac stood up,
"Well, so long then," wheeled, and
walked from his office to the back
shop area and the door closed be-
hind him. I was alone and I was
stunned and totally at a loss at
what now to do. Mac didn't
come back, so after a while r
clomped back out of his office
and through the snow to a large
parking area log in front of my
parked car. My parachute was
still strapped to my backside and
I sat myself down on the log,
fully dressed for winter flight,
pondering what I had done.
My student scheduled for the
second morning flight came
looking for me and was greatly
puzzled at what I was doing sit-
ting on the log. He said,
'!lCmon, let's fly!" and I had to
reply, "I can't!" and I didn't feel
like explaining why. My later
students came for their lessons
and their schedules came and
went unflown also. At morning
coffee break, then later at
lunchtime, Mac and Harry Ward
walked by me on their way to
and from Bill Churchill's lunch-
room and I hoped for some kind of
opener that might lead to some more
conversation, but Mac only mut-
tered, "Hi," as he went by. I felt
awful at the big mess I had made of
things, and what would I ever tell
Peg? But still, dressed as I was, and
with my parachute still on, I was get-
ting warm in the sun for the first
time in many weeks.
Mid-afternoon, Mac opened the
door and called, "Hey, come on in
here and let's talk. How about a $10
raise, then get yourself out there and
get a couple of hours flying in before
it gets dark." Boy, I went, and was I
ever relieved at getting out of the
mess I had made, and did it ever feel
good to be flying again. Since then,
believe me, I've been much more
careful in throwing my weight
around when negotiating pay, or
anything else. r found that working
for someone else was a lot different
from being my own boss!
In the few years I was with Mac, I
taught the Civilian Pilot Training
Primary and Secondary, as well as
I clamped into  Macs 
office  in  my snowy  flying 
boots  and told  him  that 
I wished  for  a raise  in  pay. 
Mack  looked  up  from 
his  desk,  "Dutch  I just 
can't give  it  to  you, " to 
which  I replied,  "Mac,  if 
I don't get it,  then  I quit!" 
the Flight Instructor and Instrument
courses, and was deSignated by the
Department of Commerce as a Sec-
ondary Flight Examiner, and also as
an Examiner to conduct Private Pilot
and Commercial Pilot flight tests. I
was learning plenty, but my real op-
portunity came when Mac's school
became authorized to conduct in-
strument courses, and I was trained
and put to work as an instrument in-
structor on the CPT Instrument
program. Mac purchased a brand-
new Link Instrument Trainer from
Link Corporation at Binghampton,
and for the flight work, a fully in-
strumented and radio-equipped
Fairchild 24 cabin monoplane. Be-
sides our CPT students, Mac's school
also contracted to give instrument
training to newly-hired American
Airlines copilots.
This was a new, eXCiting, and very
demanding, unforgiving phase of
flying that had intrigued and beck-
oned me ever since the end of Clay
Welch's Waco "F" in Canada. How
different this instrument flying,
from the punishing free-style
slambang aerobatics I'd been fly-
ing in the UPF-7 Wacos for the
last couple of years. Airplane
control by sole reference to in-
struments, I quickly found,
requires gentleness, and a differ-
ent kind of smoothness, and a
very different kind of planned
and coordinated and delicately
shaded control inputs, coupled
with long periods of head down
relentless concentration and a
very fatiguing panel scan that
simply cannot be slowed or
eased. You can't look away; you
cannot rest; you cannot take a re-
assuring glance over the side
because even if you do there is
nothing out there to be seen.
You must take advantage of, and
not fight, the plane's stability
while you interpret, and juggle,
and nudge back into place a
dozen pivoted, hinged, flicking
and swaying needles on an of-
ten times turbulence-bounced
and blurred instrument panel. The
dozen needles being scanned and in-
terpreted all feed the pilot
information for control that could
be sufficed by just one glance at the
outside world, were the airplane be-
ing flown in good weather.
And a contrast geometric visual-
ization of rapidly changing position
in relation to charted airways, inter-
secting and crossing airways, and
letdown tracks, and minimum and
cleared to altitudes must be main-
tained, requiring a relentless and
tiring vigilance, while the earphones
clamped to the pilot's head weigh
heavier and heavier, their monoto-
nous Morse code rhythms producing
a mesmerizing drowsiness. Yet you
must keep track and you must stay
alert lest you unknowingly pass
through an intersection, or pass over
the station's transmitter, continuing
mesmerized and spellbound by un-
noted and now reversed dots and
dashes droning on and on with their
familiar rhythm and monotony, as
unseen terrain lurking below reaches
for you through the damp mists .....
By Lauran Paine
Artwork by Jim Newman
I had a dream the other night. It
was about an airplane.
It was spring and I lived on a farm
of wheat fields. The wheat was young
and rippled various hues of green in
the light breezes. Nestled in the fields
was a strip of grass about three thou-
sand feet long and fifty feet wide.
The grass was short and the ground
was firm.
At one end of the strip was a barn-
like building with big, wooden front
doors. It wasn't new by any means,
but it appeared to be solid. I walked
up to it and pushed open one of the
doors. Inside, on the clean concrete
floor, sat a Stearman. It was white
with red trim. It sat on its tail, pert
and proud. Its windshields were clear
and clean. Its tires were black with
plenty of tread. There was not one
drop of oil on the floor under the en-
gine. This was a machine of
magnificence; a sight to behold. I
walked around it and talked to it,
wiggled the parts that wiggled and
felt the strength of the parts that
I opened the other door of the
building and pushed the Stearman
out into the sunshine. The shadows
that were on the fuselage gave way
and revealed a gleaming white gem
of aviation beauty.
There are a few things, however,
10 MARCH 2000
that you need to know about this
airplane. It didn't have any registra-
tion numbers on it. None. Not
anywhere. Didn't even have a regis-
tration certificate or airworthiness
thing. In my dream I knew I owned
the airplane and I knew it was sound,
so I figured I didn't need some
agency to give me official pieces of
paper to tell me what I already
knew. It didn't have any logbooks
either; the thing had never been an-
nualed. Never. Ever. But it was solid
as a rock. And, of course, it had no
radio. Or altimeter. Or insurance.
None of this detracted though. This
baby was merely pure ... and free. Its
name was Plane.
Plane was not without rules. It
had three: 1) stay healthy, 2) share
the beauty of flight with as many as
possible, and 3) be polite and happy.
I got in Plane and sat. Just sat, ab-
sorbing the feel. Stick, throttle and
pedals felt good right where they
were. So comfortable, this dream.
I started the engine. It started
right up settling into a smooth idle.
The propeller played gently with the
air. I nudged the throttle and Plane
moved toward the end of the grass
strip. As we, Plane and I, lined up, I
added the rest of the throttle and
Plane began rolling down the strip in
earnest, feeling for solid air beneath
its wings. The wings reached har-
mony with the air and Plane was at
home... aloft and carefree, feeling
joy. The air was smooth, not a ripple
to be felt.
The scenery below matched the
feeling aloft, the farms and farm-
lands reflecting the good hearts and
hard work of those who tended
them. Over the next rise is Willie
Munson' s place. He has Hereford
cattle, umber cows with white faces
dotting the landscape. Off to the
right is Tom Martin's dairy, with
black and white cows grouped in
pastures. Willie and Tom always
wave if they're out. They're good
friends, the do-anything-for-ya kind.
They like Plane. Plane has shown
them their farms from the air many
times. Their cows even like Plane,
occasionally looking up while con-
tinuing to chew whatever it is they
chew. Plane is a friend to all.
Well, everybody 'cept 01' F.A.
Haye, over in Burrcrat County. Plane
bothers him. F.A. is one of those
kind of people who sorta likes to
mind everybody else's business. He's
not a bad sort, really; just has a bit of
a rough time understanding freedom
of spirit. Most people around these
parts don't pay him much mind, just
sort of let him talk on and then go
about their business of doing what's
      ' - -=
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... .. * ;":';'.. 1.... .. c-()"' ..... h' ";"r.!'oh.'= 
. ..     ..:'. . .. ' .. ... -..
. . !', .-- .
_ .,....  
' 1 - :
:. . ' -:.' .
--- . -.-.-
.... . •.. r .. ... ..
.....-: ' .' .
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decent and right.
Plane and I lollygag with the air a
while longer, continuing to feel the
joy. It occurs to me that if more peo-
ple could experience joy on a regular
basis the world be a better place.
Plane helps makes the world a better
place. Plane begets joy.
Plane is mine but I try mightily
not to be selfish with the happi-
ness Plane brings. We love to share
with wife, kids, grandkids, rela-
tives , friends, friends of friends .
Plane brings smiles to them all,
gives them a memory that is good
and lasts forever.
Plane and I head for the strip. We
don't fly long, just often. Power back
and hear the air singing its song of
flight as we glide over the grass and
settle back to earth, rolling gently on
up to the hangar-barn. Shut off the
engine and just sit for a bit. Serenity.
Peace. Contentment.
I push Plane back into its place
of honor in the hangar-barn. I
wipe it clean and bid it thanks un-
til next time. Next time is never
very far away.
Plane generally flies only on the
good weather days, usually morning
or evenings. On rainy days Plane's
_ . ... ;. ',:.' _ " . : .
friends sit on the old couch nearby
and listen to the rain on the roof
and talk. That's always a fun thing to
do too.
I walk, amble, actually, back to
the house.. . smiling. Whatever I
have to do today, whoever I have
to see, it all will be better because
of Plane.
Oh, I know, it's just a dream and
dreams don't always square with re-
ality. Well-meaning people will tell
you dreams are flawed. But you know
what? I don't care. It was still a great
dream. And you know what else?
Dreams can come true.
by  E.E.  "Buck" Hilbert 
EAA  #21 VAA  #5 
P.O.  Box  424,  Union, IL 60180 
Sun  'n  Fun  '00 
I am really looking forward to the
new faces and newly located places
at Lakeland this year. Billy
Henderson, who spearheaded this
wonderful happening throughout its
growing pains since 1975, has
stepped aside, but not down, to let
John Burton get his feet wet. I'm
sure that John, with Billy prodding
him and pushing him in the right di-
rection, will make this Sun 'n Fun
one to remember.
I'm ready for the sunshine and
getting hot and sweaty over air-
planes. I also want to see the new
ISAM facility, renew old acquain-
tances, both people and airplanes,
and enjoy.
Dorothy and I will be driving an
EAA van from Oshkosh hauling the
last minute supplies and most of
the photo and video equipment
that is too bulky or too valuable to
ship. This volunteer effort of ours
has its benefits. We get to stop
along the way visiting windsocks,
friends of aviation, and even some
of our relatives.
In the planning is a visit to the
Museum of Flight in Birmingham,
Alabama to see the A-12 they have
just acquired and see the "new" look,
now that the city has included the
facility in the airport plan. For a
1 2 MARCH 2000
long time the Museum of Flight has
been Birmingham's best kept secret.
Now it's coming to the forefront.
What's an A-12? Weil, it's a sin-
gle place, earlier version of the
SR-71. This particular one was re-
tired after only 345 hours of use and
became the gate guard at Lockheed's
"skunk works" facility at Palmdale,
California. Its surveillance cameras
played a big part in locating missile
sites in North Korea "67." It made
its last flight on June 21, 1968 after
completing 177 "sorties." Now it
becomes "gate guard" of honor at
Birmingham's Museum of Flight.
On the way home we'll visit the
Army Aviation Museum at Fort
Rucker, Alabama. This is one that is
near and dear to my heart. As a Ko-
rean War Army aviator, I always had
the feeling that Army aviation was
largely overlooked. Not so, if you
visit this Museum. General George
Putnam, when he was Fort Rucker's
Base Commander and head of the
Training Command, put the wheels
in motion to acquire and preserve
many of the airplanes you'll see if
you visit there. They have T-28s, P-
SIs, some early on experimental
combat "close support" vehicles
(they fly but can hardly be called air-
planes) and for you WW-I and
pioneer fans some displays that'll
knock your socks off. There is quite
an assortment of multi-engine fixed
wing airplanes there too.
But back to Sun 'n Fun. Those of
you with computers can get a pre-
view of all that's happenin' at
www.sun-n-fun.org. "Hoot" Gibson
and Scott Crossfield will be there.
Bob Hoover, Patty Wagstaff, The
French Connection and Sean Tucker
will be part of the air show, and
you'll probably see me around the
Type Club tent, Vintage Headquar-
ters and EAA Headquarters where
Dorothy will be holding down the
fort. Our Executive Director and
Editor, H.G. Frautschy, will be "cart-
ing" about looking for aircraft and
owners for Vintage Airplane articles,
and I'll try to help him. Look for
our award winning photo guys
headed up by Jim Koepnick and tell
him how great his award winning
work is.
The camaraderie, the laid back
"airplane" atmosphere, and all the
wonderful volunteers to rub shoul-
ders with and talk airplanes. Hey, I
can hardly wait!
Over to you, and we'll see you
ltWell, it flies l i l ~   a Cub. 71
I was floored! Could it really be that silllple? Could that be the
secret of the deadliest Gertnan fighter of WW-I?
Article and photos by Ted Sacher
It is arguably the best fighter of the
First World War, and so, if a pilot could
fly a trainer, they could then fly the
Fokker D.VII. In fact, the old, war-
weary Albatros D-III trainers were
probably more dangerous to the begin-
ner than this fighter...
Imagine that fact occurring today: if
you could fly a Cub well, you could
then fly a Stealth Fighter. The concept
is mind boggling!
I had come to Old Rhinebeck Aero-
drome to find out the truth about this
legendary aircraft. The late Jeff Ethell
had written in a magazine article that
the D.VU was a beast to fly, and that it
tore him up. Was the Germans' best a
beast like the Sopwith Camel?
But no; it flies like a Cub? I was con-
the D.VII that it became the new stan-
dard fighter for the Lufstrakriete. It
flew at over 21,000 feet, could hang on
its prop and shoot so well that one
British pilot, Lt. John M. Grider of 8S
Squadron, wrote home saying, "I got to
circling (in an SE-Sa) with one Hun,
just he and I, and it didn't take me
long to figure out that I wasn't going
to climb above this one. He began to
gain on me and then something I've
never heard of before. He'd been cir-
cling with me and he'd pull around
and point his nose at me and open fire
and just hang there on his prop and
follow me with his tracer. All I could
do was to keep on turning the best I
could. If I'd straightened out he'd have
me cold as he already had his sights on
average pilots great and great pilots un-
believable. Pilots loved it for another
important reason: the fuselage frame
was made up of welded steel tubes. In
an accident, these tubes bent and ab-
sorbed a lot of the impact. Wood
framed fuselages, on the other hand,
broke and shattered, and many pilots
were severely injured by the oak and
ash splinters.
It was a fantastic design for 1917. It
had fully cantilevered wings, no exter-
nal rigging, welded steel tube fuselage
and a reliable, robust engine. It was
easily maintained in the field. It took a
multiplicity of engines with vast im-
provements to its performance. In
1918, the Germans used at least five
different engines in the D.VII: The
The upper wing lozenge camouflage, hand painted by Sue Hayes-Fischer, produced a haze effect when viewed at a distance. It
softened the hard edges of the wings. Originally this was printed onto the fabric, which saved precious pounds of dope.
fused. It must all be put into
perspective.. .
The Fokker D. VII was an aircraft so
feared, respected and thought so neces-
sary for the Germans to continue the
First World War, that everyone was
demanded by the Allies in order for the
Armistice to take effect: "Surrender in
good condition by the German Armies
the following equipment...2,OOO air-
planes (fighters, bombers, above all
every Fokker D.VII...)./I Many legendary
German pilots flew it: Udet, Goering
and even Richtofen (in evaluation tri-
als). Indeed, it was because of the Red
Baron's enthusiastic endorsement of
14 APRIL 2000
me. If I had tried to hang on my prop
that way, I'd have gone right into a
spin. But this fellow just hung right
there and sprayed me with lead like he
had a hose. All I could do was watch
his tracer and kick my rudder from one
side to the other to throw his aim off.
This war isn't what it used to be./I In
fact, French pilots had orders not to
engage the D-7, it so outclassed their
SPAD 13. And that was what the Amer-
icans were flying.
The German pilots just loved the
D.VII. The Pfalz D-XII, a worthy con-
temporary, never really had a chance.
The Fokker flew so easily that it made
160hp Mercedes D.III, 17Shp Mercedes
D.I1Ia, the 18Shp BMW. IlIa, the 200hp
Mercedes D.TII.UA, and the 18Shp
Mana.IIIa. In America after the Great
War, the D.VII had many diverse and
different engines: the 21Shp Liberty
Model A, the Liberty V-8, Packard 8
and V-12, Hall Scott L-6, the Hispano-
Suiza, and, lately, the Ranger L-440. In
Holland, Tony Fokker lengthened the
aircraft itself to make it a two-seater,
the Fokker C-l.
Moreover, according to the man
who has flown more hours than any-
one alive, it still flies very easily, even
by modern standards. Ken Cassens has
The O.VlI's raison d'etre. Copies of the twin Spandau machine-
guns are mounted within access of the pilot in case of ammunition
jams, which were all too frequent. The copper tube coming down
from the wing is the fuel line from the gravity fed fuel tank.
  (Above) Hanging on the prop. According to Ken, this can
be done all day by the o.vll .
(Left) The unmistakable visage of the Fokker O.VII, looking
almost like a medieval knight's helmet. The radiator is a
masterpiece done by Neil Good.
been flying Old Rhinebeck Aerodrome's
Fokker D. VII every weekend in the
spring, summer and fall since Septem-
ber 1993. He has flown it cross-country,
has looped it, and yes, even hung it on
its prop. I asked Ken, since he has flown
everything from crop dusters to Con-
nies, if he was able to put flying this
legendary aircraft into a true, non-ro-
mantic perspective.
"It flies like a Cub. Really. It flies
great; it has no bad stall characteristics.
When it does begin to stall, it'll just
mush, and you can hold it straight
with the rudder. It doesn't tend to drop
off on a wing. The air over that huge
wing produces so much lift that it just
stands on the tail. Of course you have
that big propeller producing a lot of lift
over the center part of the airplane. It 's
almost like the airplane is in a wind
tunnel." The propeller is 9' 9" long.
That really is a lot of lumber out there.
Ken said, "We were told that's the cor-
rect size. But we 've since found out
that the prop is 9 inches too long. Be-
ing that long, I really have to pay
attention in landing it every time as a
perfect three point landing, or I could
tear up that prop if I landed on the
main wheels first. At level attitude on
the ground, it has about 3" of clear-
ance. And with the bungees
compressed, there's no ground clear-
ance. (And the grass strip at the
Aerodrome was, and still is a farm field:
it grows rocks.) "Yeah, it's 9 inches too
long, but the prop works and why pay
for another one when this one does the
job just fine? It's a lot of money to
make a Mercedes prop; you just can' t
get one from your local aircraft parts
No, you just can' t buy one from any
supplier. But the beauty of these WW I
aircraft is that you can make one. A real
one! The history of this particular D.VII
started with Cole Palen. As with many
other projects that Cole undertook, it
was the help of friends and associates
that brought his last magical project to
wing. Cole got the complete plans
from Leo Opdycke of World War One
Aero, a central clearing-house for any-
thing concerning pioneer aviation.
(The complete set still sells for
$125.00!) The drawings were created by
Herb Kelley. Neil Good made the beau-
tiful radiator. Andy Keefe built the
wings in 1992, with Cole building the
rest while both were wintering in
Florida. Ken did the engine installation
and the smoke system.
(Top Left) Left side of cockpit showing throttle quadrant with spark advance lever
underneath. On the instrument panel is the starting magneto and the fuel switch.
You can also see the top of the control stick with the wooden auxiliary throttle
handle on the left and the twin gun triggers on the right.
(Top Right) Right side of the D.vll cockpit showing the original German tachome-
ter and altimeter. The wooden handle close to the fuselage wall is for the greaser
pump. Other side view of the control stick showing the auxiliary throttle. In the
center is the engine 'blip' or kill switch.
Sue Hayes Fischer hand painted the
wings (!). Sue said, "We were pretty
proud of the lozenge camouflage. It
took six weeks just to paint those
wings; Cole decided upon the original
color scheme. Shuttleworth gave us a
piece of original WW I German camou-
flage printed fabric from their LVG for
the top surface wing colors. For the
lower wing surfaces, I found a good de-
scription in a magazine about the color
scheme and the pattern. I hand drew
each lozenge, mixing the colors to
match. Cole was real excited about
painting the seven Swabians on it. I
also remember when we got the origi-
nal Mercedes; it was very exciting as we
stood around and we 'oohhed' and
'aaahhed.' Cole got it in a 'horse-trade'
with Kermit Weeks. I think he traded a
Bentley rotary for it."
Cole did good. (If anyone knew how
to 'horse trade' an aircraft, it was Cole
Palen.) This is a very rare Mercedes en-
gine; a 200 hp Mercedes D III.UA.
While most D.VIIs were fitted with the
160 hp D.111 Mercedes and the highly
coveted BMW.IlIa 185 hp engines, sev-
eral aircraft were fitted with this
improved engine. As early as June 6,
16 MARCH 2000
1918 one was discovered by the British
in a shot down Fokker D.VIl. Test re-
vealed a 23.5% increase in compression
(and horsepower) over the 180 hp Mer-
cedes D.lIIA. The new ratio was 5.73:1
versus 4.5:1. All this was accomplished
without changing the bore or stroke
from the 180. The cylinder heads were
This is also a high altitude engine.
According to documentation, there is
an auto leaning capability on the car-
buretor. However, Ken corrected my
comments upon the known historical
data: "Actually, it's not auto leaning;
when the throttle is full open, it
opened a cam, which allowed two slip
rings in the double barreled carburetor
to load up and lean out the air mix-
ture. So it was sort of automatic, but it
depended on the throttle setting. That
was the trouble with the engine when
we first ran it; parts of that carburetor
weren't complete and these rings were
allowed to float all the time, so as soon
as you opened the throttle, it would
lean out and backfire. We finally
blocked out that whole mechanism so
that it stays in the position where those
rings can't move. So in a sense, ours is
rigged up not to be altitude compensat-
ing. But that doesn't matter since we
don't fly it high for the shows, anyway.
I think I've had it up to 4,000 feet on
trips and on the road. There are no dif-
ferences in flight characteristics at that
height, either.
"And the engine is good! It hasn't
missed a beat yet; knock on wood."
(Ken then knocked on Jenny wood,
too. Only at Old Rhinebeck!) "It's a
pretty dry engine, it hasn't developed
too many oil leaks. It's got a weird oil
system: it has a little four-cylinder pis-
ton pump for the oil. It's a wet sump
engine with the capability of adding an
external oil tank on it, which they nor-
mally had on the D.VIIs, but we
eliminated that so we have a closed
loop. The induction manifold also has
water jackets as a preheat, whereas the
earlier Mercedes engines used an as-
bestos wrap.
It has all original German instru-
ments and they still work: an RPM up
front between the gun butts; an altime-
ter on the righ t and an oil pressure
gage and a water temperature gage.
And that's it, except for the compass
down on the right side. And that works
too. The brass wing nut is the greaser
for the water pump. On the control
stick are aUXiliary throttles and ma-
chine-gun triggers on the right. The
button is a kill switch to the right mag-
neto so as to not windmill the prop
down the runway. I put the engine on
right mag only, so as to kill it to help
slow the D.VII going down that run-
way. It is a dual mag system, and the
magnetos are also original. The spark
plugs are easy to find; they're a stan-
dard 18mm and are long reach plugs
costing about 50 cents apiece. An AIC
military plug works good.
The engine runs up to 1,200 rpm
static; when we fly, it'll go to 1,400.
That's about the normal rpm that the
pilots ran it."
I asked, "So, how's she on ailerons?"
"Ailerons are a little bit on the slug-
gish side. They're kind of heavy and
not too responsive. I don't think that's
because of the design of the airplane; I
think that's because of the way the air-
plane's built; this one that is. There's a
lot of internal friction in the aileron
linkage and stuff like that. But the
weak point of the airplane is the
A new generation flies the old: Ken Cassens
and his son, Ryan.
The Best: the legendary Cole Palen and his
Fokker D.VII taken on the day of its first flight.
Cole was wearing the eye patch due to his
recent small stroke.
ailerons and the roll. It's ade-
quate, but it' d be nice if it was a
little more responsive./I
"But you could take care of
that if you were to rebuild it, if
you wanted to, right?/I
"Yeah, I think so. There's a
pretty good seal between the
gap, so there isn't a lot of air
leakage; but there is friction and
stuff like that. And there is a bit
of warpage on it too; it's not ex-
actly true, and all that adds up
to a heavy aileron.
"It climbs out pretty good, es-
pecially in the colder weather.
Elevator response is excellent and
the rudder is very good. It turns
pretty quickly. It may not be up
on speed but with the maneuver-
ability it'll keep up with just
about anything./I
"So it could handle Camels?/I I
"Yeah, I think so.. .It's still an
airplane that you have to fly all
the time./I
Ken continued: "We built it
the same way as the originals.
The weight is about the same.
The only differences we've made
is to put a wing tank in it instead
of using the pressuri zed fuel
tank. /I (Most WW I aircraft pres-
surized the fuel tank to deliver
fuel under pressure to the nor-
mally aspirated carburetor.) "The
little air compressor that runs off
a cam from the engine, that nor-
mally would be used to pressurize
the fuel tank through a regulator;
we're using that to pressurize the
smoke tank for our smoke system. The
other change we've made is to use a
steerable shoe on the tail skid. And
that makes it very controllable on the
ground. So with these narrow runways
that we have here, yo u sort of need
that, because we flew the airplane a
couple times without the steerable
shoe, and when that tail gets down
and is going, it has a mind of its own.
So if you have a big, square field to
land on (like they used in WW I), that's
no problem, but with our skinny little
runways you need all the help you can
get. But it does roll out straight; the
suspension on the gear is sufficient;
the bungee cords handle that rough
runway pretty well.
"But we feel ours is built as a pretty
accurate Fokker D.VII that gives a good
representation of the ori ginals. But
that doesn' t go for the other D. VIIs,
and perhaps the one Jeff Ethell fl ew
may have had some problems. That
whole flight report of his in Flight
magazine was a pretty bad representa-
tion and it surprised me. While he may
have been an exper t, I think he was
out of his field when he was flying that
airplane, because certainl y the article
he wrote didn't describe our airplane at
all. In this D.VII , you can turn your
head at cruise power, at full takeoff
power, without feeling that the goggles
are going to be twisted off my head.
Nothing against Jeff Ethell, but I think
that article wasn't very good.
-continued on page 2S
Loraine logs some bucking bar time back in the
fuselage of the 150.
The airplane was located in North-
ern Indiana, only 110 nautical miles
from home base. I made arrangements
to meet them in two days and was
walking on cloud nine for the rest of
the evening.
Ken and I flew our Bonanza to check
out the airplane. By this time, I had
punched the N-number into the Inter-
net and found out that it was serial
number 348 in the first year of the
Cessna 150 run. I was hoping that it
would be earlier than that, because I
had heard that the first few 150s had
landing gear boxes both in the front
(where the 140A had been) and in the
back where the 150 gear was located.
Alas, it was not to be. There was no
gear box in the front , however, it did
have the cleanest empty spaces I have
seen in 40-year-old airplanes and the
bulkheads had been pre-drilled for the
Cessna 140 gear boxes.
I told Ken it was pretty good and to
get me a good deal. Then the bum tells
me it is my project, so if I want it, I
have to do the deal making.
That is NOT one of my favorite pas-
times. So I put a nice smile on my face
and made them an offer with a fresh
annual included. I knew that they
wanted to sell it , so I mentioned as
soon as an annual was done, I could be
down with a cashier's check. That
seemed to turn the tide and my offer
was accepted. I wanted an inexpensive
project and they had been trying to sell
their plane for over a year, so they were
happy to part with it.
Two days later the annual was signed
off and I went down to pick it up. Hap-
pily, it was a very uneventful ride back
home. When you are sitting in it, you
20 APRIL 2000
Lorraine Morris' little Contemporary Custom Cessna tools along, looking just like it's big
brother, the Cessna 180.
would swear it is a Cessna
140 (except for the goofy
control wheels and silly
panel). It has the same seats
as the 140 and the same
fuselage, but someone put
the tailwheel up front and
ruined "THE LOOK".
After we arrived home,
Ken took a turn around the
patch. Then the disman-
tling began. First the cowl,
Clecos in place, the old landing gear boxes are removed
then the wings and tail. and the bottom belly skin is replaced. Using a contraption
made out of 2x4s, the fuselage can be rotated to make it
Pretty soon, the engine was
convenient to do the sheet metal work.
hanging from the hangar
beam and it was an instant tail-
dragger (the nose gear is part of the
engine mount.) We put the wings
in a cradle and brought them
home, then went back to the air-
port and got the fuselage and
engine. During the dismantling, we
realized we needed a name for our
new project. The N number ended
in an E, so we started throwing out
"E" names. We ended up with
Elmer Fudd.
The first order of business was to The early Cessna 150 interiors matched the last
get rid of the old gear. That did not 140s nearly piece for piece.
pose much of a problem, and was
quickly done. Then the business of
installing the "new" 140 gear began. We not been a big deal. Find the gear legs,
spent a few days pushing and prying gear bulkheads and a tail wheel. Simple,
and had to get "a bigger hammer" sev- right? Then the details started to emerge.
eral times. Eventually we had them in Apparently around November 1947,
and held in position, ready for rivets. At Cessna decided that the gear bulkheads
about this time, we discovered we were
missing a few pieces.
For a while, the search for parts had
-continued on page 26
By Grady Sharpe
Just over a year ago, I finished an
extensive restoration (90-95% new
construction) of a 1929 Waco ASO
(Texaco #7). The Air and Space Mu-
seum provided copies of the original
Waco drawings for nearly all of this
restoration work. Using these draw-
ings, I also constructed a totally new
landing gear including the conver-
sion to Waco's "Outrigger Gear"
design using a Gruss type shock
strut. The drawings for the gear Vee
assembly also shows it as viewed
from overhead with the axle 90° to
the hinge line where the Vee at-
taches to the fuselage fittings. Also,
the drawing illustrates the axis of
the left and right axles to be in align-
ment only when the Vees are in that
drawing's position. This is how I
jigged and constructed the first pair
of Vees. Subsequently, they proved
to be unsatisfactory.
Of course, when installed on the
aircraft, the Vees do rotate on their
hinge lines and the axle alignment
changes. That it changes in wheel
camber is obvious. Less obvious is
the fact that wheel toe also changes
due to the 20° inclination of the
hinge lines.
During the landing roll after the
first flight, I found (with racing
pulse) that it was very unstable di-
rectionally. The owner then tried it
with the same results. Time to stop
1929  Waco  ASO 
measure toe
measure  the  toe  at  axle  height 
using  points  1  & 2  above 
Drawing  1 
A  The  wheel  alignment 
with  first  set of 
B  A  lignment  with 
second set of Vees

r  at  POir  #1  rl':'-
'0  Difference  =  (1/2  dia  with!' 
.S! ::  + 1-5/8"ltoe-in  axle.J1  with  B 

'"  :;  13/32"  NOTE 
A  & B  represents 
alignments  with  struts
L ': 
fully  extended  as  in 
just  before  touchdown
I "'.'1'" Ii They  DO  NOT  represent 
Re:  axle  alignment  change  with  the  second  set of  Vees. Having  found  in  the 
first  set  a  1 - 5/8  inch  toe - in  I  used  one  half  of  this  amount  for  the  toe - in 
of  one  wheel :  13/16" .  Moving  the  forward  measure  point  outward  13/32" 
and  the  aft  point  inward  13/32"  gave  me  the  change  in  axle  alignment 
indicated  by  B  above. 
Viewed from above and not to scale
Drawing  2 
hinge  line 
Drawing  3 
direction  of  travel 
Drawing  4 
check  marks  here to  record 
distances between measuring points /'

\II axle
.... - T: ctr line
A Story Stick.  Construct from  3/4" x  1-1/2"  pine 
and  1/4"  plywood 
Drawing  5 
and go  back to the drawing board -
and this I did. 
I  then  spent  a  considerable 
amount  of  time  looking  at  and 
studying the gear.  While rolling the 
aircraft about,  I found that in rolling 
it forward  the shock struts would ac-
tually extend and the camber would 
increase.  Rolling the machine back-
ward,  the opposite would  occur. 
Hmmm - it's time to  make a story 
stick (see  drawing No.5) and mea-
sure the wheel toe.  Measuring this 
with the struts fully extended (max. 
camber)  I found  a toe-in of 1-5/8 
inches. This  1-5/8 inches of toe-in  is 
a significant amount when measure 
over a distance equal to the wheel's 
diameter.  Refer to drawings No.2 re-
garding this measurement. 
In  reviewing drawing No.  I,  note 
and carefully consider the implica-
tions of the 20°  hinge line as  the 
aircraft travels horizontally in the 3-
point attitude. Consider the changes 
in the wheels' plane of rotation rela-
tive to the airframe as  each wheel 
travels vertically through the shock 
strut range.  To emphasize a point 
made earlier,  the most noticeable 
change visually will  be  the change 
in camber and tread  as  the struts ex-
tend.  Very  much less  noticeable 
visually will  be the actual change in 
wheel toe alignment. 
I also constructed a small model 
(see  the photos) using only the min-
imum  elements  of  one  gear 
assembly;  a 20°  inclined hinge line 
and the Vee  assembly with an axle. 
At  the end of the axle a  straight 
piece  of wire  represented  wheel 
alignment. In the photos you can 
see  4 lines.  Line  1 is  the 20°  inclined 
hinge line,  line 2 represents wheel 
alignment with the shock strut ex-
tended  and  line  3  the  wheel 
alignment  with  the  strut  com-
pressed.  Line  4 is  in alignment with 
the centerline of the fuselage  when 
viewed  from  above.  Note the fact 
that lines 2 and 3  are not parallel 
and that line 2 shows considerable 
toe-in. In the model the Vee  is  free 
to rotate on the hinge line. 
To  further  help  understand this, 
22 APRIL 2000
again refer to drawings 3 & 4. Draw-
ing 3 represents a side view of a Vee
with its hinge line horizontal and
parallel to its line of travel. Gear
travel here, about the hinge line,
changes wheel camber only. Draw-
ing 4 shows the same assembly but
from a much different and exagger-
ated perspective. Here the hinge line
is 90° to its line of travel. Impossi-
ble, of course, on an airplane but
done here to the extreme to illus-
trate that any gear travel about this
hinge line changes wheel toe only.
Now, visualize what happens to any
point in between - for instance the
20° inclination illustrated in draw-
ing l.
With the first set of Vees con-
structed per Waco prints we had the
1-5/8 inches of toe-in with the struts
extended and upon touchdown the
wheels would forcefully try to close
in on each other. This tended to
keep the struts extended and main-
tained toe-in. That's a vicious circle:
the wheel having the most surface
grip through its footprint would
steer the airplane, overpowering the
rudder and steerable tail wheel.
I knew then that I had to con-
struct a second pair of Vees with the
axles installed at something other
than the original 90° angle.
Something that would provide zero
degree of toe with the struts ex-
tended. After going through the
math, the new Vees were com-
pleted and now during a 3-point,
zero toe touchdown the aircraft
tracks straight ahead. As the speed
slows and the lift diminishes, the
struts begin to compress and the
wheel gradually go to toe-out with
no discernible tendency to swerve.
Refer to drawing 2 regarding the re-
vised axle positioning as it relates
to the hinge line with the struts
fully extended.
To sum it up - with this type of
gear, it's inevitable that we will
have a range of toe alignment
changes as the shock struts extend
or compress. We just have to make
sure we construct the gear to mini-
mize its bad effects. ......
by H.C. Frautschy
Our Mystery Plane this month comes from the files of Charles Trask.
Check out those balloon tires!
Send your answers to: EAA, Vintage Airplane, PO Box 3086, Oshkosh,
WI 54903-3086. Your answers need to be in no later than May 25,2000
for inclusion in the July issue of Vintage Airplane.
You can also send your response via e-mail. Send your answer to vin-
Be sure to include both your name and address in the body of your
note, and put "(Month) Mystery Plane" in the subject line.
Our January Mystery Plane, courtesy Pete Bowers, Seattle, WA was an
unknown, with Pete having little information on it. It was designed and
built by the U.S. Airplane and Motor Engineering Co., Upper Sandusky,
OH. Not a word is written about the airplane or the company in Paul
Brockett's Bibliography of Aeronautics (Mr. Brockett worked for the
Smithsonian Institution) or Jane's All The World's Aircraft; The Aircraft
Yearbook series doesn't mention it. It didn't show up in our indexing of
-continued on next page
older aviation periodicals either,
so we're stumped.
Larry Knechtel, Seattle, WA
did send us a note and said it
looks like the Babcock LC-7.
Larry wrote: liThe two passenger
LC-7 or 'Light Commercial' -7 was
built in 1919./1
He didn't have any more in-
formation either, nor do we. Can
anybody add to the Babcock LC-
7 identification? Could this
indeed be the Babcock LC-7?
Here are the rest of Pete's pho-
tos of the LC-7. Perhaps they will
give you the final clue to help
solve the Mystery! ......
A small but robust structure with a Kemp 1-4 engine (thanks to John Underwood for the
engine identification) mounted up front. The Kemp was listed as having a power output of
35 hp at 1,150 rpm, and weighed 192 pounds.
With the addition of the pilot and his passenger in these two photos, you can better
judge the small size of the airplane. Four interplane struts on each side and ailerons
only on the upper surfaces also distinguish the LC-7.
With one set of wings removed, you can see the A-frame cabane struts,
and you can also see the large elevator control horn mounted on the
exterior of the fuselage.
24 APRIL 2000
- Fokker continued from page 17
"Preflight is a lot like the Piper Cub,
except you have to oil the exposed
valve stems and rocker arms. The pro-
peller has to be rotated about twice
through two full turns so that every-
thing is exposed for the oiling. The
engine has a handle on the rear top
that when pushed, reduces the com-
pression in the cylinders to half, so
that the engine is easier to start. It
starts like a Model T Ford. Then the
handle goes back automatically after
the engine starts. Rhinebeck's D.VII
uses a magneto system for starting. To
start, you turn the mags off so the guys
can pull through the prop; turn the gas
on; retard the spark, set the engine to
half compression, and then I look at
the number one cylinder after they've
pulled it through a few times to prime
the engine, and see that the intake
valve is closed (which puts it just past
top center) and then crank the booster
mag. That throws a shower of sparks
into the cylinder and that starts it."
I thought, everyone wants to know
the answer to this question: "So how
fast is the D. VII? Reports have it any-
where from 118-125 mph."
"I don't know how fast it is; there's
no airspeed indicator. Just an rpm
gauge. But I know the D.VIII that Brian
Coughlin has is faster; it is lighter and
has less drag."
"You know, this isn't a high tech
operation here." (An understatement if
I ever heard one!) We don't do fuel
consumption, time to altitude ground-
speeds, stall speeds; it's just flying by
the seat of your pants. It has to be
around here. Basically basics."
It's nice to hear that that stuff has-
n't gone away ...
I was lucky to be present at the first
flight of this D.VII on September 10,
1993. It was momentous for a variety
of reasons, one of which was that Cole
Palen, for the first time, was not the
test pilot. He had had a mini-stroke
several months before and didn't feel
right about flying yet. He asked Ken to
take it up. Ken strapped on a parachute
and took off. Brian Coughlin wanted
to see this firsthand, so he invited me
to go up in his Luscombe. The test
flight went as smooth as wind at sun-
set. At altitude, Ken even tried hard
stalls on this very flight, and yes, the
D.VII just slowly dropped its nose.
Upon landing, everyone was in high
spirits. The best that Cole and his
friends had made (and Tony Fokker
had perfected) flew flawlessly from the
first. Cole's tribute to his old friend,
the late Dave Fox, had taken wing.
Cole told me later that since this was
probably going to be the last plane he
would build, he wanted it to be a
Fokker D.VII for Dave. Dave had flown
an earlier D.VII at Old Rhinebeck for
many years, and everyone at the Aero-
drome knew that the D.VII and Fox
were one and the same. When asked
what he thought while watching the
D.VII, Cole quietly said, "All I could
think of was Dave Fox." Then he
laughed his big, explosive laugh. "And
I wondered if this airplane would fly!
You never know! HAW!"
Later that night, the Aerodrome
Gang gathered at The Tap House for
their weekly celebration and post flight
comments ("Good show." or, "Tough
weather-that wind wouldn't fall below
15 mph. " "Nothing broke-a little
broke-well, we'll fix it during the win-
teL" "You think that chewing gum will
hold so the radiator won't leak again
on the Curtis?" "We need a newer bi-
cycle pump for the airplane tires. The
old one just doesn't have the pressure
anymore." "Hey Eddie! What' s in this
'Prairie Fire' drink?" "Oh, some
Tabasco and Red pepper, why?"
"Whew, Man! They flew Rotaries on
less octane than this!" etc.) During this
high-tech conversation, I noticed that
Ken was unusually quiet. I was in-
tensely curious; no one had brought
up that day's first flight of the Fokker
D.VII. Was it taboo? Tradition? As a
writer, I figured what the heck, and
ventured the question: "Ken, how did
the D.VII fly up there?" The table fell
Without a change in his semi-seri-
ous expression, Ken said, "Fine. It flew
just fine." The Gang then began to ask
him questions about the flight, but he
just kept replying, "Fine, it flew O.K." I
thought to myself, "This guy just flew
a Mercedes powered Fokker D.VII, for
cripe's sakes, and all he can say is that
if flew O.K.?! What'll get to him?" I
leaned forward across the table:
"Did you ever build a model of the
D.VII when you were a kid?"
"And today you flew one. Did you
ever dream about that when you built
that model?"
Silence. And then a big grin began
to slowly cover his face as his eyes
looked far away. "Yeah. It was great to-
day. Really great."
The author has to, nay, wants to
thank the people who made this article
fun and correct. Good friend Leo
Opdycke of WW I Aero who intro-
duced me to Cole Palen and who keeps
that dang bar REAL high; Cole himself,
the whole Gang at Old Rhinebeck
Aerodrome, Ken Cassens for his pa-
tience of my incessant questions, Peter
Grosz (the generous master of German
data), Dave Watts for his amazing in-
formation regarding the Mercedes
engine, Jon Guttman, an expert for all
things military, and, especially Karl
Kopecky, who one day said to me,
"Why don't you come up and see us
sometime?" I did and I'm hooked. It is
the only place in the world like it. Sup-
port it. Go see the people and smell the
airplanes! ......
Old Rhinebeck Aerodrome's weekend airshows
take place between May 17 through October
15, 2000 from 2-4 p.m. Get there plenty early,
and roam around the museum as well. For
more information, call (914) 758-8610 or (914)
752-3200, Mon-Fri 9:00 AM - 5:00 PM. Check out
their web Site: www.oldrhinebeck.org
-Taildragger continued from page 20
needed to be beefed up. The 140s man-
ufactured after this had steel angles
that were curved to fit the bottom of
the plane on the front and back of
each bulkhead.
There are four individual part num-
bers, and none are interchangeable.
The 140 fuselage we had acquired for
parts was missing these. I figured I
would just call one of the many salvage
yards in Trade-A-Plane and the parts
would be here tomorrow. WRONG.
I decided to try a different tack. This
time I decided to just buy a whole junk
airplane for parts. I called a friend of
mine who has a really neat barn filled
with Cessna 120/140 parts and pieces,
and located a 140 fuselage still on its
gear. It was only 30 miles away, so we
bought it and dragged it home behind
the car. As soon as we arrived home, we
started stripping the "sacrificiallamb"
of all the parts that we needed. We
were able to get a tail wheel bracket,
both gear boxes, both gear (with exten-
ders) and all the associated angle
stiffeners needed for the gear installa-
tion (we thought). The next thing we
did was to remove everything that
someone else might someday need and
throw it in a pile to keep.
This poor old airplane had been
through a lot. Not flown since the
1960s, none of its parts would have
flown again if we hadn't salvaged bits
and pieces. My friend previously lent
this same aircraft to the search and res-
cue squad for rescue practice. They
hooked a chain between the door posts
and dumped it in the local quarry to
practice rescue diving on. When it was
returned, the few previously undented
skins were now very dented and the air-
plane had pond scum all over it.
Anyway, the first place I called said
sure, we have lots of 120/140s. Then he
called back to tell me that his did not
have the angles in the plane. That's
when [ discovered that I had to clue
them in ahead of time about which
parts [ needed.
Every now and then I would find
one, but it would have to be drilled out
because it was still in the airplane, and
the price would jump. My average
26 APRIL 2000
quote was $150 per piece, and I could
never locate the front left one. One re-
ally nice salvage yard man went to his
computer and plugged the part num-
bers into an online parts finding
program. It spit out the name of a com-
pany in Canada. I called to see if they
really had the four pieces and when the
nice Canadian on the other end of the
phone said yes, I got skeptical. I asked
him what year model they came from
(just to be sure we were talking about
the same pieces).
"They did not come from a plane,
they are brand new in the box with the
factory tag on them," he said. Right
about now I saw dollar signs flashing in
my head, and asked him what this was
going to cost me.
"Oh," he said, "I'll have to get aboot
(that's Canadian) 25 dollars each."
"Send them!" I screamed. How lucky
can a girl get?
I was tickled pink. [ ran down to the
barn to tell Ken, who was happily (?)
riveting on my project.
"I'll believe it when they get here,"
said the greasy, dirty grump. What's his
problem, anyway? I have been up on
the hot, sweaty telephone all day while
he gets to play with airplanes. I just
don't get it.
Sure enough, a week later the box
comes from Canada with little Elmer's
angles, and they fit just right. Such a
Our project was moving along in fits
and starts in April 1998 when work
came to a screeching halt. We were in
the process of building a house, and
made the mistake of "volunteering" to
do lots of the work on the house our-
selves. After that, all the time was spent
on the house and 'Elmer' sat in the cor-
ner of the barn.
The house was done in October, and
the move began. A word of advice: fin-
ish a project so you are not forced to
move it in pieces. Things get lost! We
were very careful to pack 150 parts to-
gether, and tried not to misplace things.
It worked for the most part. Only a few
small things were casualties.
We discovered that one of the small
things that got lost was half of a hinge.
The 120/140s have two hinges on the
doors (one top and one bottom). The
early 150s added a center hinge. Of
course, that was the one that got lost.
We were able to locate one from Central
Air Parts, and as soon as it arrived, we
were able to install the doors. We in-
stalled new window seal and door seals.
We had been tossing around the idea
of adding a shoulder harness to Elmer,
and decided that it would probably be
the best way to go. Since the plane was
all apart anyway, this would be the best
time to do it. I flew over to Freeport and
visited Jack Hooker (Hooker Custom
Harness) and got a tour of his manufac-
turing facility. While I was there, I
picked out the color I wanted. About 10
days later it arrived in the mail. [t took
Ken and I less than an hour to install
the brackets . [ was amazed at how
quickly they went in. I highly recom-
mend them for their ease of installation
and great track record.
We bought a jump seat from Eldon
Larson and installed it. We remem-
bered that when our son was smaller
and fit in the jump seat, he could not
talk to us, and was always stealing one
of our headsets, which left one of us
out of the loop. Whoever ended up
with Elmer might have the same prob-
lem, so we decided to install a 4-place
The engine started on the first pull,
and two weeks after painting the base
coat, Elmer flew straight, with no ad-
justments necessary. The biggest
differences you notice flying the 150
vs. the 140 are in the elevator and
rudder department . Because the 150
has more surface area, those controls
seem more sensitive than the 140. Of
course, another big difference is that
when you pull on the flap handle,
something happens.
Now that Elmer is done and flying,
I'm having a great time burning
squished dinosaurs and polluting the at-
mosphere. The Lowe conversion is
definitely the best looking one on the
market (in my opinion), and now I am
trying to convince my husband that a
140A is not the same as the 150 tail-
dragger! As long as they fit in the
hangar. ..
Am I glad I did it? You Bet! Would I
recommend it to others? Sure! Will I do
it again? NO WAY! ....
  ~ ? Something to buy, sell or trade?
An inexpensive ad in the Vintage Trader may bejust the answer to obtaining that elusive part .. 50¢ per word, $8.00 minimum charge. Send your ad and
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May 26-28 - WATSONVILLE, CA - Chapter up at the Type Club tent or call: Suzette Selig,
119 Fly-In & Air Show. www.watsonville- 630/904-6964.
AUGUST 6 - QUEEN CITY, MO - 13th an-
JUNE 2-3 - BARTLESVILLE, OK - Frank nual Fly- In at Applegate Airport. Info:
Phillips Field. 14th Annual National Biplane 660/766-2644.
Fly-In Calendar
The following list ofcoming events is fur-
nished to our readers as a matter of
information only and does not constitute ap-
proval, sponsorship, involvement, control or
direction ofany event (fly-in, seminars, fly
market, etc.) listed. Please send the informa-
tion to EAA, Att: Vintage Airplane, P.O. Box
3086, Oshkosh, WI 54903-3086. Information
should be receivedfour months prior to the
event date.
EAA Regional Fly-Ins shown in bold.
MAY 5-6 - PINEHURST, NC - Moore County
Airport. VAA Chapter 3 Spring Fly-Infor vin-
tage airplanes. Info: 910/947-1853.
MAY 13 - ALPENA, MI - 7th. annual "Spring
Bust Out "flyinl Pancake brealifast sponsored
by EAA Chapter1021 7:30 am to 11:30 am at
Alpena County Regional Airport (APN) for
more information contact: Ray 517.354.5465
or Lee 517.354.2907, e-mail rbock@north-
MAY 19-21- COLUMBIA, CA - 2000 Gather-
ing Of Luscombes. Aircraft judging, spot
landing andflour bombing, 8th annual Great
Luscombe Clock Race. Info: Doug Clough,
360/893-5303; Art Moxley, 253-630-1086;
Gordy Birse, 253/631-8478 or E-Mail at Lus-
MAY 20-21 NILES, MI - (3TR) VAA Chapter
35 hosts Kalamazoo Air Zoo Ford Tri-motor
and traveling warbirds show. Tri-Motor and
helicopter rides. Lunch on Sat. 11 -3, Sun.
Brealifast 7-11, then lunch 11-3. Fly-In pilots
eat free. Info: Len Jansen, 616/684-6566.
MAY 20-21 - WINCHESTER, VA - EAA Chap-
ter 186 Spring Fly-l n. 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 good food. Info:
Tangy Mooney at 703/780-6329 or
EAA 186@netscape.net
MAY 21- WARWICK, NY - EAA Chapter 501
Annual Fly-In at Warwick Aerodrome (N72) .
10:00 am - 4:00 pm. Unicom 123.0. Food,
trophies will be awardedfor the different
classes ofaircraft. Registration for judging
closes at 2:00 pm. Info : Harry Barker,
15 Fly-In Breakfast, 7:00 am - 12 Noon at
Lewis Romeoville Airport (LOT). Contact:
Frank Goebel 8151436-6153.
28 APRil 2000
Convention and Expo. Forums, static dis-
plays, Seminars, Workshops and exhibits.
Biplane crews and NBA members free, all
others pay admission fee. Info: Charles W.
Harris, Chairman, 918/622-8400 or Virgil
Gaede, Expo Director, 918/336-3976.
JUNE 2-5 - READING, PA - Mid Atlantic Air
Museum WW 11 Commemorative Weekend.
Reading Regional Airport. www.maam.org/
maamwwii.html Tickets at gate are $11
gate/$9 advance for adults and $3/$2.50 for
children ages 6-1 2 (admission includes all
entertainment). A special 3-day is also avail-
able for $20.
Phillips Field. 14th Annual National Biplane
Assoc. Convention and Expo. "Biplane Expo
2000." Info: Charlie Harris, 918/622-8400.
Chapter 560 annual "Fly/Drive-In - Steak
Out. " Public welcome - 616/547-4255 or
JUNE 4 - DEKALB, IL - DeKalb- Taylor Mu-
nicpal Airport (DKB). EAA Chapter 241, 36th
Annual Fly-In Brealifast 7 a.m.-Noon. Info:
Ed Toubett, Pres. 815/895-3888.
JUNE 10-ll-PETERSBURG, VA -Peters-
burg-Dinwiddie Airport. Virginia State EAA
Fly-Info: www.vaeaa.org
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
EAA Rocky Mountain Regional Fly-In Info:
303/442-5002 or www.greeleynet.comleaare-
JUL Y 5-9 - ARLINGTON, WA - Northwest
EAA Fly-In. Info: 360/435-5857 or
JULY 7-8 LOMPOC, CA - Lompoc Airport.
16th Annual West Coast Piper Cub Fly-In.
Info: Bruce Fall, 805/733-1914.
EAA AirVenture 2000. Info: EAA HQ,
920-426-4800, or www.eaa.org and
EAA ConventioniAirVenture Fly-In. Visit the
American Navion Society in the type club tent
in the Vintage area south ofthe Red Barn. At-
tend annual Navion dinner and Navion forum.
Info: 970/245-7459.
JULY 28 - OSHKOSH, WI -Stinson Lunch at
Oshkosh. Meet at 11:30 a.m. behind Theater
In the Woods for afree bus ride to Golf Cen-
tral restaurant. Pay on you own there. Sign
678 Fly-In Brealifast, 0730 - 1100, Wexford
County Airport (CAD). Info: Jim Shadoan,
ican Navion Society National Convention.
Info: 970/245-7459.
Log Cabin Airport, Douglas 1. Ward, S149
Segerstrom Rd., Mondovi, WI 54755-7855,
Golden West EAA Regional Fly-In. Info:
530/677-4503 or www.gwfly-in.org
Mid-Eastern Regional Fly-In (MERFI)Info:
937/849-9455. Fax: 419/447-1773
- 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" flyin / BBQ sponsored
by EAA Chapter 1021 11:00am 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-
New Garden Flying Field (N57). EAA East
Coast Fly-In. Info: 302/894-1094 or
Southeastern Regional Fly-In (SERFI).
Info: 334/578-1707 or www.serji.org
OCTOBER 12-15 - MESA, AZ - William s
Gateway Airport, Copperstate Regional EAA
Fly-In Info: 5201400-8887 or www.copper-
state. org.
"Beech Party 2000 " Staggerwing/Twin Beech
18/Beech owners/enthusiasts - sponsored by
Staggerwing Beech Museum & Twin Beech
18 Society. Info: 931/455-8463.
Chapter 186 Fall Fly-ln. Winchester Re-
gional Airport, 8:00 am - 5:00 pm. Pancake
breakfast both days: 8:00 am - 11:00 am.
Static display ofvarious aircraft including
classics, homebuilts, antiques and warbirds.
Airplane and helicopter rides. Aircraft judg-
ing, children's play area and ongoing
activities. Concessions, souvenirs, and good
food. 1nfo: Tangy Mooney at 703/780-6329
or EAA186@netscape.net
OCTOBER 20-21 - Abilene, TX - EAA South-
west Regional Fly-In. The Big Country
Fly-In. Info: 1-800/727-7704 or
Mike Barton .. Fisher ACT, Australia
Russ Robinson ....... .. ........ .
· ....... .... Carp, Ontartio, Canada
Victor A. Holliday .... . .... . .... .
. . . . . . . . Staffordshire, Great Britain
Richard Weeks . ........ ........ .
.......... St. Albans, Great Britain
Marco Pifferi ... .. . Strambino, Italy
Takao Amano .... Yokohama, Japan
Ludmila Chepikova .. ... . .... ... .
· ......... Abakan Khakasia, Russia
John O. Mon"is ........ Juneau, AK
James T. Capps ....... Rutledge, AL
M. A. Grimes, Sr. ..... Semmes, AL
Harry Flint .......... Maricopa, AZ
John H. Fowler ....... Glendale, AZ
Cary B. Grant ...... Cave Creek, AZ
Neville Jantz ...... Casa Grande, AZ
Wilfred W. Waak .... . . Prescott, AZ
Bob Wallick . .. .. .... Carefree, AZ
Alfred D. Zulli ........ Tucson, AZ
Russell Bliss .. .. .. . Mira Lorna, CA
Robert Gillette ..... Long Beach, CA
Dale V. Miller ... .. . Claremont, CA
John Lloyd Moonly, III .......... .
· ........... West Los Angeles, CA
Theodore A. Reusch ... .. Chino, CA
Chester Stilabower, Jr. . Glendale, CA
Conrad Tona .. . Newport Beach, CA
Leo V. Williams ........ Hemet, CA
Rev. Dr. Lar F. Williamson ....... .
· ... . ......... .. .. Forestville, CA
Frank Forney ...... Englewood, CO
Doug Grange ... ... Fort Collins, CO
William McKinney ..... Groton, CT
Ismael L. Bonilla ... Jacksonville, FL
Hans M. Holland .. Coral Gables, FL
Roger A. Painter ....... Oviedo, FL
Earle F. Swan .. .... . Bradenton, FL
John H. Weber ....... Leesburg, FL
Mark P. Dankel ................ .
· ........... St. Simons Island, GA
John Gordon Earley, Jr. .......... .
· . .. .............. Gainsville, GA
Mervin W. Sarchet. .. Guttenberg, IA
John S. Breeden ...... Lakewood, IL
Mike Kenaga . .. Western Springs, IL
Stephen H. Lark ........ Gurnee, IL
Kathy Mathias .... . .... .. Alton, IL
Glenn F. Smith ...... Mundelein, IL
Timothy J. LeBaron .... Sheridan, IN
David C. Miller ....... La Porte, IN
Dennis Schell ... .. Bloomington, IN
Wayne C. Boyd ... Leavenworth, KS
Edwin L. Craft........ Lacygne, KS
Joseph D. Hicks ..... Fisherville, KY
Randy L. Wolfe ........ Butler, KY
Constantine T. Kechris . .. ........ .
.................. Braintree, MA
John T. McCluskey ... Waquoit, MA
Owen Schwatka ....... Denton, MD
Jeff Baillargeon......... Brutas, MI
Chelvin Hibbert ...... .. St Clair, MI
Orville Bloomquist. .... Crystal, MN
James H. Boughan ... . ... ... . ... .
· ............... Kansas City, MO
Steven L. Johnson ... ....... .... .
........... . . Lake Waukomis, MO
Ken Voelkerding ...... St Ann, MO
David Townes Cox .... Jackson, MS
Charles Inman ......... Havre, MT
Richard A. Pursell ....... York, NE
Christopher Jobin ... Goffstown, NH
Richard Alleger .. .. . Hopatcong, NJ
Robert W. Hertneck Jr .. Medford, NJ
Fr. John A. Van Sant .. Whitting, NJ
Richard E. Amrhein ...... Troy, OH
William H. Anderson ............ .
. ................. Cincinnati, OH
Rees Davies .......... Orrville, OH
Eric Zimmerman ..... . ... Troy, OH
Gary Egger .......... Edmond, OK
Steven Vaughn ........ Moore, OK
Jem Brady ......... .. Molalla, OR
Jim Griffin . ....... .. Lebanon, OR
Jesse Easudes ....... Pittsburgh, PA
Marlin Horst ..... New Holland, P A
Louis Librandi ...... Harrisburg, P A
Harry Scarlett . . ... Buckingham, PA
Cecil G. Ice ............ Pierre, SD
Mark D. Culpepper ... Lakeland, TN
Clayton E. Hammond . Memphis, TN
Sam B. Richardson ..... Dayton, TN
R. Sam Swift ....... Brentwood, TN
Edmund H. Johnstone ........... .
................ San Antonio, TX
Edward Wayne Kelly .... Bryan, TX
Thomas Lawson ........ Taylor, TX
Philip Schutts ..... Weatherford, TX
Louis Viggiano, Jr. . San Antonio, TX
John Leder ... ........ Amelia, VA
Randall W. McIntosh .... Salem, VA
Steve A. Smith ..... Springfield, VA
John Licata ...... Woodinville, WA
Steven Thompson . ..... Albion, W A
James Bronk ....... Milwaukee, WI
Joel P. Haluska ...... Walworth, WI
Charles F. Miller ...... Madison, WI
Northwest Experimental Aircraft Association  Fly-In 
The West's Premier EAA  Event 
JULY  5- 9 
•  Aircraft fly-bys &Airshow everyday 
•  Exhibits - Forums - Fly Market 
•  Aircraft Judging &Awards 
•  Family Activities - Camping 
•  Outdoor Runway Theater each evening 
•  Hot Air Balloon Rally 
•  Homebuilders Workshop 
FLY-IN  360-435-5857 
e-mail: flyin@nweaa.org  www.nweaa.org 
4700 188th St.  NE, Arlington, WA 98223 
FAX:  360-435-6480 

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Phil Coulson 
28415 Spri ngbrook Dr.  Dean Richardson 
Lawton. MI 49065  6701  Colony Dr. 
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Roger Gomoll  dar@resprod.com 
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Geoff Robison 
1521  E. MacGregor Dr. 
New Hoven, IN 46774 
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Dale A. Gustafson 

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Gene Chase  E.E. ' Buck'  Hilbert 
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530/268-1585  630/466-4193 
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BAA Vintage Aircraft Association

EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086
Phone (920) 426-4800  Fax (920) 426-4873 
Web Site: http://www. eaa.org and http://www.airventure.org  E-Mail: vintage @eaa.org 
EAA and Division Membership Services
800-843-3612  .•.•.• • • • •• • • FAX 920-426-6761 
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32 APRIL  2000
· My g"""l1' dtafhe, Wa, moo, /han  an a",,_
PIoneer.  Henry Ford  aI ,
as So a PaSSIonate environmentalist. 
He  de"""""" Way, to """be" "" alcohol"
fUel, Slash manUfacturing Waste  and Co
reSources  With  rellOlutionary research  H 
sOYbean-Plastic P  rt  ' 
' e ellen uSed 
nserve scarce 
He  would be P
a s
In  ellery

car bUilt in  1935

In  conservation  ,
'  rou  that hIS  Company is  still a leader 
, reCYCling and altematille fUel, After al/
he  didn't just Want Ford Motor Co  , 
He  Wanted  Us to make a difference, 
any to make cars, 
, '. ' .   3'million , ,
In Mexico we are p is lost fo fire, "
trees to rePla,ce fores ..

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