Bspie "Butch" Joyce 
2  AlC  NEWS 
Dutch Redfield 
Scott Langa 
H. G. Frautschy 
Cully Caldwell 
H. G. Frautschy 
B.B.  "Buck" Hilbert 
Publisher  TOM  POBEREZNY 
Editor-in-Chief  JACK COX 
Managing Editor  GOLDA COX 
Contribudng Editor  JOHN  UNDERWOOD 
Computer Graphic Specialists  BETH  BLANCK 
Photography Staff  JIM  KOEPNICK 
AdvemsinglEditorial Assistant  ISABELLE WISKE 
It's the beginning ofJuly, and EAA AirVenture 1999 is
just down the end of the runway, so to speak. This year
should be once again a great show the entire family should be
able to enjoy.
The weekend of June 12 were the dates for the first annual
Vintage Aircraft area work party.
The work weekend was headed up by Bob Brauer, your
new Convention V AA Maintenance Chairman. Bob and the
crew were able to install new windows at the V AA Head-
quarters and build a foot bridge across the large ditch just
south of the type club tent (just to the northwest of the shower
house). There were a number of other projects that got com-
pleted during this weekend. My thanks go out to everyone
who helped during this work weekend. If you'd like to know
how you might be able to assist Bob Brauer in doing Mainte-
nance and other projects of that nature, you can contact him
at 3121779-2105 or E-mail
Steve Nesse has again put together a great workshop tent
area for your enjoyment and education, hosted by your Vin-
tage Aircraft Association. Some of the most well known
names in the metal forming and shaping industry will be
there. The tent is located just south of the V AA Headquarters
building. Should you like any further infonnation about this
activity, contact Steve at 507/373-1674.
Located next to the Maintenance tent is one of the most
popular services that the Vintage Aircraft Association pro-
vides for its members - the Type Club Headquarters. In the
past this area had been chaired by Joe and Juila Dickey. They
did a great job in making this area very popular. This year,
they have passed the torch to your Director Roger Gomoll.
Roger tells me it sounds as though there is going to be an-
other great turnout. If you have any questions about the type
club tent, contact Roger Gomoll at 507/288-2810 or rgo- .
Our flyout this year is chaired by Bob Lumley - for ad-
vance information you can contact Bob at 4141782-2633 or
The Past Grand Champion reunion is chaired by Steve
Krog. We expect a record turnout for this year. We encourage
past grand champions to come back to Oshkosh so we can
continue to enjoy viewing these beautiful aircraft. For more
information about this activity, please contact Steve at
414/966-7627 or
The aircraft parking for the Vintage Aircraft area is
chaired by George Daubner, assisted by Geoff Robison, who
is also the Chairman of Security for our area. Should you
have any parking concerns you can contact George at
414/673-5885 or You can contact Geoff
at 219/493-4724 or
Volunteers are always needed to help us man the different
activities in the Vintage Aircraft area during AirVenture and
our Manpower booth is chaired by Anna Osborn. Anna will
open the booth on Sunday, July 25, for you early arrivals.
Should you like to contact Anna in advance of the show you
can do so at 803/896-4614 or
There will once again be an Association gathering Sunday
night during EAA AirVenture at the EAA Nature Center.
Tickets for this event can be purchased at the red bam in ad-
vance ofthe gathering.
Should you need any assistance or need any information
any time during the fly-in, V AA Headquarters is the place to
come. During the day, there is generally someone there who
can help. Just stop at the information booth and say, "Help!"
Should there be something that I might be able to help you
with, contact me at 336/393-0344 or
There are a couple of items Tshould pass along to you for
information. As many of you know, each year for over a
decade we have given out a Participants Plaque, featuring the
convention logo and a photograph of your airplane on the
AirVenture flightline. A great memento for you to take
home and hang on your hangar wall or in your den . For
VAA members, that plaque is free for the asking. Bring
your V AA card and be sure and stop by V AA Headquarters
and pick yours up!
For those who are not VAA members, if you'd like to
have one of these plaques, the cost is $10.00. You can sign up
to be a V AA member at V AA Headquarters, as well as any
other EAA membership booth on the field.
Also, an added benefit of VAA membership is the dis-
count you will receive when you purchase items from the
Vintage Aircraft Association's store. You can easily gain
back your membership cost at Oshkosh this year.
Ask a friend to join up with us we would love to have
them on board. Let's 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 
Don't forget to mail in your ballot
for the election of Officers and Direc-
tors of the EAA Vintage Aircraft
Association. Included in your June is-
sue, just tear it out, fill in the appropriate
blanks and send it on its way with a
stamp on it. To be counted, it must be
received no later than July 25, 1999.
We'd all like to make a volunteer's
job a little easier as they stand in an or-
ange vest directing a line of airplanes to
the right spot for parking. You can do
your part by using the highly legibl e
sign included in this issue of Vintage
Airplane. Have it ready to hold up to
the Flight Line Operations volunteers
after you clear the runway at EAA Air-
FRONT  COVER  . .. Ron Karwacky's
Cessna 195 has been alabor of love
for over 15 years. Read how he keeps
it so bright in this month's feature,
"Persimmon and Silver," starting on
page 14. EAA Photo by Mark
Schaible, shot with aCanon Eos-1 n
equipped with an 80-200 mm lens on
Fuji 100 slide film . EAA Cessna 210
photo plane flown by Bruce Moore.
BACK  COVER  . .. "Three Bullets" is
aphoto of three of recreational avia-
tion's most rare types , the Texas
Bullet. From left to right we have: Tom
Melby's N78849, N78851 belongs to
Marc Holiday, and N78852 is owned
and flown by Robert Brown. Tom and
Marc's airplanes are based at Lake
Elmo , MN and Robert keeps his in
Marietta, GA. "Pop" Johnson, the
Bullet's designer, would be proud!
Venture Oshkosh '99. If you're flying
an Antique (built prior to Sept. I , 1945),
Classic (9/1 /45 through 12-55) or Con-
temporary (1955 through 1960) into the
Convention, these signs are just the
ticket you need to get to the right spot to
park. You can even use them when you
go to other fly-ins!
If you're planning to attend EAA
AirVenture by flying in, you'll need to
obtain a copy of the NOT AM issued by
the FAA. The easiest way is to simply
pull it out of the June issue of Sport
Aviation- it 's on pages 64A&B. You
can also access it via EAA's "Fax On
Demand" service. Call 732-885-6711
and be ready to enter the Fax number
you wish to have a copy of the Fax-On-
Demand Directory sent to. Follow the
voice prompts for your instructions .
The NOT AM (and the Fax-On-Demand
Directory) is also available on EAA
AirVenture's website at httpllwww.air-
We strongly recommend you obtain
your copy of the NOTAM as early as
you can and familiarize yourself with
the instructions. It's not hard to fly in,
and many pilots consider it a lot of fun,
but there are a lot of aircraft inbound to
Oshkosh, and it helps knowing what
you' re supposed to be doing without
having to rustle through the papers in
the cockpit trying to find the NOT AM.
Keep your eyes outside and follow the
controller's directions, and we'll see
you at EAA AirVenture Oshkosh!
Plenty to do, and plenty to see! The
1999 edition of EAA AirVenture
promises to be a humdinger, with the
Salute to Air Show Legends headlining
the daily airshow and presentations at
the Theater in the Woods. Not only that,
but the new Forums plaza is shaping up
to be the best place imaginable to learn
about all sorts of sport aviation informa-
tion. Be sure and pick up your program
when you get to the Convention site,
and take a few moment to read it - then
you won't have to smack your head
with your palm at the end of the week
and say "Nuts, I missed the ___!"
Vintage Airplane Association high-
lights include:
The V AA Picnic: Check in at the in-
formation booth in the VAA
Headquarters building for tickets. This
is always a sellout, so be sure and get
your tickets early. The picnic starts at 6
p.m. on Sunday, Aug. 1 at the EAA Na-
ture Center. A scrumptious buffet-style
turkey dinner will be served. Tickets
cost $8.
VAA Wor kshops and Forums: In
addition to the regular forums held in
the Forums Plaza, special events will
also take place near the V AA Head-
quarters building, located just east of
the Theater in the Woods. Be sure and
visit the Type Club tent, where you can
learn about your favorite type of air-
plane. Right next door is the V AA
Workshop tent, which will be bustin' at
the seams with all sorts of hands-in
metal shaping going on.
Also, be sure to take you children
over the EAA KldVenture, located next
to the new EAA Leadership Center at
the EAA AirVenture Museum. Model
rocketry, airplane models and all sorts
of other activities will take place. Get in
on the fun!
For more information on V AA hap-
penings, be sure and stop by the V AA
Headquarters building, and pick up a
copy of the VAA's own daily newslet-
ter, Aerograms.
EAA AirVenture - "i t's the world
of aviation in a single place for one
week a year."
Congratulations to our newest chap-
ter, V AA Chapter 35 in Graner, IN. A
brand new charter was issued to them
placing them in good standing. We look
forward to hearing from president
Randy Hunt concerning Chapter activi-
ties, and remind all other V AA Chapters
that you can submit photos and articles
to Vintage Airplane. Let us see what
you' re up to!
The V AA Board Of Directors has se-
lected the following people for
induction in the Vintage Aircraft Asso-
ciation Hall of Fame:
Edward Wegner, Plymouth, WI
Gene Chase, Oshkosh, WI
Tom Flock, Rockville, IN
Congratulations to our three in-
ductees, and we ' ll have more on their
individual contributions to the vintage
aircraft movement over the past 40
years in a later issue of Vintage Air-
plane . They ' ll be inducted during
ceremonies held on Friday, October
22, 1999.
2 MAY 1999
One of the groups we look forward to seeing at EAA AirVenture '99 is the DH Moth Club, who plan on having about a dozen biplanes at the
Convention. Michael Maniatis, chairman of the club, sent in these Moth photos to help whet your appetite:
Bill Weiss
Gerry Schwam
Watt Martin
George York,
EAA 11310, VAA
1085 passed away
May 19, 1999 after
a long illness. A life-
long resident of
Mansfield, OH, he
left only when duty
to serve in WW-ll
called. Joining the
Navy, he learned to
fly in one of the CPT program schools,
this one in Helena, MT. George's mount
during that time was a 1941 Aeronca
Chief, and he enjoyed the aircraft type
for the rest of his life, serving as a valu-
able resource for many restorers of the
Aeronca. he cherished his own Aeronca
Chief which he restored in the ear ly
Ed Katzen
Michael Maniatis
George flew the standard
Navy trainers of the day, and
eventually served in the Pacific
theater of operations, first flying
the TBM, then the PBY Catalina
and finally he was flying the
Martin PBM Mariner out of Ok-
inawa when the war ended.
Home to Mansfield by the fall
of 1946, he enrolled in Ashland
College, and joined the Naval
Reserve. After two years of school, he
was employed by the Gorman-Rupp
pump company, working around his
class schedule for the last two years of
college. He served Gorman-Rupp for 38
years, progressing from research engi-
neer to sales. During his time at G-R, he
formed a friendship that would last a
lifetime. A fellow airplane enthusiast
and WW-Il Air Force veteran, Jim Gor-
man, wou ld eventually come to run
Gorman-Rupp, but his passion outside
of the company was airplanes. He and
George would own a number of air-
planes together, including an airplane
that would forever link the two men, the
Beech Staggerwing.
The two found that many others
shared their love of the Beech bird, and
the Staggerwing club would benefit
from their enthusiasm. After Dub
Yarbrough stepped down as president of
the club, and George and Jim assumed
Greg Ross
Bayard Dupont
the leadership positions, with Jim serv-
ing as president and George as the
Secretary/Treasurer. George also pub-
lished the Staggerwing News, and
continued to hold both positions until
his death.
Most of you will know George as the
untiring volunteer who for over 20 years
served as the Chairman of Classic judg-
ing during the annual EAA Convention
in Oshkosh. A Director of the Division
since 1980, he served as an advisor to
the Board prior to that. George also
served the Board as Secretary from
We'll miss George' s forthright obser-
vations on the state of vintage airplanes,
and we know many will miss his astute
observations concerning Classic air-
plane restorations.
The second of three sons born to
William T. Piper, "Tony" was the first
in the family to become a licensed pilot.
Instrumental in the acceptance of light-
planes into the military, Tony was both
pilot and instructor during the trials at
Fort Sill that showed the worth of off-
the-shelf lightplane designs as Army
Liaison airplanes. He was also a key fig-
- Continued on page 29-
With Reference to  page  1 1 of the 
May issue of Vintage Airplane, and the 
photograph of Ryan ST-A NC14955, 
sin  111. In the caption it was stated only 
four  ST  models were  built, all  of them 
in  1934. To keep history straight, there 
were actually five  of the  ST's built, all 
with  the Menasco B-4 (95  hp)  from 
1934  to  1937. The last one, serial  num-
ber  155  was  sold to  Haller Aviation, 
Pretoria, South Africa,  in  1937.  It car-
ried  registration number ZS-AKU. 
Only one of the  original  five  STs  is 
in  existence.  It is  serial  number  117, NC 
14985, presently under restoration in 
Dayton, OH.  The ST -A  in the photogra-
phy no  longer exists,  other than  its 
Best Regards, 
Ev  Cassagneres 
EAA 311976, V AA  13785 
Ryan Aircraft Historian 
Cheshire, CT 
Ev is right on the button. Joe Jupt-
ner 's u.s. Civil Aircraft only shows the
US registered Ryan STs, but the exported
airplane does not appear.
- H.G. Frautschy
Last spring I  brought a neighbor 
friend  of mine, John  Leiby, to  Sun  'n 
Fun  '98 at  Lakeland, Florida.  We  set 
up  a camper and  spent about five  full 
days enjoying the  convention, and fly-
ing my PA-16 (N5674H), which was 
parked in the Antique/Classic parking 
area.  This was not the first  Sun  'n Fun 
for John,  but the  one that had the most 
impact.  To add to  the excitement, I had 
the opportunity to  fly  an air photo shoot 
with Jim Koepnick in  the EAA photo 
ship.  The pictures came out fantastic! 
John  was  so  impressed  with  the 
EAA, and sport aviation that he asked 
me  to  teach him to  fly.  Using a Cessna 
150 from  our local airport, John com-
pleted his  aviation training by taking his 
private pilot check ride on 28  December 
1998.  The enclosed picture (below)  is 
John (white shorts) and I  standing  in 
front of my PA-16 "Clipper."  Now 
John plans on fmding  an airplane of his 
own and getting  more  involved  in  sport 
Thanks to  the great impression made 
by  EAA,  and all the friendly people in-
volved with your organization, another 
person has  made a commitment to  be-
ing  involved  in  sport  aviation  and 
attaining a pilot's license.  Next month 
is  John's birthday and I have decided to 
purchase him a membership  in  EAA. 
Mark W. Johnson, 
EAA #327080, V AA  13450 
Riverview, Florida 
Dear Sir: 
(Hooray for the new name) magazine 
you printed "A Few Questions."  Per-
haps you could print a few  more. 
I have restored USA NG L-16A 47-
1271  and an  starting on US NG  L-16A 
47-878, back to original factory  colors 
as best as  I can determine. 
1)  Where does the  factory  data plate 
2)  Does anyone have any  info  on  L-
16  use  in Korea? 
3) Does anyone have  info on these 
SIN aircraft?  47-1271  started in  the 
Oregon Army National  Guard and  went 
to CAP in  Utah.  97-878 started in  Army 
NG  in Fargo, North Dakota went to 
CAP in  Fort Lauderdale,  Florida and 
was wrecked.  This was before CAP 
used "N" numbers so this aircraft was 
NEVER on the civil  register and has no 
Airworthiness Certificate. 
4)  What must I do  besides rebuild it 
to  look  like its  brother in  order to  obtain 
an Airworthiness Certificate? 
Thank you, 
Tony Mark! 
EAA 377515, VAA 28854 
P.O.  Box 90 
Marydel, MD 21649 
Dear Tony,
J'lllet the L-i6 experts out there an-
swer your markings questions, but I can
add my two cents worth on the airwor-
thiness question. Since it has not been on
the civil register, you will need to have a
FAA inspector peiform a Conformity In-
spection. Normally done in these cases
when the aircraft is completely restored,
it would be best ifyou confirmed the
FAA's desires by contacting your local
FSDO office and inquiring about having
an inspection done. Don't delay when
you get to the end ofthe restoration - de-
pending upon their workload, it can be
weeks or more before the inspector can
get to you.
Very early on in the process, and long
before you go to the FAA, you'll also
want your A&P mechanic who has an
inspection Authorization to be involved.
Be sure and take lots ofphotos as you re-
store the airplane, and organize them
neatly in a binder so the inspector can
easily see what type of work was done,
especially those areas that he cannot
easily see. - H.G. Frautschy ...... 
4 JULY 1999

lIve ears 
Outer Marker 
Part II in our continuing series of Dutch Redfield's early career in aviation during the
heady years before WW-II. When we left Dutch last month, he had iust experienced
the thrill of his first solo, in a Bird biplane.
Chapter Two
It was during this very early phase
of my flying career that Salt City A vi-
ation began having financial problems
and a former army pilot that had no
commercial aviation experience took
over as company manager and com-
pany pilot from Fred Mc Glynn, who
had resigned.
The flight instruction that I re-
ceived on the Kinner Bird in payment
for my work on the Buhl was mostly
given by the company's new pilot,
Byron Glover, and the training under-
standably was somewhat similar to
that given military pilots , except
Glover had never instructed.
The overhaul of the big Buhl
Airsedan was now completed and it
was resplendent with a beautiful hand-
rubbed orange and black paint job.
Despite its new management, it
wasn't long before Salt City was gasp-
ing its last. Soon the big hangar was
boarded closed and the company's
two airplanes were moved across the
road for dead storage in the hangar
being operated by Harry Ward. Here
they began gathering dust. The Bird
was later sold, but the Buhl for many
years was seldom flown.
For my efforts on the Buhl major
overhaul I was owed about four hours
flying time, and I was concerned with
the company dissolving that I might
not receive it. For some time I had
hoped to be able to fly the beautiful
Buhl which I had been very close to.
Glover was aware of my longing and
I had let him know that I would trade
the four hours of owed flying time on
the Bird for one hour of dual instruc-
tion on the Buhl, if it could possibly
be arranged.
One November morning he said to
me, "Come, let's take the Buhl for a
ride." I thought perhaps he just felt
like doing some flying himself and
whenever there was an offer of an air-
plane ride I was always quickly ready
to go. Several airplanes had to be
moved and with some help we finally
pushed her through the hangar doors
and onto the ramp. The oil was
checked, 20 gallons of fuel were put
in as we both pre-flighted and checked
her over. I climbed into the left pi-
lot's seat to operate the engine primer,
ignition switches and hold the brakes
with the rudder toe pedals while
Glover pulled the large propeller
through by hand.
Two extra long stacks directed en-
gine exhaust far aft along the Buhl 's
belly. The exhaust sounds of the big
engine were always beautiful as it
came to life and idled. Avoiding the
whirling prop, Glover walked around
the lower wing, climbed aboard and
slid into the right front seat where I
had previously installed the dual con-
trols in hopes I might get a few
minutes stick time. He said, "Okay,
let's go, you've always wanted to fly
this thing!" I guess he had nothing to
lose because he too was soon to be
out of a job, as was Mc Glynn. But I
was totally unprepared and surprised
at his taking the right seat position,
which was not equipped with brakes.
Although I had flown the airplane
quite a few times in the air, I was now
to encounter new and very powerful
thrust , long trundling takeoff runs,
strong propeller torque requiring
much heavier offsetting rudder inputs,
and much heavier control forces in all
regimes of flight. It was a stick-con-
trolled, 6-place cabin airplane and
considered a big and " hot" airplane
by Holland "Dutch" Redfield 
for its time; it was.
There was a strong south wind
blowing and the grassy field was wet
and green from an overnight rain.
The wind did much to mask the much
higher liftoff and landing speeds and
the wet grass covered my bumbling
efforts to achieve and maintain take-
off and touchdown alignment. The
control forces and control inputs
necessary to handle this air-
plane in the low level
lonely airplane but I was elated as we
jounced over the grassy field.
As we again climbed steeply into
the increasing wind, I looked back
through the wing brace wires and
struts and down past the trailing edge
of the shorter tapered lower wing
truck to the airport.
My brother Scotty had a flat-tired
and battered Model T Ford sedan
which I was able to buy from him for
$10.00. Barb and I stripped the body
from it, then drove the chassis, four
wheels and the engine (there was
nothing else left), while seated on a
wooden box that was nailed to an un-
secured plank laid crossways
across the frame.
Our "car" had no fend-
turbulence of the Buhl Air Sedan CA-G, NC8450, as it was operated during 1933 by Salt City ers or floorboards and,
Air Service at Amboy Airport near Syracuse, NY.
strong wind, I just flung back rain and
was not prepared slush during bad
for. With my very
padded box.
weather. Also, re-
limited experience member that thi s
I had become ac- was in the days of
customed to the horse-drawn milk
fingertip control wagons with addi-
pressures required tional hazards that
in flying the Bird are unknown to the
and the feels of flight youth of today.
as obtained from a cock- There was room for
pit position that two of us to ride on the un-
considerably aft of, not for- When there were
ward of, the airplane's wings. All
feels and forces of the Buhl were very
new to me.
We completed about six landings
and they seemed to be getting better.
At the end of our last landing roll
Glover unfastened his seat belt and
stepped aft in the cabin. I thought he
was looking for some matches from
his jacket draped over a back seat and
was incredulous when he stepped out
of the airplane. With the prop stream
flopping his pant legs he held the door
and shouted forward. "Okay, she's
all yours. Go ahead and do it!" The
door closed with a whump and I was
suddenly all alone as he stepped clear
and stood at the wing tip.
Why Glover took this responsibil-
ity I do not know. Today I'm not sure
I would call it good judgment on his
part, or mine. But it was a far bigger
thrill for me than my first solo. At the
time I had only six hours of solo time
and was a kid of 17. I knew I had to
do it and I wanted to do it. But I knew
what I had hold of and I was scared.
It was with considerable relief that
I got the airplane around the field and
safely down the first time. I expected
no more and started to taxi slowly
back toward the hangar. But Glover,
standing alone on the field, waved for
me to fly it around again, and I swung
her around tail to the wind and taxied
back to takeoff position. It seemed a
6 JULY 1999
panel and
saw a small gathering near the gas
pump alongside Harry Ward's hangar.
News that "Glover was soloing Dutch
Redfield on the Buhl!" had gotten
around the airport fast. Many more
experienced aviators felt the event
might be worth watching.
I flew a couple more "passable"
landings and then taxied back across
the airport toward my friends . As the
prop clattered the engine to a stop I
set the parking brakes and was a very
proud guy. There was much back
slapping and a lot of wisecracks. I sa-
vored them all.
I am certain that this was the great-
est confidence builder of my life and I
still savor it because it revealed some-
thing in my makeup that I hadn't
known was there, something that had-
n't been called on before. It instilled
not cockiness, but confidence.
The beautiful Buhl gathered dust in
a corner of Harry Ward's hangar for
quite a few years and was flown but
little. I never walked by her without a
twinge of remembrance and a thump
of her wire-braced taut, orange fabric
wings. I never flew her again.
Becoming old enough to drive had
immediately meant an end to bicy-
cles, hitchhiking and riding the mail
three, we rigged a longer plank
which the weight of the two inside oc-
cupants held down for the unscheduled
extra passenger. Our grateful rider sat
on the end of this board which pro-
jected outside and beyond the frame.
Here he perched between the front and
back wheels with his feet dangling a
few inches above the pavement. This
was a most miserable position for our
extra passenger on sloppy days but he
was afforded some degree of comfort
from the pants-scorching heat emanat-
ing from the exhaust pipe that ran
close by.
Later we were able to fabricate
something out of wood framing and
chicken wire that vaguely resembled
the streamlining of a racing car body.
The steering wheel was lowered and a
heavy gauge galvanized rain pipe
three times the size of the original
carried the engine exhaust the length
of the car. The yapping terrier-like
sounds directed into the forward end
were transposed en route and emitted
from the other end with deep-throated
booming echoes that perhaps lacked
authenticity but were nice to hear.
Despite our newly fabricated car
body that at last gave us something to
sit in, instead of upon, and a later in-
stalled windshield, the seating
arrangements remained unchanged
and we had no floorboards . In spite
of our vulnerability on snowy wintry
days, a favorite uncle presented me
with a tom and disintegrating raccoon
coat that had somehow stretched to at
least seven feet long. I used aircraft
rib-stitching cord and curved needles
and was able to baseball stitch it back
to a semblance of usability. Barb
June's mother somwhere dug up a
fake raccoon coat that bore little re-
semblance to the real thing.
With old discarded aviator ' s hel-
mets and heavy gloves, we more than
once battled our way to the flying
field through wintry drifts of snow.
This was done more, I guess , to be
able to say that we had done it and
perhaps prove to ourselves, at least, a
possible display of some kind of alle-
giance to the unplowed, snow-drifted
airport, the dormant hangared air-
planes behind frozen hangar doors
and the snug at-home aviators.
Our loyalty was seldom appreci -
ated by anyone but old Bill Churchill,
who ran the airport lunchroom and al-
ways seemed able to get there. We
would have a hot bowl of Churchill 's
soup, walk through cold hangars and
then head home with a glow of ac-
A local aviator, Charlie Smith, flew
charters and hopped passengers in a
beautiful SM-8A Stinson monopl ane.
In his spare time he had given me
some instruction and soloed me on a
Taylor Cub owned by Clayt Welch.
This was in payment for some cleanup
work I had done for Clayt. I enjoyed
this and liked Charlie, but flying this
36-hp light airpl ane was just not like
flying larger planes with their open
cockpits and bigger engines.
Charlie asked why I didn't talk to
Clayt about possibly looking after his
two airplanes, a Waco F and the Tay-
lor Cub. I went to Clayt, he was
receptive and it was agreed I would
keep his airplanes clean, grease the
rocker arms on the Waco, sell pas-
senger rides on Sundays, assist his
flying students when they were at the
field, sweep the office and be a gen-
eral handyman.
In exchange for these services a
small amount of pay was agreed upon
for lunch money plus gasoline money
for the Model T Ford. The rest of my
pay was to be taken out in flying time
on the Waco and the Cub.
This new job tipped the scales for
me and with little reluctance I left
school. Although I promi sed that I
would go back in a year or two, I never
did. May I again say that my com-
plete happ iness with aviation has
never caused me regrets and I know
now had I delayed a few years that at
later dates my age and experience
level would have been a hindrance.
The Waco F was a new and lovely
graceful open cockpit biplane that was
far ahead of its time in looks and per-
formance. Clayt was very proud of it
and T was proud to be associated with
Clayt's operation. Thus began an un-
ceasing and strong affinity for Waco
airplanes and open cockpit biplanes. I
later came to operate three di fferent
Wacos of my own.
Flying the F was far different from
the Bird which I had been flying the
most, and far different from the Buhl,
the Waco 10, the Curtiss Robin and
the deHaviliand Moth that I also had
some time in. It was nimble and very
light and sensiti ve on the controls and
a very stable airplane that hardly had
to be more than "wished" around. It
would lift off the ground and fluff to
flight with a very short roll and then
climb with unabated drive at a very
steep angle. To land the airplane was
pleasant and easy. The lift of its two
hi gh li ft airfoils and the drag of the
wi ng bracing struts and wires permit-
ted steep but slow glides and short ,
soft touchdowns, as very close to the
ground the wings smoothly and slowly
unloaded their lift.
The Warner radial e ngine pro-
vided far more power than needed. It
was by far the smoothest and peppi-
est e ngine that T had yet flown
behind. The individual short stacks
emitting exhaust separately from
each of the seven cylinders were a
deli ght to the ears, from idle to full
throttle . At night the blue-flamed
short exhaust stacks glowed cherry
red and formed a seven-point flicker-
ing blue ring just behind the Waco's
nose, and reflected flickering blue on
the silvered under surfaces of the up-
per wing panels.
This beautifully blended combina-
tion of a fine engine and a light agile
airframe produced a fine looking and
snappy performing airplane that was
far ahead of standards of the day, and
it was a real joy to fly.
Clayt's Taylor Cub was fun to fl y
too, but sitting completely enclosed in
the fabric and isinglass box of its tiny
thin-walled cabin, completely out of
the flowing airstreams and sounds and
feels of flight, just wasn't the same. I
tolerated it because any kind of flying
was fun and I wished to build up my
flying hours no matter what airplane I
was flying. The Cub always seemed
to be going. It was one of the first
ones built by Taylor Aircraft and the
first light airplane on the field. Tn
later years the Cub turned out to be a
very popular trainer because it was
easy to fly and could be operated at
low costs.
For Sunday afternoon passenger
hopping, the Waco was an easy air-
plane to sell rides for because
everybody seemed to want to ride in
the snappy red and silver Waco. My
success at selling tickets as I wan-
dered among the parked cars made me
believe that I was a pretty good sales-
man after all.
Clayt Welch's business was doing
well and I was wonderfull y happy and
content and busy.
One of Clayt's students rented the
Waco F to fly north to Quebec,
Canada, to visit some friends on vaca-
tion, planning to come back the next
day for a business appointment. On
that morning, Clayt received a phone
call from the Quebec airport manager
that hi s Waco had crashed and the pi-
lot had been killed.
News got around quickly and the
whole airport was saddened and I was
crushed as preparations were made to
go get what was left of thi s fine air-
plane. Clayt, his wife, and I drove up
to Quebec in his 1930 Model A sedan,
towing a small two-wheeled trail er
because we had been told that was all
we would need to bring back the few
parts remaining.
It had been a damp, foggy morning
and the pilot was anxious to get back
home. The Waco's instrument panel ,
although sparse, was also equipped
with the bare basics for aircraft control
by instruments. A gyro-operated tum
needle, a ball bank, a vertical speed in-
dicator indicating climb or descent in
feet per minute. These supplemented
the normal airspeed indicator, engine
tachometer, and non-sensitive altimeter.
This instrumentation was barely enough
for control even if the pilot was familiar
with their use. Our pilot wasn't.
Impatient with the slow-clearing
weather, he finally took off against the
advice of local airmen and the Waco
was quickly out of sight in the fog.
Those at the airport could soon telI that
he was in real trouble by the sounds
that were coming from the leaded sky.
The Waco's engine screamed, then la-
bored, as the airplane was heard to
several times dive steeply, apparently
recover, then climb heavily. It was be-
ing terribly misflown as vertigo took
over, forcing the pilot into insane air-
plane control as he responded to the
now totally misleading "feel" cues of
flight. The Waco could only contribute
to its fight for life its now ignored but
wonderful inherent stability and docile
If the needles of instrument flight
were even perceived, their vital mes-
sages went ignored, or unbelieved.
Flight by instruments shall forever be
a delicate art, requiring extensive con-
centrated training and much continued
practice. The instruments of flight
must be believed and other airman
senses ignored. Both embryonic and
more experienced airmen have learned
this in a last flash of recognition as
they were meeting their maker. The
feels of flight go berserk and fail to re-
B JULY 1999
spond to the pressures of flight di-
rected to elevators, ailerons and rudder
as they are frantically deflected into
flowing airstreams. Spatial disorien-
tation compounds into exasperating
befuddledness despite frantic efforts
to survive, and the pilot no longer
knows which way is up.
The Waco and the wide-open
Warner engine could be heard
through the fog in screaming dives
and faltering recoveries, each one
lower. The suspense was awful. Her
last dive reverberated fearsome sound
with the struts, wires, and engine at
terminal speeds. It ended with a can-
non-like "whump" that was heard for
many miles. It took hours to find
her. Straight down she had centered
her propeller hub on a boulder as
large as a house.
Then a few weeks later an army pi-
lot on leave, accustomed to the
performance of 400-hp military air-
planes, rented Clayt's Cub and flew a
short distance south to Cortland, New
York. Her he endeavored to put on a
36-hp air show for some friends. With
an overloaded, under-powered air-
plane, the Cub spun out of a low
wing-over. The pilot's passenger was
killed and the airplane was demol-
ished. Clayt Welch's flying service
no longer was.
It was only a short time following
the demise of Welch Flying Service
that one ofClayt's former Waco stu-
dents, Bill Heffernan, decided that he
might give the flying business a whirl.
Another Waco F was purchased
and Heffernan Flying Service was es-
tablished. Jack Moore, a former Gates
Flying Circus pilot, was to operate the
airplane commercially. At other times
it was to be kept available for Heffer-
nan's personal flying. I considered
myself fortunate in being able to pick
up and continue my "handyman" du-
ties with this newly-formed outfit.
The opportunity of being able to
continue flying a Waco F pleased me.
But this airplane did not fly as well as
Clayt's. The engine was worn and
tired and leaked streaky oil over the
cowlings and on the hangar floor, and
its airframe had lost the fine edges of
aerodynamic alignment that produce a
good flying airplane when the previ-
ous owner had put it on its back in the
middle of the airport after nosing over
from a vicious ground loop. We never
were able to rig out a wearisome left-
wing heaviness.
Being very aware of what had hap-
pened to Clayt's Waco, and why, I was
determined to find out for myself a lit-
tle about flying by instruments. The
second "F" was instrumented similar to
the one in Canada. I waited for cloudy
days with 2000 to 3000 feet of clear air
below and on these days I would en-
deavor to climb a few hundred feet up
into the overcast while attempting to
maintain control. Time after time I
came falling out of the cloud base, but
as soon as visual ground reference was
attained, recovery was simple; then I
would try again.
After a while, I was able to inter-
pret and mange the instruments long
enough to fly straight and level and
make straight climbs and descents of
short duration. Later I was able to
make shallow turns of varying
amounts by timing with the sweep
hand of my wristwatch.
Should some of today's aviators be
aghast at this possible lack of concern
for other air traffic, please note that
there was no airport control tower, no
radios or airways traffic control, and
no one flew cross-country on instru-
ments anyway. I had the clouds all to
myself because no one else wanted
any part of them.
One winter afternoon when practic-
ing, I found myself doing pretty well
and ended up climbing 5000 feet
through the thick clouds. We broke on
top and the Waco streaked through the
wispy white of the cloud tops and into
a beautiful, totally new world of bright
blue sky, sunshine and billowing clouds
forming white mountains with shad-
owy, ominous valleys below.
Although bitter cold so high, I re-
mained real snug in the rear open
cockpit as I hunched forward close be-
hind the small curved windshield.
With my goggles down, the engine
smells and heat warmed my face when
I peered over the leather-padded coam-
ings, thong laced to the cockpit rims.
Peering aft over my leather-jack-
eted shoulder could be seen the
brilliant white billowing cloud tops,
beautifully framed by the shuddering
orange horizontal stabilizer and its
trailing elevators, and the black verti-
cal fin and its trailing rudder, now
responding to trial movements of my
feet, the empennage surfaces geomet-
rically tied together by the streamlined
tail brace wires.
For 30 or 40 minutes I cavol1ed up
there alone in another world of unbe-
lievable beauty. I would roar down
dark valleys with the Waco's wing tips
brushing the sides, then steeply banked
swooping pull-ups up and over the
white of the billowing peaks, with a
plunge down into the dark valleys on
the other side. Tightly banked turns
around mountain peaks, and loops, and
wing overs and stalls close to the peaks,
falling down the mountain sides on re-
covery. And as I looked down, the
plane's faithful shadow cavorted with
us, always completely circled by a
small but perfect bright rainbow of
many brilliant hues. Such a joy, what
sense of speed, such appreciation of
nimble, responsive airp lane being
tightly maneuvered in close proximity
of the yielding wispy clouds.
But the sun was getting low and
the cloud tops below were changing
to ominous and gray. There had been
no breaks and I had not seen the
ground for a long time. When we
had climbed into the clouds, the base
of the overcast had been at 2,000
feet. I was now at 7,000 feet and re-
alized that there was 5,000 feet of
cold and wet cloud to descend
through . I was also acutely aware
that [ had to maintain control of the
airplane while also keeping the en-
gine running smoothly at reduced
descent rpms in probable icing con-
ditions. As we entered the cloud
tops I swallowed a few times as my
attention riveted to the turn needle,
the airspeed indicator and the
As we descended, it became darker
and the fog of the clouds closed in
above. I could barely see the wing
tips and the fog eddied and swirled
off the wet wings and struts. Now a
light film of white ice could be seen
forming on the interplane struts and
wing leading edges. Unlike the stable
air and smooth steady climb ofa while
ago, conditions were now turbulent
and the airspeed and turn needles did
not want to stay put. My hands and
feet were busy, applying the pressures
of corrective control.
The Waco kept drifting from my
descent heading and the pesky left
wing heaviness was very bother-
some. This was the longest stretch
that I had ever flown solely by in-
struments and my descent was being
made purposely slow. The forces
and the feels of flight that were send-
ing signals to my body were
becoming more and more difficult to
ignore as the needles of flight seemed
to be telling me one thing, my body
strapped to the pilot's seat, another.
I had to concentrate very hard, forc-
ing my control inputs to be in
response to the needles flickering be-
fore me and not to what my senses
felt. I was not sure how much longer
I could do so and the air was getting
more turbulent and upsetting. I felt
alarm as I neared 2,000 feet still in
the enveloping cloud mass.
But now it seemed getting lighter
and I stole a glance over the cockpit
coaming. The wings and struts could
now be seen slicing through whiter
wisps of cloud. Suddenly I was un-
derneath the heavy overcast and in
the clear. It was snowing lightly and
through the reduced visibility I
looked down at roads and buildings
that appeared familiar, yet I was un-
able to identify them, nor my
position. Here I was, but where was
I?, and which way was the airport? I
was confused because I thought I
should be west of town, but nothing
below fit this supposition.
I circled and circled, trying to sort
things out. It was with incredulous
disbelief that I finally concluded that
we had descended out of the overcast
many miles from where I had started
my climb, and were now actually east
of Syracuse instead of west. Powerful
upper air winds had drifted the slow-
flying airplane many miles as I
succumbed to my new airman's world
above the clouds.
Darkness was near and it was with
relief that I felt the Waco's wheels
touch down and then trundle across
the frozen clumpy sod. I was busy
keeping her rolling straight with the
rudders. As she came to a stop I found
myself shivering, perhaps from cold.
I lifted my goggles and sighed. The
Warner's popping idle sounded good
and I felt warmer. It has been a very
rewarding day.
To be continued in next month's
edition of Vintage Airplane. ......
out to gawk at the latest aeronautical technology, to marvel at at-
tempts to harness the air, and to take inspiration from the heroic
achievements of the aeronautical pioneers. It was St. Louis at its
most engaging.
Seemingly oblivious to the danger, Lindbergh climbed into
the Spirit of St . Louis in New York on the morning of May 5,
1927, taxied across the field, and flew toward the Atlantic Ocean
for the longest and most difficult flight up to that point of his ca-
reer. His completed plane was 27 feet, 8 inches long, 9 feet, 10
inches tall, and 46 feet wide from the tip of one wing to the tip of
the other. Although he could fly it as fast as 129 miles per hour,
Lindbergh flew slower over the ocean to conserve fuel.
En route, the plane encountered high winds and an electrical
storm and Lindbergh endured the agony of keeping himself
awake and alert through 33 grueling hours of flight. But when
Lindbergh landed in Paris a day and a half after taking off from
New York, there was enough fuel left in the tanks to fly a thou-
sand more miles and Lindbergh announced that the Spirit of St.
Louis had flown perfectly. Immediately, Lindbergh and his little
silver plane were surrounded by thousands of fans cheering for
him in his triumph. Together, he and his plane had successfully
completed a flight many had thought impossible.
Today, the original Spirit of St. Louis is on display at the na-
tional Air & Space Museum of the Smithsonian Institution in
Washington, D.C. But St. Louisans can see a replica of Lind-
bergh's plane much closer to home - at the Missouri History
Museum in Forest Park. The Missouri Historical Society, Trans
World Airlines, Inc. and Save A Connie, Inc., an organization of
retired TWA pilots and other personnel, have teamed up to re-
store the replica that has been on loan from the Historical
Society to Lambert International Airport since 1975. Now re-
stored, it is on display at the Missouri History Museum and
hangs in the Grand Hall of the Emerson Electric Center.
When Charles Lindbergh became the first person to fly solo
from New York to Paris in 1927, he was instantly heralded as a
hero throughout the world. But Lindbergh insisted that his air-
plane, the Spirit of St. Louis, receive its fair amount of praise for
the feat , because he believed that he could not have made it if it
hadn't been for this very special plane.
In deciding to attempt the flight , Lindbergh knew he was un-
dertaking a very dangerous task. The journey would be long;
there would be no landfalls for an emergency landing; no co-pi-
lot would accompany him and relieve him for periods of
necessary sleep. With so many dangers facing him, Lindbergh
believed that one of the keys to success would be the plane he
chose to fly.
He approached a group of St. Louis businessmen for financial
backing and named the plane that eventually was built with their
support the Spirit of St. Louis, in honor of the city which shared
his aviation dreams.
Collaborating with engineer Don Hall at Ryan Aircraft, Lind-
bergh laid out the requirements for the Spirit, creating a plane
that he thought light enough, yet durable enough to safely com-
plete the long, nonstop flight across the Atlantic. The plane was
designed with only one set of wings to enable it to cut through
the air with greater ease. Instead of two or even three engines,
the Spirit had only one, reducing the plane's overall weight, one
of the considerations Lindbergh considered critical.
Years of display in the Lambert International terminal, not
to mention the many years before that when the replica
had been flown all combined to make a replica in sore need
of TLC. The fabric peeled back on the wings revealed some
damaged ribs and the warped plywood you see here.
The forward nose cowling is one of the most recognizable
cowls in aviation history. It is made up of a number of
intricate pieces, all of which had to be reworked or
cleaned up.
To make the Spirit even lighter, Lindbergh directed the
plane's body to be built of welded steel tubes covered with
cloth, and its wings to be built of wood, wire and cloth. He
also vetoed the inclusion of many items found in some
other planes of the period, including navigation lights, fuel
gauges and a radio. He even decided to make his historic
flight without a parachute. All of these measures con-
tributed to a plane whose weight was less than the planes of
rival pilots who were anxious to be the first transatlantic
solo flyers. They also made the flight more dangerous.
The replica is accurate in a wide variety of ways, including the
use of a wicker seat for the aft "Lindbergh" seat.
The nose of the replica features a second cockpit, used during filming
of the movie "The Spirit of St. Louis," starring Jimmy Stewart.
The Standard Steel prop is mounted on the crankshaft of the Wright J-
5 engine, complete with the distinctive front-mounted magnetos.
The 2,850 pound airplane that became the replica of the
Spirit of St. Louis was built in 1928 by B. F. Mahoney Air-
craft Corporation, the successor to the company which built
the original Spirit of St. Louis, Ryan Airlines of San Diego.
One of several Ryan Broughams (this one is SIN 153) built
that year by Mahoney, the model was similar in design to
Lindbergh's plane.
The plane was the property of several owners before be-
ing purchased in 1955 by movie aviator Paul Mantz to be
modified for use along with two other replicas in the film
depiction of Lindbergh's flight, The Spirit a/St. Louis .
Sharon Smith, curator of the Missouri Historical Society' s
Lindbergh collection, said: "It was used mainly for still
shots, although supposedly it was flown . If that was the
case, Jimmy Stewart, who played Lindbergh in the film ,
would have sat in the pilot's seat, and a professional pilot
would have sat where the extra fuel tanks had been in the
original plane."
In 1962, donations totaling $10,000 from 36 Friends of
the Mi ssouri Historical Society made it possible to purchase
the replica from Tallmantz Aviation, Inc. of Santa Ana, Cal-
ifornia. New certification of ownership was filed with the
Federal Aviation Administration and on June 7,1963, the
replica was presented to the Missouri Historical Society on
A new overhead skylight was constructed to replace the one
installed in the center of the one-piece wing.
12 JULY 1999
Loaded up on a dolly sans landing gear, wings
and tail, the Spirit of st. Louis replica is rolled
into the Grand Hall of the new Emerson
Electric Center at the Missouri Historical
Society' s museum in St. Louis's Forest Park.
behalf of the donors by Wooster Lam-
bert, an investor in the original Spirit
of St. Louis, at a ceremony at Lambert
Field. Almost immediately, the His-
torical Society agreed to lend the
replica to the New York World's Fair
commission to exhibit in the Missouri
Pavilion, but plans to fly the plane to
New York City were thwarted.
" In order to secure FAA experimen-
tal flight certification so that the plane
could be flown, the plane was first
successfu lly test flown at Lambert
Field," explained Smith. "After land-
ing, however, winds caused the plane
to tip over, damaging its nose. As a
result , it was recommended that the
plane not be flown. "
Despite this setback, the replica was
displayed for a year at the New York
World's Fair before returning to St.
Louis in November 1965 on a flatbed
truck. It was then stored briefly at the
home of Joseph Desloge in Florissant,
Missouri. In 1967, the Missouri His-
torical Society authorized aviation
company Remmert-Werner to repair
the replica at a cost of $79,000, and it
was flown downtown in commemora-
tion of the 40th anniversary of
Lindbergh's transatlantic flight.
Following the commemorative
flight , the plane was housed in a
hangar at McDonnell Douglas until
Lambert Airport completed its new in-
ternational wing. The replica became
a part of the airport's display in 1975
and has been on loan, annually re-
newed, ever since.
Throughout its display period at
Lambert International, the replica has
been cleaned and dusted several times
a year, initially by McDonnell Douglas
engineer Art Davies and subsequently
by the Historical Society's Collections
staff headed by Bob Mullen. Notwith-
standing this attentive maintenance
regimen, the display environment took
its toll on the replica.
"The plane will require conserva-
The plane is assembled on the Hall's floor
before being hoisted 30 feet into the air,
where it was secured with cables. The Spirit
replica will be on public display when the new
wing opens in the fall of 1999.









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) •

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(Top) Long and sleek, the Cessna 195 was intended to give the busi-
nessman pilot retractable plane performance without the hassles of
maintaining the retraction mechanism. The trim color of Ron's 195 is
(Right) Ron Karwacky (center) with two of his airport buddies, Bryan
Rosen (left) and Mark Holmes.
Big Ron's Backhoe Service in the Los
Angeles basin is Ron's business, and to
get away from the grit of everyday mak-
ing a living, Ron heads out to the airport
to fly his 195. A pilot for 15 years, he
and his then partner, Jay Jonas, had been
working on a 450 Stearman project when
the opportunity came along to buy the
big Cessna in 1987. At that time it had
slipped into a bit of disrepair, parked
outside and oxidizing in the LA smog.
Seeing a long road ahead for the project,
they had been casting about for a good
flyable airplane, and $15,000 later, after
a late night "hey, if you're interested in a
195 ..." type of call, Ron owned a 195.
There was only one hitch.
He hadn't soloed yet.
Neither had his partner.
Nope, not even in a Cessna 150 or a
16 JULY 1999
Cherokee, or any-
thing, let alone a
long-legged, tail-
wheel equipped
Cessna, or the fire
breathing 450 hp Stearman they were
working on. Sure, he'd been flying and
winning awards with giant-scale, radio
controlled airplanes for a number of
years, and had some dual (including
some aerobatic flying) in full size air-
planes, but he'd never progressed to
flying one all by himself1
Providence played its part for the two
owners, for about a week later Ted
Warner, a CFI with about 10,000 hours
in tail wheel airplanes, walked into their
hangar and asked if they were the two fel-
lows who owned a couple of airplanes
they didn't know how to fly. Over the
years, Ted and Ron became close friends ,
a relationship that continues to this day.
By the end of Ted's dual instruction
tutelage, Ron found himself at the controls
ofthe 195, ready and signed off to fly it all
by himself. Most people look at him in-
credulously when he describes the events
after he bought the 195, but to him it was
no big deal, due in large part to the attitude
he went into learning how to fly the air-
plane, and the dual he received from Ted.
While the 195 does not jump to the fore-
front when you' re thinking of trainers, it
worked well for Ron, who went on to fl y
the fast ( 165 mph), comfortable "Busi-
nessliner. " His taming of what some have
dubbed "a beast" proved once again that
many airplanes are given undeserved sec-
ond- hand reputat ions, rather than the
respect they deserve.
Based at the legendary Flabob Airport
near Los Angeles, the 195 has been a con-
stant "work in progress" for Ron, never
spending much time at all out of service,
even when t he dec ision was made to
change out the Jacobs for a new rebuild,
one of the last done by Jim McCorklin, Ja-
cobs' then shop foreman ip Payson, AZ.
This particular 195 actually started out
as a 190, powered by a 240 hp Continen-
tal. The only difference between the two
models is the engine installed at the fac-
tory, and seeing one converted to the 195
is no big surprise. First delivered as a cor-
porate airplane, it shuttled between the St.
Louis and Kansas City areas for the first
14 years. In 1971 , Norm Goyer, then the
proprietor of an FBO in New York state,
did the conversion after a skilled airline
pilot, Edson Raymond, neatly executed a
forced landing with the airplane. The prop
decided to depart the engine while in
"YFR on top" flight over the Berkshire
mountains. Landing upillll on a beginners
ski slope during the summer, the damage
done to the Cessna was a small wrinkle
put near the top of the rudder when a tree
branch caught it as the airplane was swung
around at the top of the illll, and a pair of
damaged right wing and elevator tips. The
cowl and engine were junk as well , fin-
ished off by the violent departure of the
Hamilton-Standard 2D-20 prop. (I wonder
where it wound up ... )
After purchasing the 190 from Edson,
Norm replaced the damaged parts, sal-
vaging a military L-126, which had a 300
hp Jacobs installed. That same Jacobs, a
nearly new zero-time overhauled unit,
would faithfully serve Norm and his fam-
ily for many years and over 750 hours .
Ron put over 1,000 hours of ills own time
on it before a couple of rings broke in the
No.4 cylinder. Nothing major, but the de-
cision was made, and a new engine from
Jacobs was put in.
During all of the
timen he has owned it,
Ron kept polishlng and
maintaining the Cessna,
polishing it first with a
couple of brands before
settling on the Nuvite,
which his friends Kent
and Sandy Blankenburg
also prefer to use on
their polished airplanes.
The interior has re-
ceived an equal amount
of work, much of it the
handi work of Mark
Holmes. Mark's been
wi th the proj ect for so
long he has done a cou-
ple of items twice, like
the seats. The fi rst go-
around had vi nyl
covers, but now t he
smell of cushy leather
upholstery greets you
when you poke your
nose in the cabi n. Oh,
the creature comforts!
Cessna used to ad-
vertise the 190/ 195 to
the we ll hee led busi-
nessman: "For those
whose choice is unre-
stricted . .. " and in other
promotional material
they gushed: "The 190
and 195 are all metal,
high wing, single en-
gine planes which offer
the utmost in personal
comfort and pleasure in
cross-country flying.
You can almost smell the leather as you peer inside the sumptuous
cabin of the 195. Mark Holmes gets much of the credit for how the
interior looks, including the 3/4" carpet and carefully applied trim.
The panel of the 195 has plenty of room f or round dial goodies. As
with so many vintage airplanes, radio placement can be a bit of a
challenge ("Now where'd I put that GPS?") but as the solid state
radios available today seem to get smaller and smaller (and run cool-
er) it seems to get a bit easier to f ind a spot to shoehorn in a couple
of Com radios and a transponder.
These planes are built ofthe finest materi-
als throughout, and in no cas e is any
sacrifice ofquality made for price. Instead
they are built with the main thought in
mind to give the finest in personal
Cessna's big business airplane proved to
be useful for all sorts of flying, from float
operations (the U.S. Air Force, Army and
National Guard ordered a total of 63 LC-
126 for light aircraft support, search and
rescue and instrument training work) to
skis and plain old wheels. One of the useful
innovations for the 190/ 195 landing gear
was the crosswind gear, which allowed a
pilot to land the airplane wings level in a
cross wind with the nose of the airplane
yawed as much as 15
. Needless to say, a
190/ 145 so equipped gets a few quizzical
looks while landing or taxiing sideways
down the centerline!
The 195 may have gained a less than
sterling reputation due to the perception
that its size and somewhat limited visibil-
ity over the nose combine to make it "a
beast," but if you take the time to speak
with experienced owners, they'll tell you
that it really is a pleasant airplane to pilot,
particularly if it is a well maintained,
straight airframe. Gaining and maintaining
pilot proficiency in the type also seems to
be a big factor, and they'll be the first to
recommend you find an experienced
190/ 195 instructor to guide you through
the process. That's precisely what Ron
did, in addition to the time he's spent get-
ting to know his airplane inside and out.
For Ron Karwacky, the use of some
major elbow grease and his loving care
of his Cessna 195 give him the privi-
lege of enjoying, every weekend, one
of aviation's most luxurious airplanes
ever buil t.  
By Cully Culwell
.. ~ : ~ - ~ ~ ~ ~  
, '
- - . .
or years I have read with
envy the articles of pi-
lots who fly their light
planes around the world. Like
most who love flying, I really
enj oy heading out to some dis-
tant place, especially one where
I've been before. I have been
known occasionally to stick my
neck out a bit, but crossing
those big ponds, well I must
admit, that's when I draw the
line. But then there are other
ways to skin a cat and that's
what this story is all about.
18 JULY 1999
(Photos 1, 2 & 3) As you can see, it's quite simple to pack
the Cub away. The wings and struts hang in carpet slings.
The tail wheel is removed and the spring is bolted to an
angle bracket which is secured to the floor. The motor
mount is bolted to a frame which is lag bolted down. We
attached our engine come-along to the u-bolt welded to
the top of the door opening.
In 1987 a good buddy of mine talked me
into rebuilding our old family Super Cub that
had been sitting for years in the back of the
hangar. We were both easing into retirement
and the idea of flying Cubs to Alaska sounded like just
the thing we needed to do. The following summer my
wife Marilyn and I had a wonderful time exploring
Western Canada and Alaska. Unfortunately my friend
was not able to join us.
When we returned from that trip we rolled the little
plane, now christened "Yellow Bird," to its spot in our
hangar. At that point we had no further plans that in-
volved the Cub, that is until we went to see the movie
"Out of Africa." Walking back to the car I announced
that we were going to ship the Cub to Nairobi. Marilyn
said "you're crazy," which is probably not very far
from the truth. After a great deal of research, lots of
correspondence and third world red tape we were able
to make the necessary arrangements to ship the plane
into Kenya.
There are lots of great little planes out there and they
all have their special attributes. Taking into consideration
the performance requirements as well as other special
needs, we felt we had the perfect aircraft for the task at
hand. Fortunately, when we rebuilt the Cub, we made the
decision to trick it out utilizing certified modifications
which were available from Cub Crafters of Yakima,
Washington and Atlee Dodge of Anchorage. Some of the
modifications we made included installing a 160 hp Ly-
coming, beefing up the fuselage and main spar, an IFR
panel (which included a 150 watt single sideband), ex-
tended baggage compartment, heavy duty gear with small
tundra tires and nice comfortable seats. We also installed
over-sized fuel tanks giving us nine hours of duration,
without which we could not have made the trip.
Another thing about the Cub, is that after removing the
engine and tail feathers, it fits snugly into a 20 foot sea
going shipping container, plus it's easy to take apart and
put back together. In Texas, a used 20 foot container
At tWpoW Iuul M further pUuu tW ifwoWed Cub
tWif UKtii t() fee"
"Oue 1   back to th.e- car I tUUWwu;ed tW were-!}()iItj to flrif'th.e- Cub
to MarilyfV '/()u/ye- CYM:fJ" ifpr()babty Mt veryfarfr()ffl/ th.e-
costs somewhere between $1,500 and $2,000.
Shipping agents will quote the cost of trans-
porting a container to any spot in the world.
They can also provide a container on a per
diem basis.
When an aircraft is flown in to another
country it's normally just standard every day
procedure. When one is shipped in, that's an-
other story, as a totally different group of
bureaucrats and rules must be dealt with. The
shipping agent on the other end takes care of
most of the details. The majority of the coun-
tries require payment of a temporary import
fee which is calculated on the value you put
on your plane. This is supposed to be re-
funded if the plane is shipped or flown out of
the country within a year. Once you're there
Most of the EAA members at the 1992 Siljansnas Fly-In in Sweden are pictured here,
you can fly to neighboring countries, clearing along with Marilyn and I in the front row. There were also a few other members
in and out just like anybody else. Some places
from other Scandinavian countries. It was a most hospitable event!
require local liability insurance. As to hull
coverage on the plane, that can be a problem.
After getting a quote I decided to take the risk myself.
In September of 1988 we met Yellow Bird in Nairobi.
After putting the plane back in one piece we spent seven
wonderful weeks touring Kenya and Tanzania with side
trips to Rwanda and Eastern Zaire. Like all trips of that
duration you have to expect some weather days and un-
foreseen problems. We were fortunate that everything
went pretty well according to plan and the Cub performed
flawlessly. In places like Africa where the road systems
are not so great, virtually every lodge or game camp has a
strip right next to their facility, from my point of view a
pilot's paradise.
The trip to Africa was such a success that we decided
to ship the Cub on to Australia and meet it there the fol-
lowing year. When a plane is shipped in this manner a
contact on the other end must receive it and make arrange-
ments to store it at suitable airport. This is when I
discovered that the EAA was much more than a bunch of
enthusiastic pilots here in North America. When I have
contacted the EAA chapter presidents in other countries,
not only did I make new friends, I also had a very reliable
individual representing me. We have found that pilots the
world over, for the most part, are wonderful individuals
and especially those who belong to the EAA.
Now fully retired, Marilyn and I decided to meet the
Cub once a year some place in the world where it was
practical and safe to fly a private plane. What followed
were trips to New Zealand, South Africa (where we vis-
ited five adjoining countries), then Chile and Argentina.
In 1992 we gave our faithful but somewhat rusty con-
tainer to the flying club in Valparaiso, Chile and headed
up the Pacific coast, through Central America and on to
our home base in Dallas. The plane had been gone from
the states for over five years.
The next few years we stayed busy with other projects.
We did take time off to fly the Cub into the wilderness
area ofIdaho for some camping and down the Baja penin-
sula of Mexico. This past year we got the bug again to
see a little more of the world. We contacted Bent Es-
Anders Ljungberg (EAA 2836 - he joined in 1956) was the man who
founded the EAA movement in Sweden. I had the pleasure of allow-
ing him to fly our Cub around the area for an hour. Anders, an long-
time friend of EAA Founder Paul Poberezny, was a very nice man who
was quite helpful during our stay. Retired from the Swedish Civil
Aviation Administration, his name may ring a bell for many low num-
ber EAAers - he was the fellow who flew the Pober Sport around the
USA visiting each EAA Chapter during a 30 day goodwill tour that
logged 121-1/2 flight hours.
20 JULY 1999
There have been times I could have used a pacifier during my flying, too!
bensen, who at that time was head of
the Danish Chapter of the EAA, to
ask for advice on sending the plane in
to Scandinavia. The outcome was
that we shipped the plane to Bent
who lives in Esjberg, Denmark, then
met it there this past July and spent
six weeks touring Denmark, Norway,
Sweden, Finland and Lapland. I've
never seen so many enthusiastic
EAAers . Everyone went out of his
way to see that we had a good time
and saw as much of their country as
We attended a fly-in held at Sil-
jansnas, Sweden which was put on by
local pilots and EAA Chapter 222 out
of Copenhagen. The weather was
great and well over 100 planes were
in attendance. The EAA is definitely
alive and well in that part of the
world. One thing that makes it nice
for visitors like us is that Scan-
dinavians communicate among
themselves in English. Air
control is also in English.
Most every pilot had been to
Oshkosh or said they planned
to go in the near future.
Yellow Bird now sits in a
hangar at the Esjberg Air Port
with my good buddy Bent
looking after it for me. Down
the way in another hangar is
his Aeronca 7C which looks
like it was just delivered from
the factory . We plan to be
back over there in June with
Russia , Estonia, Latvia,
Lithuania and Poland on our
itinerary. No doubt we' ll have
the chance to meet more nice
EAA members. If not, at least
we can spread the word! ......
The flight line of the Siljansnas Fly-In, with the Yellow Bird in the center.
Recreational aviation is alive and well in Scandinavia!
The 150 watt Single Side Band HF radio under the
panel was necessary in Africa and the Australian
Outback. In South America we were often assigned
HF frequencies when on instrument flight plans. We
also carry an handheld transceiver and GPS.
Kyosti Salo crossed the Baltic sea from Finland in his
homebuilt to attend the fly-in. He and other EM
members provided the entertainment.
l'lJtly Mystery Plane
by H.G. Frautschy
That amphibian from Bob Hol -
lenbaugh's past publi shed in our
April issue sure didn't stump many
of you!
One of my favorite aspects of this
column is getting letters from regu-
lar contributors as well as people
who have some personal connection
with the airplane in question. In this
case, we have two, Bob, who took
our original photo, and our first let-
ter writer, Roy Wil l iams of
McAllen, TX.
"The April Mystery Plane is one
in the series ofF-IIs built by the
Fokker Aircraft Corp. in America.
The F-11 prototype had sponsons on
each side ofthe hull at the water line
and a retractable landing gear.
These sponsons did not provide the
water stability that was expected.
This F-11 was converted to aflying
boat. The F-11 A model was
equipped with conventional out-
board wingjloats, a 525 hp Wright
22 JULY 1999
Cyclone engine and longer wings. It
was then sold to one ofthe Vander-
bilts. The third Fokker amphibian
had a conventional retractable land-
ing gear and wingjloats, and was
powered by a Pratt & Whitney Hor-
net B engine, changing the
d esignation to a F-11 AHB. This
model was sold to Mr. Gar Wood,
The July Mystery Plane has that
vague "1 think it's a ... " feeling
about it. See if you can't make
that feeling go away by looking
it up and then dropping us a
note here at EAA. Send your
answers to: EAA, Vintage
Airplane, PO Box 3086,54903-
3086. You answers need to be in
no later than August 25, 1999 so
they can be included in the
October issue.
famous for speed boat racing in the
D etroit area in the late '20s and
'30s. This plane was the one dis-
played in the April issue.
"Mr. Wood traded it in on a large
Grumman amphibian, the dealer be-
ing l ocated at the Detroit City
Airport in 1936.
"A friend ofmine, Thomas O'-
Malley in Warren, OH learned that
the Grumman dealer had this
Fokker. Wejlew over to Detroit to
examine this amphibian. It had been
very' well maintained.
"A short time later Mr. 0 'Malley
purchased the plane and the docu-
ments disclosed that it had been
owned by Mr. Wood. Upon arrival
in Warren, I conducted a very
through inspection andfound that it
had been very well caredfor.
"I continued to maintain the
planefor a period oftime.
Here's another view of the April Mystery Plane, Fokker F11AHB, NC  127M. The  F-11  identified the 11th model in the American  Fokker series, 
the A meant that it was  an amphibian ( rather than showing sequence of development, A,  B,  etc.),  and the HB  meant that it was powered by 
a 575  hp Pratt & Whitney Hornet B engine. The  photo was taken at the same time and place as  Bob Hollenbaugh's photo,  but from a different 
angle.  Note the PARKS  name on the hangar. Could either of the individuals  at the extreme right and  left of the photo be Bob? Both seem to 
be winding film in cameras  . . . Pete  Bowers. 
"The whereabouts ofthis plane
today is unknown to me. "
Roy Williams
McAllen, TX
And from Kaz Grevera, Sunny-
vale, CA, quoting the words
written in "Fokker- The Man And
The Aircraft" written by Henri
Hegener and published in 1961:
"When Fokker displayed his lat-
est models at the Chicago
Exhibition in 1925 the Fl1A Am-
phibian was one of the most
advanced design exhibited in the
civil field. In those early days most
ofthe wings came complete from
Holland, because plywood ofthe
necessary quality was not avail-
able in America. It took the
American plywood manufacturers
many months before they could
equal the quality of the veneered
Lithuanian birch which Fokker
had used in Holland. The Amphib-
ian with a 525 hp Pratt &  Whitney
pusher airscrew Hornet engine on
top of the wing and a cabin for
Thanks to Rich  Allen,  Lewiston, 10, we have this 
listing of the F-11A amphibians built: 
(In 901  NC7887 
Fokker demonstrator, flown with P&W Wasp 400,  and Wright Cyclone  500 
hp engines, tested  in both tractor and pusher configurations, and as  a 
twin "push-pull"  pair. Sold to Harold G.  Vanderbilt of New York.  1929-
1937.  Used  as  a flying yacht. Sold and last used for passenger-hopping at 
Revere  Beach,  MA. Destroyed  in  1938 hurricane. 
(In 902 NC148H 
Demonstrator.  Dismantled. 
(In 903  NC1S1 H 
Not completed.  Lie.  Canceled 3/12/30. 
(In 905  NC843W 
Sold to Gar Wood, Detroit MI.  1929-1936. Later sold to others.  Lie.  can-
celed on expiration 10/1/39. 
(In 905  NC843W 
Demonstrator. Tested  by u.s. Army Air Corps,  1931,  and  by Western Air 
Express  in CA.  Dismantled, scrapped  at factory. 
(In 906 NC339N 
Sold to Air Ferries,  Ltd.,  San  Francisco,  CA.  1930-32. Gorst Air Transport, 
Seattle, WA 1932-33.  Exported to Canada and registered as  CF-AUV. 
Destroyed  in accident 7/13/35. 
f-------4Z-11"--- - - -J 
From  "The Aircraft Yearbook - 1929" 
seven passengers, was the only
monoplane amphibian developed up
to that date. Here, too, the Amster-
dam Works lent a helping hand, for
the all-metal hull was constructed in
Holland; further proof that Fokker
had long appreciated metal hull
construction, but that he only ap-
plied it where he considered it useful
and profitable. The wing was ofnor-
mal wooden construction covered
with veneered sheeting. "
24  JULY  1999 
From  1930 
Jane's All  The World's Aircraft 
Wing Area: 
Empty Weight: 
Gross Weight: 
High  Speed:  . 
Cruise  Speed: 
Initial  Climb: 
A  number of other tidbits 
came  in  notes  from  other 
members,  including a  men-
tion by Frank Goebel ofJoliet, 
IL that the airplane was de-
signed by Alfred A  Gassner, 
who  later  designed  the 
Fairchild Baby Clipper am-
phibian. (See Volume 3, ATC 
222, of Joe Juptner's U.S. 
Civil Aircraft.) Larry Knech-
tel  wrote  to  tell  us  that  a 
wingless fuselage to one of 
the five  built was found  in 
Canada in the  '70s, and was 
returned to Holland where it 
is now in the A viodrome Mu-
seum at Schiphol Airport, 
Amsterdam, on loan from  the 
Western  Canada Aviation 
Museum in Winnipeg.  The 
airplane is c!n 906, NC339N. 
According to data sent in by 
Marty  Eisenmann,  Alta 
Lorna, CA, the Fokker will 
be  in Holland for  15  years 
while it is being restored,  and 
will  then  come  back  to 
Canada for 5  years where it 
will  be  displayed in  its  Canadian 
Both Pete Bowers and Rich Allen 
pointed out that the registration for 
NC127M expired on  October  1, 
1939,  and  they wondered if Bob 
might have been mistaken concern-
ing the date he mentioned (1940).  I 
checked with him regarding the tim-
ing, and he recalled the airplane was 
at Parks in the fall  of 1939, when he 
.59 ft. 
.45 ft. 
.500 sq.  ft. 
.95  mph 
.700 fpm 
. .425  miles 
started his first year at the school, 
following his graduation from high 
school in the spring of 1939.  It spent 
the entire winter of '39-'40 in the 
hangar being worked on, and didn't 
flyaway until  later in  the year of 
1940, its destination unknown.  (In 
the photo from Pete Bowers you can 
see it  is  a  warm day, with a  couple 
of the young men  in  coveralls that 
have the sleeves cut off.  The trees 
are in full  leaf,  too.) The scuttlebutt 
around the  school was that it was 
destined for Catholic missionary 
work  in  the Yukon, but that was 
never confirmed. 
Other correct answers were re-
ceived from: 
M .  Bub  Borman,  Dallas,  TX; 
Charles F. Schultz, Louisville, KY; 
John  Beebe,  White  Stone,  VA; 
James T.  Rogers, Lynchburg, VA; 
William Knox,  Woodstock,  GA; 
Jake Dewan, Towanda,  PA;  Frank 
Abar,  Livonia, MI;  Ted Giltner, 
Tamaqua,  PA;  Ralph  Nortell , 
Spokane, WA. 
Send your Mystery Plane corre-
spondence to.- Vintage Mystery
Plane, EAA, P. O. Box 3086,
Oshkosh, WI 54903-3086.
Ifyou 'd prefer to send your re-
sponse via e -mail, send it to:
Be certain to include both your
name and the address in the body
ofthe copy and put "(Month) Mys-
tery Plane" in the subject line. ..... 
Dear Buck,
It is with great pleasure that I sit
down to write this letter to you.
My name is Walter Jazun and I am a
captain on the 727 for United Airlines
and very glad to report that all those
pretty pictures of "old" airplanes you
left hanging on the walls of the ops of-
fice all over the Midwest are still there.
Yeah, they have painted some walls
but the frames seem to survive the "en-
thusiasm" of young managers
throughout the system and are sti II
proudly decorating the otherwise dull
environment. I've been with United
since 1989 on different airplanes and
seats and checked out back in 1997 on
the 3-holer. I enjoy your writing and
hard work for the Antique division and
have been following your activities
with EAA for awhile now and can only
thank you for it and encourage you to
keep doing it with the same energy!
But the purpose of this letter is first
to congratulate you on your recent pur-
chase of a Helton Lark and to give you
a couple of pictures I have taken over
the years of the bird.
I am the proud owner of a 1940 Cul-
ver Cadet, SIN 141 , NC29272, which
won the Grand Champion Antique at
Sun 'n Fun 1992. I purchased the air-
plane last March and enjoy flying it a
lot. Enclosed, please fmd the picture of
my airplane and yours truly in the last
AAA fly-in at Gainesville, TX where
we picked up Best Classic. Also, a cou-
ple of pictures of a Helton Lark I
thought about buying; they were taken
in Plainesvi lle, TX where r went to look
at it.
You are very accurate in saying it's a
rare aircraft and accordingly it was hard
for me to find good help and assistance,
until I ran into Dan Nicholson, a "good
'01 boy" from Tomball, TX, just north
by  E.E.  "Buck" Hilbert 
EAA  #21 VAA  #5 
P.O.  Box  424, Union,  IL 60180 
of Houston. Dan is a wealth of info
about the Culver and derivatives and
very enthusiastic fellow. He runs the
Culver club and, indeed, ferried my air-
plane from Ocala, FL to Houston, then
Gainesvi lle where I met him and flew
horne with the award. He can be
reached at 281/351-0114 and he'll be
glad to talk Culver with you. Please tell
him I sent you.
r have a box of material I'd be glad
to send you to copy so you can learn
about the bird.
Al Mooney sure knew what he was
doing. I get my little Culver in that
"sweet spot" and cruise all day long
(between refueling) at 120 mph, all with
75 HP!
Someday when you find yourself in
Tucson, stop at the Pima Museum. They
have a pretty light blue Helton Lark
hanging off the rafter.
As you may know, Bob Short, who
worked with Al Mooney on the design,
is still around and has some material, as
well as Mr. Jamison who lives in De-
land, FL, and is the corn roast CEO at
Sun ' n Fun. The museum at Columbus,
OH airport is worth a visit also, in mem-
ory of Foster Lane.
Please stay in touch and maybe we'll
join up soon.
Until then,
Parker, CO
Thanksfor the note, Walt! it sure is a
great little airplane and a lot offun. -
Over to You,
Hey, jile this one under "There 's al-
ways ajirst time. " Bob Holl enbaugh
recalls what it was like to work with a
newfangled type ofplastic.
Dear Buck,
I was pleasantly surprised when I
opened the March issue of Vintage to
see a photo of the prototype Aeronca
Champ. This brought back many mem-
ories as I helped construct the airplane
in the Aeronca Experimental Shop in
1943 and '44.
The entire airplane was hand built in
the Aeronca Experimental Shop in
much the same manner as homebuilts
are constructed today. The fuselage
was built up using the plumb bob and
piano wire technique on a layout table,
cutting and fitting one tube at a time.
Production jigs and fixtures came later.
The one piece, formed sheet metal
wing ribs characteristic of the Model 7
and II were first used on the prototype
and were hydropress formed on hand
made Masonite form blocks. Forming
was done on a 50 ton Lake Erie hy-
dropress which is still in use in the
Aeronca plant.
Fabrication of the windshield for the
prototype "Champ" is an interesting
story. Aeronca, prior to the construction
this airplane, had no experience with
the forming of Plexiglas™. All prior
Aeroncas used pyralin sheet which was
simple flat-wrap formed. They would
attempt to hot drape form the prototype
windshield out of the new plastic.
A sheet metal male form was fabri-
cated to the windshield configuration
and mounted on a 2x4 frame. The sur-
face was covered with felt. Plexiglas
was difficult to acquire in 1944 for
civilian use but Purchasing was able to
locate two sheets.
A wire was strung from front to back
in our heat treat furnace and one sheet
of Plexiglas was  hung on  it  using fablic 
spring clamps.  The furnace was closed 
and the temperature run up to the form-
ing temperature for  Plexiglas.  Several 
of us experimental  mechanics  were 
standing  by  with  gloves  on our hands 
ready to  hand  form  the Plexiglas over 
the  form.  The  furnace  door  was 
opened and  much  to  our surprise, there 
was our sheet of Plexiglas on  the  floor 
of the furnace,  like a wet dish rag.  The 
heat  had  caused  it to  slip  out  of the 
spring clamps holding  it  to  the  wire. 
For a few  seconds we all  were  frozen 
in  dumbfound  shock  but one of the 
mechanics standing by had  presence of 
mind  to jump into  the  furnace,  pick up 
the hot sheet of Plexiglas and slap  it on 
the  form.  The  rest of us immediately 
went to  work pressing it to  the  form 
and  smoothing  it out.  Beli eve  it  or 
not, that became the windshield for  the 
prototype 7 AC  and  we  sti ll  had  one 
sheet of Plexiglas  left over.  This  was 
quite a  learning  experience for all  of 
The fabrication  of the  nose bowl  for 
the  prototype Champ was  another in-
teresting experience.  A  large block of 
white  pine  was glued together.  We 
had  a very  tal ented  woodworking per-
son, "Doc" Santoro.  You can tell  by 
hi s name that he  was  Italian.  I'll never 
forget  his  attack on  the block of wood 
with a  vengeance.  Broad chisel  and 
mallet in  hand as he sang Italian opera, 
a  nose bowl  form  block took shape. 
By the  end  of the  day  he  was  knee 
deep  in shavings and two days later we 
had  a completed form  block for  form-
ing the  prototype nose  bowl  on  our 
hydropress.  Only a  few  nose  bowls 
were formed  on  this wood block prior 
to  production draw dies. 
Examining the photo of the  proto-
type  closely  one  can  see  a  slight 
projection at the lower longeron at the 
edge of the  shadow made by the wing. 
(See  photo .)  This  is  a  shot hopper 
which was  installed in the baggage area 
to  facilitate  loading the aircraft for vari-
ous  CG  conditions  during  spin 
evaluations.  The test pilot could jetti-
son  the  shot  if  a  spin  became 
When the Champ prototype first 
flew  in  the  spring of 1944, we knew we 
had  a winner.  It was an  exciting time 
for all  of us. 
Thanks,  Buck,  for tolerating the 
ramblings of an  old  Aeronca  retiree 
with  many  fond  memories  of those 
26 JULY 1999
Here's Capt. Jazun and his 1940 Culver Cadet. The
other two shots are of another Helton Lark, one
Walter considered purchasing before deciding upon
the Culver.
days.  I  share your opinion regarding 
computers.  I'm still  a hold out. 
Best regards, 
Bob Hollenbaugh 
Middletown, OH 
The Champ has been a winner for
over 50 years now, and shows little
signs of letting up. Thanks for the
I enjoyed your May article.  Those 
were  some beautiful  old aircraft.  I 
couldn't help but notice the  caption on 
the  Howard Pete.  It was a  small air-
plane. Benny was not all  that small. 
Some  trivia:  He  claimed  he  could 
touch the prop  hub and the  wing tip 
with  outstretched  anns. He also had to 
take his shoes off to  fly  so he had room 
for  his  feet on the rudder pedals along-
side the  Menasco  engine and he  had 
darned  little  room  to  spare shoehorned 
into  that  little  cockpit.  His problem 
was that his feet got pretty hot. 
Those guys really enjoyed their avi-
ation.  Benny Howard had a great heal 
of fun  and humor with his airplanes 
and  seemed always  in  good spirits. 
And he  kept his good humor even after 
he and Mike nearly bought the  farm  in 
the Mr.  Mulligan "hard landing" as  he 
would put it.  They were both  crippled 
up  but pretty much took it  in  stride. 
Take care, 
A.  Scott Crossfield 
Herndon, VA 
Thanks, Scott.
By the way, I also got a note from
Bill Turn er, who RESTORED Pet e.
That's right, it is the original, not a
replica (My fault - HGF).  Bill did a
magnificent job ofbringing back one
of the Golden Age 's most photogenic
racers, a plane that was so good that
even after a number of modifications,
it was still active after 50 years!
f( 4' 3t(d
Fred Morgan ....... Nanango, Australia 
Lloyd Shepherd ..... ... ......... ..... .... ... .... . 
.. .. ... .. ... .... ... ..  Mulgoa NSW, Australia 
Robert Carlson ........... ..... ...... ... ....... .. . 
... .. ... .... .  Fort McMurray, AB, Canada 
Douglas D. Kruger.. ...... ... ........ ........ .  . 
............. ..... ... Edmonton, AB, Canada 
Dr. Pat McIver .................................. . 
................ ... ... .. Camrose, AB, Canada 
Dennis W. N evett .. ....... .... ................ .. 
...... .. .. ... .. .... .  Abbotsford,  BC, Canada 
Chris Bryant .Mountain, ON, Canada 
Jori Aaltonen ....... .  Lempaala, Finland 
Gilbert Stimpflin ... .... ... .. ..... ... ........... . 
.... .... ..... ..... ... ... .... Battenheim, France 
Dennis Jankelow ............................... . 
.... Sandton, Republic of South Africa 
James Gebhard .. ...... ..... ... ... ....... ..... ... . 
..... .. ........ .. ... .. ... Singapore,  Singapore 
Andy Anderson .. ...... ..... Yellville, AR 
Charles Niederhaus .... .....Tucson, AZ 
Byron G. Cannon ...Apple Valley, CA 
Joseph J.  Devlin, Jr  ............................ . 
............. ........ ........ Garden Grove,  CA 
Alan Fischer .. ......... Los Angeles,  CA 
Dan Hall ................... ... ... Stanton, CA 
Wayne J.  Jones .. .. ....... Moorpark, CA 
Larry  R. Ledgerwood ..... Visalia, CA 
Dr.  Robert Rothgeb .. .. ... ........... ....... .. . 
....... .... .. .................. .  Loma Linda, CA 
Tom Valenzia ...... .... ... Escondido, CA 
Larry D. Wilsey ... .. . Yorba Linda, CA 
Ron L. Wollmer. ....... Santa Rosa,  CA 
Steve Tidier ..... .... .. ........ ... Parker, CO 
Maureen S. Davis .. ........ Fairfield,  CT 
Axel Ian Ostling .. ... .... ...Guilford,  CT 
Leonard R.  Duncil ....... Titusville,  FL 
Tom Robson ........... .Jacksonville,  FL 
Tommy E. Tomaszewski ........ ........... . 
. ... ...... .. ......................... Sebastian, FL 
Howard L. Wellins .. Coral Gables, FL 
Brian J.  Holte ........ ........ Newnan, GA 
Tracy M.  Martin .. ......... Comelia, GA 
John E.  Beck ... .... ....... .. .. .  Newton,  IA 
Richard Beinhauer .. .... Naperville, IL 
Gerald Buttitta ................ Chicago, IL 
Geoffrey M Lagioia ... ....... ............... . . 
.. ........ .. ................... Morton Grove,  IL 
George Nathaus ..... .. ..... ..  Chicago, IL 
Glenn Lightner. .......... ..... Wabash, IN 
Carl L. Schoolcraft ........... Fishers, IN 
Tim R.  Jones ................. Leawood,  KS 
Ronald Shank ... .... .... Greensburg, KS 
Robert Wallace ...... .. ..... ..  Carver, MA 
Robert Hampton ..... Grand Blanc, MI 
Richard D. Hensley .. ....... Livonia, MI 
Arman L. Kearfott .... .... .. Onaway, MI 
Michael D.  Laverty .. ..... Harrison, MI 
Thomas Lind .... ........ .. ... .  Midland,  MI 
Donald E.  Moore ..... ..... Brighton, MI 
Joseph R.  Myers ..... Roscommon, MI 
Donald M. Stewart ... ........ Vulcan, MI 
Randy J.  Hodson .... Minneapoli s,  MN 
Joel Mckinzie ........ Lake Crystal, MN 
Michael A.  Midtgaard ........... ........ .... . 
... ... .. ....... .................... Plymouth, MN 
Clifford Nordine .... .. .. Roosevelt, MN 
Michael  D.  Radencich ....... .  Holt, MO 
M  Clarkson Wells,  Jr  .. .... .... ............ ... . 
....... .. ..... .................. Manchester, MO 
Wade V  Schnabel... .... ... Alzeada, MT 
Clay D.  Shock ................ Raleigh, NC 
Daniel T.  Sire ..... ...... Greensboro, NC 
Terry P Bryn ..................... Dazey,  ND 
Richard Aaron .... ......... ... .. Sussex, NJ 
Charles E.  Pittman .... Little Silver, NJ 
George T.  Meenach ... Los Lunas, NM 
Richard P.  Woodsum ........ ...... ..... ...... . 
.............. Truth or Consequences, NM 
Michael D.  Scott .... ... Smithtown, NY 
Richmond A.  Gooden ... ....... Ada, OH 
Scott A.  Harbaugh .... Bellevalley, OH 
Lisette Roy ................ ...... Burton, OH 
Billy G.  Zumsteg ............. Toledo, OH 
Keith Wright ...... Oklahoma City,  OK 
Joseph H.  Clarke ..... .... ..... Dallas, OR 
Tom Kingsley .......... .. .. ..  Portland,  OR 
Alan C.  Lail. ................ Hillsboro, OR 
John Erickson ........ State College, PA 
Dwight J.  Allenson.. .... ..... . Bristol, RI 
Jeff DeGange ............. ...... .. Aiken,  SC 
Bruce D.  Berry ......... San Angelo, TX 
Thurmond R.  Boyd ...................... .... . . 
.. ...... .. ... .... .. ........... Lake Jackson, TX 
James S.  Dixson II ................. .... .... ... . 
...... .... .................. Corpus Christi, TX 
Thomas H.  Emerson .. Carrollton, TX 
Bill H.  KIng .............. .... . Garland, TX 
James P.  Ledet ............... Houston, TX 
Michael Polmanteer .... ..  Houston, TX 
Johnny Rawls ........... .. .Iowa Park, TX 
ClifWalker .... ......... ... Spicewood, TX 
David Milton Grove .. ..... ...... ........ ..... . 
............... .. ...... .......... . Alexandria,VA 
Michael A. Dean ....... Genoa City, WI 
James A. Hammonds .... Madison, WI 
Grant P.  Van Den Heuvel ......... .... ..... . 
.................................... Pewaukee, WI 
Fly-In Calendar
The following list ofcoming events is furnished to our readers as a matter ofinformation only
and does not constitute approval, sponsorship, involvement, control or direction ofany event
(fly-in, seminars, fly market, etc.) listed. Please send the information to EAA, Au: Golda Cox,
P.O. Box 3086, Oshkosh, WI 54903-3086. Information should be receivedfour months prior to
the event date.
JULY 16-18 - COTTAGE GROVE, OR - Oregon An-
tique & Classic Aircraft Club Bi-Annual Fly-In.
Contact: 5411746-3246.
JULY 16-18 WEST YELLOWSTONE, MT - 13th an-
mull Northwest Mountain Region Family Fly- In,
Safety Conference and Trade Show at the Holiday
Inn Conference Center. Sponsored by local EAA
Chapters and the FAA Flight District Of
fice. Kit plane exhibilOrs and seminars. Contact: Jim
Cooney. FAA FSDO, 1-800/457-9917. www.faa.
JULY 17 -STURGIS, SD - EAA Chapter 39 Fly-In.
Pancake Breakfast and Young Eagle rides. Info:
Chapter 1070 Pancake breakfast and old Aeroplane
Fly-In. 7a.m. - noon. Info: 607/547-2526.
JULY 23-25 - WAUSAU, WI - '40s Wing Ding. Events
Sat., Camp starting Friday and stay 'til Sunday.
Showers available. Breakfast at 7a.m., Swing-Big
band Dance 6-11 p.m.. DC-3 rides, Air   after-
noon and evening concessions. Fly-out to
Tomahawk, WI on Sun. Info: John Chmiel 715/848-
Chapter 425 Airport. Fly-in, drive-in breakfast 8
a.m. - 2p.m. Info: Darrell Todd, 740/450-8633.
JULY 26 - BURLINGTON, WI - 7th Annual Group
Ercoupe Fly-Into Oshkosh. Wheels up 1:00 p.m.
Contact Syd Cohen 7/5/842-7814. Eve/yone wel-
come to join.
JULY 28-AUGUST 3 - OSHKOSH, WI- 47th Allllllal
EAA AirVellture Oshkosh '99. Wittmall Regiollal
Airport. COlltact Johll Burtoll, EAA, P.O.Box
3086, WI 54903-3086 or see Ihe web sile al:
AUGUST 7 - LAKE ELMO, MN - EAA Chapter 54
Aviation Day Fly-In/Breakfast Fundraiser. Info:
AUGUST 8- QUEEN CITY, MO - 12th annual Flv-In
at Applegate, Airport. lnfo: 660/766-2644.
28 JULY 1999
AUGUST J5 - BROOKFIELD, WJ - CapilOl Airport.
16th Annual Vintage Aircraji display and Ice Cream
Social. Noon - 5 p.m. Midwest Antique Airplane
Club monthly meeting, and model aircraft will also
be on di,play. You can purchase a ride on EAA 's
Ford Tri-Motor, too! Funfor the entire family. Info:
Capitol Airport, 414/ 781-8132 or George
Meade,Fly-in Chairman, 414/962-2428.
Chapter 1070 Pancake breakfast and old Aeroplane
Fly-Itl. 7a.lI1. - noon. Info: 607/547-2526.
Annual Fly-In. Camping on field. Cream Can Din-
ner. Awards. Poker run on Saturday. SD Aviation
Hall of Fame Induction Sat. Email:
391 16th Annual Labor Day Weekend Fly-Ill. Info:
Ranch. 10th annual Labor Day Info: John
Shreve, 717/432-4441 or Email ShreveprtN@ aol.
Aircraft Assn. Chapter 29 Air Fair/Air Show. Info:
SEPTEMBER 4 - MARION, IN - 9th Annual Fly-
In/Cruise-In Pancake Breakfast. Aircraft, vintage
cars and motorcycles. ray/johllson@busprodcom
EAA Chapter 649 Vintage
SEPTEMBER 4 - MARION, IN - Marion Municipal
Ailport. 9th Annual Fly/ln-Cruise/ln all you can eat
Pancake Breakfast. Features Antique, Classic &
Custom Cars as well as all Airplanes. Info: Ray L.
Johnsoll (765) 664-2588 or
Airport. EAA Chapter 425 Airport. Fly-in, drive-in
breakfast 8 a.m. - 2 p.m. Info: Darrell Todd,
SEPTEMBER 5 - MONDOVI, WI - 14th Anllual Fly-
III, Lag Cabin Ai/port. Info: 715/287-4205.
938 Sunday for a Sundae fee Cream Social. 12 10 3
- Golden West EAA Fly-In at Castle Airport. Con-
SEPTEMBER 11- OSCEOLA , WI - 19th Annual
Wheels & Wings Fly-In. Antique car show, book
sale, pancake Info: 800/947-0581.
Mid-Eastern Regional Fly-In. Contact: Lou Linde-
man, 937/849-9455.
SEPTEMBER 11-12 - EASTON, PA - EAA Chapter
70 FAA Safety Seminar. Annual Fall Fly-In. Fly
Market, plaques jor 01/ aircraft. Info: 610/588-0620.
SEPTEMBER 12 - MT. MORRlS, IL - Ogle County
Airport (C55). Ogle Co/lIlty Pilots Association alld
EAA Chapter 682 Fly-In Breal-fast, 7a.m. - Noon.
Injo: Bill Sweet 8151734-4320 or the airport phone.
Frank Phillips Field. 42nd Annual Tulsa Regional
Fly-In, sponsored by EAA Chapter 10, V AA Chapter
10, lAC Chapter 10, AM Chapter 2, and the Green
County Ultralight Flyers. All types ofaircraft and
airplane enthusiasts are encouraged to attend. Ad-
mission is by donation. Info: Charles W. Harris,
(IJX) 15th Annual Byron Smith Memorial Midwest
Stinson Reul/ion. Info: Suzelle Selig, 630/904-6964
EAA Chapter 1070 Pancake breakfast and old Aero-
plane Fly-ln. 7am-noon. Info: 607/547-2526
Central EAA Old Fashioned Forums, work-
shops,j1y-market. Camping and Air Rally. Info:
630/543-6743 or check our websiste at http://mem- com/nceaa
SEPTEMBER 25 - HANOVER, IN - Wood, Fabric
and Tailwheels Fly-In. Contact Rich Davidson
Landing. 8th al/I/ual Vintage Aircraft Chapter 22 of
Ohio Fall Fly- II/. Hog roast Sat., Breakfast and
lunch both days. Info: Virginia, 740/453-6889 or
call the airport at 740/455-9900.
OCTOBER 1-3 - HA YWARD, CA - West Coast Travel
Air Reunion. Hosted by Antique aircraft collector
Budfield. Private Museum tour, San Francisco Bay
Area TOllr, Memorabilia auction, good food and
more. Contact Jeny Impellezzeri 408/356-3407 or
Bud Field 925/455-2300.
OCTOBER 9 - HAMPTON, NH - 9th Annual EAA
Vintage A ircrafi Assn. Chaper 15 Pumpkin Patch
Pancake Breakfast Fly-III/RajJle Drawing. Rain date
10th. II/fa: 603/539-7/68.
OCTOBER 7-10 - MESA, AZ- Copperstate EAA
Regional Fly-II/ at Williams Gateway Ai/port. COl/-
tact: Bob Hassol/, 302/770/6420.
OCTOBER 8-10 - EVERGREEN, AL - 9th Annual
South East Regional EAA (SERFI). Airshow,
car show. UULightplane operations area. Fly-Mar-
ket, workshops, FAA Wings Program. Sat. evening
awards banquet with guest speaker. Camping on
field Info: 334/578-1701.
OCTOBER 9-10 - FRANKLIN, VA - Franklin Air-
port. 29th Annual EAA Chapter 339 fly-in. For more
information, contact Walt Ohlrich at 757/486-5192.
-VAA News Continuedfrompage 3-
ure in the acceptance trials of the Brodie
device, the cable and trolley system hung
from the side of an ship that would allow
the launching and recovery of a lightplane.
After the war, Tony was active in the
day to day operations of the Piper com-
pany, and after weathering the post-war
Something to buy, sell or
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 payment to: Villtage
Trader, EAA Aviatioll Center, P.O. Box
3086, Oshkosh, WI 54903-3086, or fax your
ad and your credit card number to 920/426-
4828. Ads must be received by the 20th ofthe
month for insertion in the issue the second
month following (e.g., October 20th/or the
December issue.)
main bearings, camshaft bearings, master rods,
valves. Call us Toll Free 1/800/233-6934, e-mail Web site http://www. VINTAGE ENGINE MACHINE
FREE CATALOG: Aviation books and videos.
How to, building and restoration tips, historic, fly-
ing and entertainment titles. Call for a free cata-
log. EM, 1-800-843-3612.
Newsletters for Arcticllnterstate (6 Back
issuesl$9.00), Beaver/Otter (3/$5.00), Norseman
(16/$21.00). $16.50/4 issues. Free sample: write,
call, fax. ALL credit cards accepted. Dave
Neumeister, Publisher, 5630 South Washington,
Lansing, MI 48911 -4999. 800/594-4634, 517/882-
8433. Fax: 800/596-8341 , 517/ 882-8341.
Need original wood prop hub to fit Kinner K-5.
Who can help? 917/560-4132, e-mail
Wanted: Douglas Airview Magazine, January 1946,
vol. XIII. Szameitat, C-Reimers-Ring 82a, 22175
Hamburg, Germany. Fax: ++49 40 640 69 83.
storm, he was vice-president and general
manager when Piper made the switch
from high-wing, tube and fabric airplanes
to the low-wing all metals designs that
were the beginning of the modem age of
airplane production for Piper. Tony passed
away in Florida this past May.
Just two days before his lOath birth-
day, Art Raymond passed away March 25,
1999. His handiwork is remembered by
generations of people - the DC-3 . Art
Raymond started at Douglas as a metal
cutter, but his talent and education quickly
earned him the attention of Donald Dou-
glas, and he soon was working in the
engineering offices. His design work on
the DC-2 and then later the DC-3 , be-
came the world's most popular airplane
for over 20 years. Art modestly laid the
airplanes success at the feet of his engi-
neering team at Douglas which included
Fred Herman, Lee Atwood, Dailey Os-
wald and Jack Northrop.
His work certainly didn't stop there,
and the engineer with the degrees from
Harvard and MIT went on to be an inte-
gral part of the engineering team for the
DC-4, -6, -7 and Douglas' first jet trans-
port, the DC-S. Each time you hear the
sound of a DC-3, think of Art Raymond,
and the design he orchestrated that al-
lowed airlines to really make money and
provide passenger comfort all at the
same time. .......
• Backlight stays on you turn it
• Pick up ATIS and get clearance
before the Hobbs starts running!
• Includes headset interface &PTT jack
• A22 audio cuts through high cabin noise
• ICOM's single knob tuning - instant
frequency selection even in turbulent conditions
• 50 user-programmable memory channels
• Instant access to 121.5 MHz
• One-piece die-cast aluminum chassis
with asuper-tough polycarbonate casing
Presi dent 
Esple  ' Butch' Joyce 
P.O.  Box  35584 
Greensboro. NC 27425 
e-mail: windsock@ool .com 
Steve Nessa 
2009 Highland Ave. 
Albert Lea. MN 5(JJ)7 
George Daubner 
2448  Lough Lone 
Hartford. WI 53027 
Chartes W.  Harris 
72 15 East 46th SI. 
Tulsa. OK  74145 
918/ 622-8400 
Robert C. ' Bob'  Brauer 
9345 S.  Hoyne 
Chicago. IL 60620 
773/779-2 105 
John Berendt 
7645  Echo Point Rd. 
Connon fal ls.  MN 55009 
507/263-24 14 
John S. Copeland 
1  A Deacon Street 
Phli Caulsan 
28415 Springbrook Dr. 
Lawton. M149065 
321-1/2 S.  Broadway #3 
Rochester. MN 55904 
Dale A. Gustafson 
7724 Shady Hili  Dr. 
Indianapolis. IN 46278 
317/ 293-44JO 
Jeannie Hili 
P.O. Box  328 
HOIvard. IL  60033 
1002 Heather Ln. 
Hartford. WI  53027 
Robert Ucktelg 
1708 Boy  Oaks Dr. 
Albert Leo. MN 5(JJ)7 
Robert D. ' Bob' Lumley 
1265 South  124th SI. 
Brookfield. WI 53005 
Gene Morris 
5936 Steve Court 
Roanoke. TX  76262 
e-mail: n03capt@flash.nel 
Dean Richardson 
6701  Colony Dr. 
Madison. WI 53717 
Geoff Robison 
1521E.  MacGregor Dr. 
New Hoven. IN 46774 
S.H.  "Wes" Schmid 
2359 Lefeber Avenue 
Wouwatosa. W153213 
Gene Chase  E.E.  ' Buck'  Hilbert 
2159 Carffan Rd.  P.O.  Box 424 
Oshkosh. WI 54904 
Union.IL 60180 
815/ 923-4591 
David BenneH  Alan Shackleton 
11741  Rd.  P.O.  Box 656 
Gross Volley. CA 95949  Sugar Grove.IL 60554-0656 
530/268-2186  630/466-4193  103346.1772@compuse! 
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Enjoy the many benefits ofBAA and the 
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EAA Aviation Center, PO Box 3086, OshkoshWI 54903-3086 
Phone (920) 426-4800  Fax (920) 426-4873 
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30  JUNE  1999 
Has owned his
Cessna 140 for
20 years
Belongs to the
Cessna 120/140
International Club
Roger Ely's Cessno 140 he has owned for 20 years.
To become a 
member of the 
Vintage Aircraft 
Association call
"AUA has  provided  me  with  full 
coverage at a very reasonable  price. 
The  service  is  friendly and  fast." 
- Roger  Ely
The  best is  affordable. 
Give AUA a call  - it's  FREE! 
Fly with the pros .. .fly with AUA Inc.
AUA's Exclusive EAA Vintage 
Aircraft Association
Insurance Program
Lo  er liability and  hull  premiums 
Medical payments  included 
Fleet discounts for  multiple  aircraft 
carrying all  risk  coverages 
No hand-propping  exclusion 
No age penalty 
No component parts endorsements 
Discounts for claim-free  renewals 
carrying  all  risk  coverages 
We're Better Togetherl 
tion  because  items  on  long-term  dis-
play  usually  face  significant 
challenges  in  environments that  can-
not  be  closely controlled for  light 
level,  air quality,  humidity,  and  tem-
perature,"  said  Smith.  "We have  had 
to  cope  with  these  problems  ourselves 
in  the  Jefferson  Memorial  Building, a 
major reason  for  the  current capital 
project,"  she  said. 
The  Missouri  Historical  Society 
plans  to  display  the  r eplica  in  the 
Grand  Ha ll  of the  Emerson  Electric 
Center upon  its  completion in  the fall 
of 1999.  From  a  curator's  point of 
view,  Smith considers the replica's  re-
turn  to  the History Museum  with  both 
caution and excitement.  "Now that  we 
wi ll  have sufficient  space to  accommo-
date  it in  our renovated and expanded 
facility,  we can control  exhibit condi-
tions and prolong the plane's life.  This 
is  important, because the  repli ca  is an 
outstanding artifact  for  historical inter-
pretation.  We're  thr i ll ed t hat  it  is 
finally  comi ng home." 
And  home  it  is,  as  Langa  Air,  Inc. 
completed the  restoration of the  Spirit 
of St.  Louis  repli ca  and  install ed  the 
aircraft in Grand  Hall  thi s past May. 
Once completed, the  replica  was 
disassembled by  Langa  Air's Restora-
tion  team,  loaded  and  secured  on 
flat-bed trucks,  and  transported  to  the 
new wing of the MHS facility  in  Forest 
Park, in  the  center of St.  Louis, MO. It 
was  quite  a  sight as  both the  Illinois 
and Missouri  State  Highway  Patrols 
escorted the convoy of Langa Air and 
Missouri  Historical  Society personnel 
to  the replica's final display  location. 
Because of the  length  of the  one-
piece wing,  approximate ly  46 feet, 
Langa's team  fabricated  dollies  and  a 
sophisticated  metal bracing frame. 
This framework all owed the  team to 
move  the wing down  the  narrow corri-
dors  of the  museum. Once  inside,  the 
team  install ed attach points  in  ceili ng 
beams.  The approximate height of this 
room  is  40 ft.,  wi th  a clearance of 26" 
from  the tip  of either wing to  structural 
beams.  The team reassembled the  air-
craft and  rei nstall ed the  wing on the 
fuselage. After careful evaluati on, the 
aircraft was  raised  by two  2-ton hoists 
into place  and  secured. 
Since  the new wing of the  Missouri 
Historical  Society is  st ill  under con-
structi on, the Spi rit is  not yet available 
for  publi c  vi ewing,  so  the  team cov-
ered the aircraft to  protect it from  dust 
and  dirt.  When  the  Grand Hall  of the 
Emerson  Electric  Center  is  com-
pleted,  the  Langa  Air  team  will  be 
present  to  take  part  in  the  unveiling. 
Congratulations  to  all  who took  part 
in  preserving  this  tangible  illustration 
of St.  Louis history.  ...... 
Here are the names 
of the team at Langa 
Air who restored the 
Spirit of St. Louis 
Wayne Dugan 
Walter Hayes 
Marlin Wade 
Shawn Sayle 
Gerald Eades 
Raymond Watt 
Robert Davis 
Ron  Hitch 
John Snow 
Michael  Hayes 
larry Bloodworth 
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Free catalog of complete product line. 
Fabric  Selection  Guide  showing  actual  sample  colors  and 
styles of materi al s:  $3.00. 

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