STRAIGHT AND LEVEL

2 VAA NEWS
3 . 100YEARS AGO ON THE AIRWAY
OF FLlGHT.../H.G.Frautschy
4 MYSTERY PLANE/H.G. Frautschy
5 THIRTY FIVE YEARS AT THE OUTER
MARKER!Dutch Redfield
9 EAA AIRVENTURE 2000/H.G. Frautschy
25 CONTINENTAL LUSCOMBE FLY-IN/
Pat Quinn
28 WELCOME NEW MEMBERS
30 CALENDAR!CLASSIFIEDS
www.vintageaircraft.org
Publisher
Editor-in-Chief
Executive Director, Editor
Executive Editor
Contributillg Editors
ArtlPhoto Layout
Photography Staff
AdvertisinglEditorial Assistant
TOM POBEREZNY
SCOTT SPANGLER
HENRYG.FRAUTSCHY
MIKE DIFRISCO
JOHN UNDERWOOD
BUDD DAVISSON
BETH BLANCK
JIM KOEPNICK
LEEANN ABRAMS
MARK SCHAIBLE
ISABELLEWISKE
SEE PAGE 32 FOR FURTHER VINTAGEAIRCRAFTASSOCIATION INFORMATIOI
aLE
by ESPIE "BUTCH" JOYCE
PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION
Our very own E. E. Buck Hilbert has been bestowed
with one of aviation's finest honors. For the year 2000, he
has been selected as one of the seven outstanding individ-
uals to receive the Elder Statesman of Aviation Award
from the National Aeronautic Association. The award was
established in 1954 to honor outstanding Americans who,
by their efforts over a period of years, have made contri-
butions of significant value to aeronautics and have
reflected credit upon America and themselves. Selectees
must be at least 60 years of age. Nominations were so-
licited from hundreds of organizations and aviation
leaders in the United States, and a distinguished commit-
tee of 14 aviation leaders made the selections from all
segments of the aerospace community.
Buck was presented with his award September 14 dur-
ing the NAA Fall Awards Ceremony in Washington, DC.
The citation accompanying the award reads:
"Buck Hilbert is awarded for a lifetime of major contri-
butions to civil, military, and sport aviation in a wide
variety of professional and volunteer community, state,
and international activities. Hilbert began his flying career
at the age of 16 and served as an artillery spotter pilot in
Korea. After Korea, Buck flew for United Airlines for 32
years. Hilbert was a founding member of the Experimen-
tal Aircraft Association in 1953 and continues to serve
many functions for EAA. In addition, Buck Hilbert has
served as the chairman of NAA's Contest and Records
Board, an Executive Committee member of the Associa-
tion's Board, and a representative to annual conferences
of the Federation Aeronautique Internationale."
Our congratulations to Buck. Join me in expressing our
appreciation for his efforts throughout the history of EAA
and during the founding of the Antique/ Classic Division,
and his hard work during all the subsequent years as the
Division has grown to become the Vintage Airplane Asso-
ciation. Great job, Buck!
This edition of Vintage Airplane is our annual EAA Air-
Venture issue, with plenty of coverage of the VAA area.
You'll see the core of our activities, the many VAA volun-
teers and the other members who come to AirVenture to
enjoy the programs, exhibits and camaraderie that the an-
nual convention has to offer. If you missed it this year,
we'll see you next time, Tuesday, July 24 through Mon-
day, July 30, 200l.
The Type Club Headquarters was very busy this year.
We added one more facet to our Type Club activities. We
invited the principles of the different clubs to the Theater
in the Woods one morning for a meeting. Roger Gomoll,
Chairman of the Type Club HQ provided the agenda of
the meeting. Others present were Earl Lawrence, Vice
President of EAA government affairs, Bob Warner, EAA
Executive Vice President, H.G. Frautschy, our Executive
Director, and various V AA Directors and officers.
EAA and the VAA have been very proactive in meetings
with the FAA regarding governmental concerns, including
the Aging Aircraft Issue. The FAA is interested in includ-
ing Type Clubs early on in the discussion when an issue
regarding older, "orphaned" airplanes comes up, and we
wanted to get feedback from the clubs on how we could
function more closely as a group. We really appreciated
those who took the time to attend the meeting. We also
welcome feedback from the type clubs in the form of a
letter. This topic will be a major item on our agenda at
our VAA Fall Board of Directors meeting on November 10.
The clubs and the VAA also attended a meeting with
the FAA one morning to discuss the Aging aircraft issue. I
was very impressed with how far the group and FAA have
come to having a more common sense approach to main-
taining our fleet of aircraft. I am encouraged to see how
we are proceeding along this line!
John Swander showed up this year with a cabin Waco
that he had been working on for a number of years. For
all this hard work and outstanding workmanship he took
home the Antique Grand Champion award. I've had the
pleasure of knowing John for a number of years . He's a
very dedicated antiquer. He promised to bring this beauty
back in the future for all to see and enjoy.
Waco aircraft continue to show up in increasing
numbers each year. One of the reasons is the great
work that Phil and Ruth Coulson and the other mem-
bers and officers of the American Waco Club are doing
to bring these people together. That ' s one example of
how a strong type club can play an important role in
"Keeping ' em Flying."
-see S&L continued on page 29
VINTAGE AIRPLANE 1
VAANEWS
compiled by H.G. Frautschy
THE COVERS
FRONT COVER... Benny Howard would
have loved this .. . His masterful racing
designs "Mr. Mulligan" and "Pete" are back
in replica form. Constructed by Jim
Younkin, Mr. Mulligan was on hand during
EAA AirVenture along with Howard's
diminutive Pete, the original of which first
flew in 1930 and was considered by Benny
to be the best looking of all his racers. The
racers in this photo are being flown by John
Turgyan (Mr. Mulligan) and Robin Reid
(Pete). Pete was reconstructed by Bill
Turner and includes components from the
original airframe. EAA photo by Jim
Koepnick, shot with a Canon EOS1 n
equipped with an 80-220 mm lens on 100
ASA Fuji Provia slide film. EAA Cessna 210
photo plane flown by Bruce Moore.
BACK COVERS. . . Almost There is
the title of this oil painting my John
Sarsfield, 6541 SI. Vrain Road, Longmont,
Colorado 80503. As a result of his winning
an Excellence ribbon for his painting, and
the previous two he won during earlier EAA
Sport Aviation Art Competitions, John is
now an EAA "Master Artisl."
A retired Air Force flyer and self taught
artist, he has adegree in aeronautical engi-
neering and flies gliders. His artwork deals
more with the experience of flight than with
the details of each particular aircraft ,
although accuracy and realism are of prime
importance, according to Sarsfield. "I want
people to understand the significance of avi-
ation. Out lives have been changed immea-
surably by the ability to see the world from
an aerial perspective, often in subtle ways.
The ability to experience cloudscapes as
three dimensional objects and see land-
scapes from unfamiliar vantage points
changes our outlook on life. I want to intro-
duce this perspective to the earthbound view
and attempt to capture it for the flyers to
enjoy in their hours on the ground. "
Almost There is a depiction of Louis
Bleriot's crossing of the English Channel in
his Bleriot XI with a 25 hp Anzani engine.
Through the gray skies and the rain showers
you can just make out the white cliffs of
Dover as Bleriot approaches the coastline.
2 OCTOBER 2000
EAA' s COUNTDOWN
To KITTY HAWK
Plans for the major showpiece
celebrating the 100th anniversary
of powered flight-the construction
and flight of an accurate Wright
Flyer replica on Dec. 17, 2003-
were unveiled during a news
conference at the National Air &
Space Museum in Washington,
D.C., on Tuesday, Sept. 12.
EAA president Tom Poberezny
made the announcement, accom-
panied by officials from the
National Park Service, National Air
& Space Museum and other agen-
cies to announce details of the
"Countdown to Kitty Hawk" series
of celebrations to commemorate
the first flight on December, 17,
1903. The centerpiece of this cele-
bration wi ll be the flight of a new
2003 Wright Flyer, the only accu-
rate flying replica of the original.
This aircraft will be the only air-
plane permitted to fly at the Wright
Brothers National Monument at
10:35 a.m. on Dec. 17, 2003, ex-
actly 100 years after the Wright
brothers' first successful flight.
EAA has partnered with the
Wright Experience, headed by
noted aircraft historian and restorer
Ken Hyde of Warrington, Virginia.
VAA members will recall Ken's
painstaking work to restore a accu-
rate Curtiss Jenny back in the 1980s,
and the extremely popular "Jennys
to Jets" gathering at EAA Oshkosh in
1989, which he and his wife Betty
helped coordinate. The Wright Expe-
rience, is an effort to re-create the
aircraft and knowledge of the Wright
brothers leading to the first success-
ful powered flight in 1903.
This effort has proven extremely
challenging, as the Wrights left no
permanent record of their engineer-
ing, flight testing or aircraft
development plans. The Wright Ex-
perience has made exhaustive
studies of what information the
Wrights left behind, following both
a chronological sequence and "re-
verse engineering" of later Wright
technology.
"In today's airplanes, we see the
magnificent evolution of the
Wrights' original efforts," Hyde said.
"Our quest is to discover how the
first steps were made - steps that are
lost in history. We are confident that
we will retrace those steps and finish
the first century of flight as it began,
by flying the same path as the Wright
brothers."
Francis Peltier, Superintendent of
the National Park Service Outer
Banks Group, which includes the
Wright Brothers National Memorial,
in remarks made during the an-
nouncement, said, "Of all the 100th
anniversary commemorations of the
Wright brothers' achievement, none
will be as stunning as the re-creation
-at the exact place and time-where
the first flight took wing," said "We
are excited to be working with EAA
to produce this re-creation, in what
we consider to be the Centennial of
Flight's showcase event."
"The possibilities within the world
of flight were opened by two men
who had only a dream and a resolve
to make it happen," said Tom
Poberezny. "Our members continue
to carryon that legacy of innovation.
In that spirit, our membership com-
missioned this Countdown to Kitty
Hawk project to put the Wright Flyer
back in the sky. We are very pleased
to be joined by those throughout the
aviation world to make this particu-
lar dream a reality in 2003."
For more information on this once
in a lifetime commemoration of the
first century of manned heavier than
air flight, see EAA's www.count-
downtokittyhawk.com web site.
To kick off the Vintage Aircraft As-
sociation's celebration of the Wright
brother's achievement, on the facing
page we present our first installment
of 100 years ago on the airway to {light,
which will appear quarterly as we
progress though the next 3 years .....
-
By H.G. Frautschy,
with acknowledgments
to Tom Crouch, author
of The Bishop's Boys
H
aving arrived on the
windswept sands of the
Outer Banks of North Car-
olina in mid-September, 33
year-old Wilbur Wright is joined
by his younger brother Orville on
September 28, 1900. Wilbur finds
every detail about the Kill Devil
Hills area was accurately explained
in the letters he received from
William Tate, the local postmaster,
and Joseph Dosher, the weather
bureau man in Kitty Hawk. Strong
average winds and few obstruc-
tions dot the sand dunes that make
up the barrier islands north of Cape
Hatteras. In a descriptive letter to
his sister Katherine, Orville details
the experience of the weather ex-
tremes of the desolate stretch of
unmanned kite until more informa- ing the elevator control to change
sand: "We certainly can't complain
tion can be gleaned from the tests. his glide path, while keeping the
of the place. We came down here for
With a wind of at least 2S miles per wing-warping control locked in
wind and sand, and have got them."
hour needed to fly the biplane kite place. Despite Wilbur's success, the
Together they work in the front
when loaded, they are puzzled by its men are still puzzled by the apparent
yard of their host, the Tate family, to
lack of lift, which should be ample if miscalculation in their design.
assemble their first man-carrying
their engineering calculations are By the time they break camp to
glider. On October 4, they move
correct. Later in their trials, young head home to Dayton on October
from the Tate's household to a tent
Tom Tate, nephew of William Tate, 23, 1900, the well-used glider is
camp they erect half a mile away.
ascends on the wings of the glider abandoned at the bottom of a sand
Wilbur and Orville begin flying
since he weighs substantially less dune after one last free-flight , hav-
their glider, which has a wing span
than either of the Wrights, but rep- ing served its purpose of answering
of 17 feet, S inches, first as an un-
resents approximately the same many questions the Wrights have
manned and then as a manned,
amount of drag as either one of the about the mechanics of flight. But as
tethered kite. Wilbur is so impressed
brothers. it lies in the fall sunshine, its lack of
October 18 dawned with the lift and quirky handling create a
by the glider's stability while being
controlled by ropes held by his
Wrights testing their simple flying whole new set of puzzlements for
the brothers to investigate upon
brother and him that he feels com-
machine as a fre e-flying glider,
pelled to give it a try himself.
launching it from the crest of a sand their return to their West Third
Wilbur's first tethered flight takes
dune and observing its flight down Street workshop.
to the bottom of the sand hill. The
place the day before they actually
next day, with a fresh breeze blow-
move to their camp. The flight ends
ing, Wilbur flies the glider
when the glider starts to oscillate up
and down, resulting in Wilbur hol-
down the dune at an alti-
lering to be brought back down to
tude of no more than S
Co\;-wrDO\NN TO KITTY HAWK.
earth. Wilbur and Orville then de-
feet, guiding his cotton
(/;" (;('//(
muslin-covered craft us-
cide to continue testing it as an

OctoberMysteryPlane
We gave it an extra month, but
only one fellow sent in an answer to
our June Mystery Plane. Here it is:
by H.G. Frautschy
get the little ship into the air.
Theodore H.N. Wales
Westwood, Massachusetts
June 's Mystery Plane has had a
number of names. X12239, originally
known as the Gotch and Bnmdage Spe-
cial, was built in 1932 and powered
with a 60 hp Velie. In 1933 it was fit-
ted with a 90 hp Lambert to run in the
Nationals piloted by Monty Mason,
but it didn't start. During 1934-35 it
was called the Mason Meteor. Later, it
was known as the Buchanan Zipper,
having been rebuilt in Long Beach,
California by W. O. "Buck" Buchanan.
In 1936 it was re-engined with a one-
of-a-kind stra ight eight of 93 cu. in.
displacement developing 90 hp at 6000
rpm! Needless to say, a geared prop
was used. This seems to be the version
pictured. Evidently the engine was not
reliable, never running long enough to
4 OCTOBER 2000
The post WW-II war era saw plenty of
rotorcraft activity, and this is just one of
many that never saw production, but cer-
tainly generated lot s of interest! Send
your answers to: EAA, Vintage Airplane,
P.O. Box 3086, Oshkosh, WI 54903-3086.
Your answers need to be in no later than
November 26,2000, for inclusion in the
January issue of Vintage Airplane.
You can also send your response via e-
mail. Send your answer to vintage@eaa.org.
Be sure to include both your name and ad-
dress in the body of your note, and put
U(Month) Mystery Plane" in the subject line.
Our thanks to Peter Bowers for
sharing the photo with us . Pete
snapped the photo during June of
1941 in Arrigo Balboni's famous air-
craft junkyard.
Since we moved up the July an-
swer, a few more folks sent in their
responses after we had gone to press.
Other correct answers for the July
Mystery Plane were received from:
Gary Van Farowe, Hudsonville,
Michigan; Glenn C. Humann, Everett,
Washington; Jack Erickson, State Col-
lege, Pennsylvannia; Jerr y Miel,
Tucson, Arizona; Brad Howerton, Car-
rollton, Texas; Leon York, San Angelo,
Texas. Ed Heiliger, Billings, Montana
and Dale Crane. ....

I
att
-
ears
OuterMarker
Training onthe 707 andDC-8
After many years of slow climb-
ing, stubborn starting, vibrating,
shimmying, smoking, oil dripping,
oil streaked propeller aircraft, what a
delight the new jet liners were.
Even on the coldest days, getting
the jet engines running was about as
difficult as striking a match and toss-
ing it into a bucket of kerosene. On
the ground and in flight the quiet
and smoothness in the cockpit was
uncanny and during starts it was al-
most impossible for a cockpit crew to
determine that an engine was run-
ning without instrument reference.
When ready to take off you simply
pushed the throttle forward and
went, which was very simple power-
plant operation after so many years
of juggling manifold pressures, cylin-
der pressure gauges, engine rpms ,
cylinder head t emperatures, pro-
peller pitch, etc.
The jetliner's climb profiles and
climb rates were nothing sort of in-
credible and could be likened to
lighting the fuse on a rocket. Very
often after a night flight when we
had been training at Grumman Field
near the east end of Long Island, our
final takeoff for home at Idlewild Air-
port, about 60 miles west, would be
to the southeast away from home
and at very light gross weights. A
gentle bank after liftoff then climb at
maximum angle of climb speeds
with rated thrust would produce very
fast climb rates. At completion of a
180-degree turn, our course reversed
and headed west for home, we could
easily have reached 12,000 to 14,000
feet. From there the throttles would
then be closed and the airplane qui-
etly glided back to our base field,
the evening challenge being to ef-
fect the entire glide home and
touchdown on the runway without
once touching the throttles. Few
people believe that the 707 glides
like an old seagull!
In February of 1959, along with a
flight engineer, 1 was positioned at
London to conduct pilot training on
a layover aircraft that arrived each
midnight after an Atlantic crossing
from New York. The airplane was
by Holland"Dutch"Redfield
VINTAGE AIRPLANE 5
scheduled for return to New York
early the next morning.
So it could be prepared for the
scheduled return flight, it was neces-
sary that the airplane, when trained,
be returned to London maintenance
crews by 5 a.m. Even if the east-
bound flight from New York arrived
on time, with off-loading, fueling,
etc., we would be fortunate if we got
underway with our training by 1:00
o'clock in the morning.
Captain Jim O'Neal at that time
was Assistant Chief Pilot, Training
and my boss. When I departed New
York for my London assignment
Jim's instructions to me were, "We
need these pilots badly. Get out
there and train and no matter what,
weather or anything else, you are to
get that airplane back on the
blocks in London in time for
its morning departure, you
hear?"
London weather in the win-
ILS and landing training. This was a
typical training flight on nights that
the airplane arrived from New York
in time for us to fly.
Returning one very early morning
from Shannon we were advised via
radio by Pan American's London dis-
patch office that London weather
was 1,000 yards. A short while later
the visibility was 800 yards, then
600. As we began our straight in ap-
proach to land, we were given a
report of 400 yards.
This was conSiderably below
scheduled airline weather minimums
for the 707 at that time and although
it was policy for Pan American train-
ing aircraft to adhere to line schedule
minimums, it was not mandatory.
Remembering Jim's stern words
... Jock Cross,
an ILS approach using the Flight Di-
rector for localizer tracking only,
while flying raw data gJideslope as
displayed on the ILS indicator.
There was no wind and the early
morning damp air was stable and
very smooth, so flying the approach
in this manner was not difficult. The
first airport lights that we saw were
the side lights along the edge of the
runway that bloomed into view si-
multaneously with the runway
threshold lights streaking beneath
the nose. We closed the throttles
and landed with a thump.
Today, approaches with 1200
feet runway visual range, and less
are commonplace, but we all
gulped a few times that dawn
morning as we slowly descended
through the mists of London
to the unseen airport.
Returning from Shannon
another early morning, we
were being vectored around
tertime is notoriously poor.
our flight n g i n ~ called out,
the field for a right turn onto
With only a few months expe- the London ILS, for a landing
rience on the airplane myself, to the west. As usual, early
my first takeoff for night train- "Hey you guys, we've just morning visibility was again
ing was at 2:00 a.m. in very
poor visibility with my stu-
dent, Jack Mattis, who had
never been at the controls of a
707 before. When Jack rotated
the airplane to liftoff atti tude
the cockpit itself was quickly in
the fog and we were "on in-
struments," although the main
landing gear trucks were still rolling
down the runway. Between Jack's
unfamiliarity with the airplane ne-
cessitating some coaching by me,
and my unfamiliarity with London
area and some coaching by him, the
two of us had a handful of airplane
and area navigation for the first sev-
eral minutes following liftoff.
Our plan was to each night train
in the Shannon, Ireland, area and in
a short while we were overhead do-
ing air work exercises, stalls,
emergency descents, and practicing
Dutch roll recoveries in the moon-
light on top of a beautiful cloud
cover. Later we descended into the
Shannon airport traffic pattern for
6 OCTOBER 2000
lost our primary system
hydraulic fluid!"
about getting the airplane back in
time to meet the morning schedule,
"No matter what!" a decision was
made to try an approach and execute
a go-around should nothing be seen.
To my students I did suggest that
perhaps I should fly this one and
take the blame if we missed and had
to return to Shannon.
The early model 707s were
equipped with a Flight Director in-
strument that beautifully assisted the
pilot in tracking the instrument land-
ing system localizer beam to the
runway. However, its computer
tracked the descending glide path
beam very loosely and because of
this it was accepted technique, while
modifications were in progress, to fly
marginal at the time the
ground based radar controller
gave us our final vector to the
localizer beam and cleared us
to make our approach.
As we neared the glides lope
my student asked for gear
down and the landing gear
handle was placed in the down posi-
tion. At this time, Jack Cross, our
flight engineer, called out, "Hey, you
guys, we've just lost our primary sys-
tem hydraulic fluid!"
Because of the failure in the hy-
draulic system, the landing gear and
wing flaps were only partially ex-
tended. The control tower was
apprised of our problem and we re-
quested a wide 360 degree turn to
provide time to manually lock into
place the dangling nose and main
landing gears. Engineer Cross
quickly obtained the landing gear
hand crank from its stowage place,
opened the access plates in the flight
deck floor and never before, or since,
have I been witness to a 707 landing
world of
alavia

:;:.
gear manually extended so quickly.
As we again turned onto the ILS
course the second student, who was
occupying the cockpit jump seat di-
rectly behind the captain's position
volunteered for practice to operate
the emergency flap extension
switches on the overhead panel for
the flying student.
When we started down the
glideslope, full flap was requested
but our assistant quickly became
confused in the operation of the
two flap switches and in short order
had the inboard wing flaps extend-
ing and the outboards stationary,
which produced a strong pitch up
tendency. Then, as he hastily at-
tempted to correct the switching
error, he next had the inboard wing
flaps retracting and the outboards
extending, which resulted in a
strong pitch down tendency.
Though experience is a good
teacher, the weather was rapidly de-
teriorating and the asymmetrical
t
recre
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and changing flap positions were
having a powerful effect on longitu-
dinal pitch trim making control of
the airplane and flying the glides-
lope beam difficult. The student
attempting to fly the ILS was having
considerable trouble so I finally sug-
gested our neophyte flap operator
leave the flaps were they were. Af-
ter a minor speed adjustment we
landed the airplane trimmed for the
unorthodox flap configuration that
we had.
Without hydraulics we were able
to just clear the active runway but it
was then necessary to get towed
back to the ramp because of dissi-
pated brake pressure and no
nosewheel steering. The airplane
was several hours late for its west-
bound departure from London that
morning.
Not long after Pan American put
the Boeing 707s into service they
also put a much smaller fleet of
theadventure...today!
Douglas DC-8s to work. It wasn't
until six years following my 707
qualification that I was to also qual-
ify on and be in a position to pilot
train on the airplane.
A long-time associate, Dick Patter-
son, had been an instructor and
check pilot on the DC-8 since the
airplane's onset with Pan American.
Upon completion of ground school
the two of us flew Eastern Airlines to
Miami where Pan Am DC-8 equip-
ment was more available and here
Dick gave me my training and
checked me out on the airplane.
Following six years of daily activi-
ties on the 707, perhaps I was a bit
prejudiced, but anxious to find out a
few things about the airplane. The
DC-8 cockpit was far roomier and
the airplane ' s low level handling
characteristics were, in my view,
much better than the 707. Although
less economical to operate, its un-
fanned pure jet engines gave the
airplane outstanding performance at
VINTAGE AIRPLANE 7
low levels and it was a delight to fly.
A few experiments alone with the
airplane revealed it to be every bit as
susceptible to high yaw snap and
Dutch roll as was the 707. Unless he
had some previous 707 experience, a
typical DC-S pilot did not seem to
recognize a Dutch roll when he saw
one, nor did he know how to stop
one once triggered. I never could
find out why the Pan Am training
department did not train to Dutch
roll with the DC-S. It was, however,
a great airplane that established a
very impressive safety record with
Pan American and other airlines.
The department's newly ap-
pointed Assistant Chief Pilot,
Training, John Walker, was later as-
signed to me for his DC-S transition
training from the 707. My work
must have pleased him because not
south shore of Long Island, north-
east bound on the ILS system, a
strange and bright orange light was
noted a considerable distance
ahead, low and moving northwest-
ward from a position above the
town of Riverhead lying to the east
of the airport.
Shortly after noting the light, the
flight was contacted by the control
tower with a request that they dis-
continue their approach to runway 5
that was now in progress and in-
stead circle to runway 32, due to
unidentified traffic that the tower
had observed crossing the field to
the northwest where it had reversed
its course and was not headed back
toward the field.
In conformance to the tower's
request, at SOO feet the DC-S's ob-
scuring instrument hood was
cumference were nozzle-like blue
flamed lights flickering about its
outer periphery in sequenced theatre
marquee fashion. Although viewed
in the moonlight it appeared at least
100 feet in diameter and seemed
moving at a speed of about 100 to
150 knots as it passed below.
The mysterious craft passed be-
neath the DC-S's wing then
disappeared to the southeast back
toward Riverhead town where it had
been first seen. The Pan Am trainer
continued its approach and it wasn't
until the landing roll was nearly
completed that the crew seemed to
come to with each eXCitedly asking
the other, "My gosh, did you see
what I saw?" Then the control tower
operator called as the DC-S was
clearing the runway and a two-way
very excited conversation also en-
It shone silvery metallic in the moonlightandemanating from manyports
around the craft's circumference were nozzle-like blue flamed lights
flickering aboutits outerperipheryin sequencedtheatre marquee fashion.
long afterward John appOinted me
Chief Training Captain for Pan
American's New York base and the
responsibility was savored for the
next 11 years until retirement.
A very strange thing was seen
aboard a Pan Am DC-S training
flight one night. It was being oper-
ated by Pan Am Instructor check
pilot Ed Martin; alongside of whom
I worked for many years.
The DC-S was being trained at
Grumman Aircraft's Peconic airport
near eastern Long Island on a moon-
lit night in late summer. The captain
trainee, Emery Martin, had just com-
pleted his periodic flight check and
was aft in the main cabin resting.
The First Officer, Claire Getz, was
seated behind the vision obscuring
hood in place between the copilot's
position and the plane's windshield.
As the aircraft was passing over the
8 OCTOBER 2000
lowered, then a right turn made
off the ILS course so as to enter a
close-in downwind leg for runway
32, circling south of the airport at
low altitude for a landing to the
northwest.
As the trainer was being rolled out
of its base leg turn and the wings
leveled for the short remaining de-
scent to the runway, the crew noted
something very strange just south-
east of the airport's boundary headed
directly toward them at about 400
feet and to the DC-8's left. As the
mysterious thing neared, then
passed below, Ed Martin from his
left pilot's seat was ina position to
look straight down on whatever it
was, seeing a disc-like shape resem-
bling two huge turtle shells with
their connecting edges welded to-
gether. It shone Silvery metallic in
the moonlight and emanating from
many ports around the craft's cir-
sued on what he too had seen from
his position in the tower.
It later developed that on the
same night and at about the same
time there were several "strange fly-
ing object" reports from nearby
communities and the next day's
newspapers were full of it. All re-
ported the same bright orange light
shining downward from the craft's
underneath and the flashing, flicker-
ing outer periphery lights.
The next afternoon Martin was
scheduled for a flight which was to
again take place at Grumman Field
and prior to departure Ed called
Grumman Tower to make the usual
check on field conditions, approach
facilities, etc. In the process he men-
tioned his participation in the
previous evening's strange happen-
ing. Immediately an iron curtain
seemed to drop. Grumman Field is a
U.S. Navy facility. .....
This is the prototype "Stick" Chief, the first of few pre-war Aeronca Chiefs built with
dual stick controls instead of control wheels. Restored by Densel Williams (in the right
seat in this shot>, with help from his buddies in EAA Chapter 304, it's being flown for
our camera ship by Brian Van Wagnen, of Jackson, Michigan.
By Pat Quinn
C
olumbia, California provided
the mountain setting for the
twenty-fifth annual Continen-
tal Luscombe Association fly-in. Set at
the base of the High Sierras, the air-
port in a lovely valley of rolling hills
in the old gold rush area of Califor-
nia. The elevation places it at a pOint
where the oak trees meet the pine
trees with many green, grassy mead-
ows all around. What a super setting
for any fly-in! Columbia itself is a re-
stored town of the gold rush era. It's
very well done and well worth seeing.
This airport features an ample
paved runway and a shorter grass
cross runway. Unfortunately, with so
many Luscombe airplanes expected
and needing room to park, it forced
the closure of the grass runway, one
of the few in the area. Adjoining the
grass runway is a large tree-covered
campground intended especially for
flying visitors. It is complete with
showers and a large clubhouse for ac-
tivities. Within walking distance
there are several motels, some in the
tall pines. Most of the unofficial count
of 7S Luscombes and 20 other aircraft
participants seems to prefer camping.
The Friday activities included a fly-
out to Pine Mountain Lake for a great
afternoon party at the fabulous
hangar home of Kent and Sandy
Blankenburg and their collection of
very fine aircraft. This includes a
Lockheed 12, Spartan Executive and
Luscombe Phantom, all in pristine
condition. Their home is just
breathtaking and they are most gra-
cious hosts.
The other highlights of this fly-in,
as it is with most fly-ins, were the
contests and the awards party on Sat-
urday night. The contests included
aircraft judging, flour bombing, a
spot landing contest and a timed
clock race.
VINTAGE AIRPLANE 25
"Lucy," formerly owned by the author,
attended the Continental Luscombe fly-in
with her current owner, J. C. Wilkens of
Bushton, Kansas.
I had borrowed a 75 hp Luscombe
8A from Ken Gottschall and Ray
Findly at Santa Paula Airport to fly to
Columbia and I entered all three fly-
ing events, something I had wanted
to do for the past three years. The
preparations included a carburetor
overhaul, oil change and cleaning the
sparkplugs. Unfortunately, these had
made me too late for the party at Pine
Mountain Lake but I arrived just in
time to get registered on Friday
evening.
The contests were held Saturday
morning. The pilot briefing was at 8
A.M. The field contests started about
nine. So many airplanes were in the
spot landing and flour bomb events
that it took over two hours to com-
plete. The clock race was held
concurrently, with the racers doing
the flour bombing and spot landings
before starting the race.
I had won two out of three spot
landing contests with this Luscombe
at the monthly event at Santa Paula
airport, so I was fairly confident that I
could place in this event if I properly
flew using my patented I/scoot and
stick" method.
I was next to last to start in the 14-
plane field for the clock race. Behind
me was Carol Winell (EAA 248435)
from Orange, California, an experi-
enced Luscombe racer with a fast 65
horsepower Luscombe 8A, relatively
Luscombe owners enjoy painting their air-
planes with wild color schemes. This air-
plane is registered to Stan Finberg of EI
Dorado Hills, California.
26 OCTOBER 2000
speaking. The race for the low power
Luscombes was going to be between
Carol and me. Carol is probably close
to 100 pounds and with me weighing
in on the far side of 225 pounds, I
knew I had to fly my best if I was to
have any chance to beat her.
The 115 mile course was Columbia
(2,118 feel MSL), Oakdale (234 feet
MSL), Mariposa (2,250 MSL) and the
finish at Pine Mountain Lake (2,930
MSL). Looking at the Sectional chart I
realized we would need to be over
4,080 feet to clear a mountain just be-
fore the finish line. Since there was
one leg downhill and two legs uphill,
I decided that my only chance was to
start a very gradual climb from Co-
(above) Pat Quinn and the 1947 Luscombe
8A he borrowed from Ken Gottschall and
Ray Findly at Santa Paula Airport.
(below) Carol Winell and her racing
Luscombe. Look closely, and you can see
the wheel fairings tucked up tight behind
each tire.
lumbia that would get me to the re-
quired altitude before we crossed the
finish line. I hoped Carol would go
low and then have to climb as we
crossed Oakdale, down on the valley
floor with the temperatures hovering
in the 95 to 100 degree range.
Sure enough, she did just that, and
I was only slightly behind her but
well above her as we crossed Oakdale
airport. As we turned hard left for
Mariposa, I got a really good turn in-
side of Carol's Luscombe and I shot
out in front of her. I thought with my
superior height and my distance ad-
vantage, she would find it difficult to
catch me. BOY, was I wrong! Slowly
she was gaining on me until she
edged right on by and literally left me
in her wake. I was very discouraged
and thought,"What's the use in con-
tinuing?" But I pressed on, since a
contest is not over until it is over, to
paraphrase Yogi Berra.
spot landing contest with a distance
from the line that was too close to
call. What a huge ego boost.
On a form given to all participants,
there was a place to vote for a hard
luck story. Our duel and Carol's un-
fortunate event that left her without
a sure win but with a broken airplane
at another airport got her the hard
luck award.
Allen Anderson of Santa Rosa, Cali-
fornia with a Lycoming 0-320
pumping well over the rated 150
horsepower. His speed was over 121
mph. The 90 horsepower class win-
ner was also a highly modified
Luscombe belonging to a colorful
character named "Luscombe Pete"
from nearby Madera. His speed was
over 115 mph. My speed average was
(left) .Jack Norris' Luscombe 8E has been his since he bought it while in college, fifty years ago. He even flew it on his honeymoon trip.
(right) Barry Brocato's Luscombe 8A took home the People's Choice award. He's from Lemoore, California.
Carol then suddenly turned right
and away from the mountains in a
descending turn. I knew she had
problems but I had no idea what it
was. I did hear her call to Mariposa
that she had lost a magneto and was
landing with a rough running en-
gine. I knew she made it okay, so I
proceeded to the finish line at Pine
Mountain Lake and then returned to
Columbia. I found Carol's partner,
who flew to Mariposa in his Co-
manche to retrieve a very discouraged
young lady and the broken magneto.
At the awards party that night, I
was announced as the winner in the
Then they announced the win-
ner of the 65 to 75 horsepower class
and again they called my N-num-
ber. I really felt that Carol had
beaten me, so I asked that the tro-
phy be presented to her. The
audience cheered wildly. It was a
popular decision and she deserved
it for her smart, excellent flying.
The winner of the modified divi-
sion was Doug Combs from Arizona
in a clipped wing Luscombe powered
by a ferocious looking turbine en-
gine. It was clocked at over 129 mph!
The second place plane was a highly
modified Luscombe belonging to
over 95 mph, faster than even the 85
horsepower Luscombe.
One of the attendees was Jack
Norris, who flies out of the Camar-
illo airport. He has owned and
flown his Luscombe 8 for fifty
years. He bought it while in college
for $1,250. Jack figures that it has
only cost him $25 a year for his
Luscombe. Not bad if you figure it
that way!
The Continental Luscombe fly-in
was a huge success and I thank all
of those who worked so hard so
that we could have so much fun. I
can hardly wait until next year! .....
VINTAGE AIRPLANE 27
NEWMEMBERS
IanJohnSilvester.. ..... ... ...............................
......... .. .............NarreWarrenVIC, Australia
JohnTabone...........SydneyNSW, Australia
MaximoPimentaCostaAurelio..................
.......................Belo Horizonte, MG 3, Brazil
Alan Cornyn....PincherCreek, AB, Canada
BarryWilliam......................................... ......
Harsent..... .. .... ... ... .......Vernon, BC, Canada
Frank]. DuBray......PortPerry, ON, Canada
AlejandroGutierrez.... ............................. .....
................................Queretaro,QR, Mexico
Francisco kaza.. ..... .... ....SanAngel, Mexico
EddieJ. McLean... .... .... ....... ......... .... ... ....... ...
.............................Whitianga, NewZealand
Gerald Grocott..............Zurich, Switzerland
Dana Woods........ ........MountainView, AR
ThomasGrifford .................CaveCreek, AZ
JanVanBurken............. ..............Tucson, AZ
Jill Archibald.. .... .. ... ........... ......Ferndale, CA
AnthonyM. Capozzi.....GrandTerrace, CA
WalterDeanCason..................Angwin, CA
Richard Fahning...... ...... ........Foresthill, CA
Ben Hall............................PalmSprings, CA
Rick Harrison.......................Mira Loma, CA
Rick Holmes............................Riverside, CA
MartinMadden...........................Somis, CA
Dave Maltone.......... ...... .. GroverBeach, CA
Sean M. Marshall...... ... ......... ..Riverside, CA
J. D. Mendonca..................SantaMaria, CA
Robert W. Milligan................Temecula, CA
Michael]. Moran................Healdsburg, CA
Gerald K. Morgan............Ben Lomond, CA
ThomasE. Schoder.................Modesto, CA
Paul E. Sherman.......... ...........Riverside, CA
William R.Stein..... ..... .. ...............Aptos, CA
James H. Westfall..... ... .............Coloma,CA
Brian Baldwin........... .... ... .......... .Parker, CO
DouglasH. Kingsley...................Parker, CO
Tom Lytle ............................Longmont,CO
TedWaltman.......................Lakewood, CO
EmeryWeber.......... ..................Denver,CO
GaryS. Bonomo..... .... ..... . NewFairfield, CT
28 OCTOBER 2000
RobertT. Hartman...... ...... ...Englewood, FL
Ed Kosanke..................................Naples, FL
FrederickMcNulty........Deerfield Beach, FL
Melvyn].Ott..................Satellite Beach, FL
StephenM.Weiss.. .... North Bay Village, FL
Donna Forbes... ......... .. .. ..... .....Marietta, GA
Lance Koberg...........................Marietta, GA
JeffreyK. Perry......................Cumming,GA
PeterWheble.................PeechtreeCity, GA
ThomasBergman.....................Evanston, IL
Gordon G. Danforth.....................Peoria, IL
Jamesc. Fassino.........................Canton, IL
CarlG. Gorra ........... ............Warrenville, IL
William L. Kukla..................LakeZurich, IL
DonaldW. Mack..................NewLenox, IL
Jamesc.Mette....................Streamwood, IL
DanNelson.....................................Ladd, IL
RaymondSchwarz........ ...........Glenview, IL
A.]. Wiss..........................................Pana, IL
Chris& JennZahn.............Edwardsville, IL
Jeffrey R.McWhorter............Valparaiso, IN
JimG. Moschenross...........lndinapollis, IN
MarkA. Paszkiewicz.......... Jeffersonville, IN
LeonardCole..................lndependence,KS
WilliamE. Johnson.................Florence, KY
George Kalbfleisch...... .. .... .......Florance, KY
BobbyW. Thomas.......................lsland,KY
MichaelW. Davis...... ........ ...........Oscar, LA
MatthewTotten................... Covington, LA
ChasLeatherman.......... ..........Bel Aire, MD
John Danforth,Jr. .....................Warren, MI
DennisHughes........................Belmont, MI
JohnOrloMaxfield...............Northville, MI
James L. Mynning.....................Chelsea, MI
ScottM. Sedam..............................Novi, MI
Joseph P. Monno...................Hastings, MN
Michael Morris.........................St. Paul, MN
Gerald F. Sadowski....................Fridley, MN
AlbertStix........ ........ .. ...... .......St. Louis, MO
CraigA. Neuhardt.. ................Salisbury, NC
StuartB. Harner......................Mandan,NO
P. Byrnes.. .. ............ ... ...... ....Pennsauken, NJ
JohnO. Donato.................. ...Mendham, NJ
Edward Price........................OceanCity, NJ
JerrySorin ...........................Morristown, NJ
WalterM. Chandler..........CliftonPark, NY
ThomasF. Schmitz....................Oneida, NY
DouglasR. Cutlip........North Royalton, OH
BernardL. DeLong...................Dayton,OH
David Duntz......................Beavercreek, OH
Virgil L. Johnson................Wellington, OH
David B. Webb................. Wapakoneta, OH
GuyGuernsey........................CoosBay,OR
WilliamG. Baltrusaitis.....WestChester, PA
RobertGoughnour...........Belle Vernon, PA
JimSwalley.......................................Erie, PA
DonaldC. Mestier......................Gilbert, SC
Noel P. Atherton.. .........FairfieldGlade,TN
DonaldD. Freeman..........Estill Springs,TN
George L. Ivey......................Cookeville,TN
Edward E. Allen......................Mesquite,TX
RobertAlIen..........................Carrollton,TX
DeanCarter.............................Houston,TX
Bill DuCharme......................McKinney,TX
R. JohnGieske .................. ..........Austin,TX
H.Ivan Haecker...............CanyonLake, TX
LarryE. Hale..........................Granbury,TX
Stan Krovontka.....................Galveston,TX
CharlesMCNulty.. .................Cleburne,TX
MarkD. Mostrip...............SanAntonio,TX
Richard Ramsey........................... lrving,TX
GaryRosa....................FairOaks Ranch,TX
Jody R. Thrasher. .....................Gariand,TX
GregoryVince.............. ................Dallas,TX
TomWood........... .. ....................Ogden, UT
TimothyJurik........................Hampton,VA
MargeryNatalie......................Herndon, VA
]. D. Skipper........ ........ ..............Bedford, VA
BrianStrattner..........................Norfolk, VA
Richard Wallis................ .Williamsburg, VA
LindaM. Morrison.............. ...Bellevue,WA
ChrisChomo..........................Oshkosh,WI
Brad R. Schultz............................Sparta, WI
LeonSiverling................. .......Brooklyn, WI
-S&L from page 1
Just before the first day of Air-
Venture there was a shiny DC-3
that arrived, sporting the Delta Air-
lines livery. Then, just behind,
arrived a Travelair 6000 also sport-
ing the Delta name. If you ever
wanted to see a new DC-3 , you
have to see this one!
Previously I had been told by
Ed and Connie Bowlin that it was
nice, but seeing is believing. Both
these aircraft belong to Delta Air-
lines. Delta allowed some 78,000
hours of labor to be lovingly ap-
plied to the DC-3 by employees
and volunteers.
Isn't itneat to see a company
and its employees be that proud of
their history, and make it a priority
to share their heritage? For this ex-
traordinary corporate effort, Delta
walked way with the prestigious
Judge' s Choice Award. This special
award is not presented every year,
but is a way in which restorations
which are completed under special
circumstances can be recognized as
extraordinary projects.
By the way, many of the Delta
personnel who came with the DC-3
were first -time attendees. They told
me how impressed they were with
the people and the operation of the
Vintage Aircraft area. We look for-
ward to having them return with
their beautiful aircraft.
Attendance was up in the Con-
temporary judging classification,
with at least 54 airplanes on the
flightline that fit in the new ex-
panded section of the category,
those airplanes built between 1961
through 1965. (The entire category
encompasses those aircraft built
from 1956 through 1960.) We're
looking forward to more show-
quality Contemporary restorations
appearing at fly-ins across the coun-
try and during EAA AirVenture.
While you' re enjoying the crisp
fall flying weather, ask a friend to
join the Vintage Aircraft Associa-
tion. Remember, we are better
together. Join us and have it all! ......
Lansing, Michigan
Builders' Conference
October 21, 2000
OverviewofAircraftBuilding&FAA Regulations
CompositeConstruction
FabricCovering
SheetMetalConstruction
Welding
EAAMEMBERS $89 NONMEMBERS $99
Owner Maintenance
October 22, 2000
Aonedayhands-on,coursedealingwiththe28mai ntenance
itemsapilot/ownercan performontheirairplane legally,will be held
October22.Save money! Knowyourplane!
EAAMEMBERS $129 NONMEMBERS $149
The Leader In Recreational AviatUm
Lakeland, Florida
Builders' Conference
November 4, 2000
OverviewofAircraftBuilding&FAA Regulations
CompositeConstruction
FabricCovering
SheetMetalConstruction
Welding
EAAMEMBERS $89 NONMEMBERS $99
Owner Maintenance
November 5, 2000
Aonedayhands-on,coursedealingwitht he 28maintenance
itemsapilot/ownercan perform ontheirairplane legally, will be held
November5. Save money! Knowyourplane!
EAA MEMBERS $129 NONMEMBERS $149
8009675746
WORKSHOPS
www.sportair.com
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Call orlog-onforourcompleteworkshopcalendar
"UnderEAA's leadership
theseworkshopsare

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Ron Alexander-
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workshopdeveloper.
"ProudSponsors ofEAA SportAirWorkshops"
VINTAGE AIRPLANE
Fly-In Calendar
The following list ofcoming events isfurnished to our readers as a matter of
information 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, All: Vintage Airplane, P.D. Box 3086,
Oshkosh, WI 54903-3086. Information should be received f our months prior
to the event date.
EAARegionalFly-Insshownin bold.
OCTOBER 12-15 - MESA, AZ-Copperstate Regional EAA Fly-In. Williams Gate-
way Airport. Info: 520/400-8887 or www. copperslale. org
OCTOBER 12-IS-WICHITA, KS- Travel Air 75th Anniversary Homecoming Cele-
bration. Raytheon Aircraft, Beech Field. For scheduled events and registration
materials send SASE to Travel Air Restorer's Assn., 4925 Wilma Way, San Jose,
CA 95124or Mike Sloan ofRaytheon Aircraft, PO Box 85,Wichita, KS 67201.
OCTOBER 14-ADA, OK-4th annual Plane Fun Fly-In and Youth Expo sponsored by
EAA Chapter 1005 at Ada Muni. Airport (KADH). Free T-shirtfor first 50 pilots.
Info: Terry Hall, 580/436-8190.
OCTOBER I4 - RIDGEWAY, VA - Pace Field (N36.35.05, W79. 52.48.) Old Fash-
ioned Grass Field Fly-In Pig-Picking. EAA Chapt er 970. Info: Tommy Pace,
5401956-2159.
OCTOBER I4 - NORTH HAMPTON, NH- Hampton Airfield. 10th annllal VAA
Chapter 15 Pumpkin Patch Pancake Breakfastfiy-in. 8a.m.- 12 p.m. Rain
date: 10115. Info: 6031539-7168 or the Airfield: 6031964-6749.
OCTOBER 2I-DAYTON, OH-AntiquelC/assic Chili Fly-In at Moraine Airpark (/73).
Call Darrell Montgomery at 93 71866-2489.
OCTOBER 20-21 - ABILENE, TX-EAA SOlllhwest RegiO/tal Fly-ln. Tlt e Big CO/tn-
try Fly-III. Info:8001727-7704 or www.swrji.org
JA NUARY 1,2001 - NAPPANEE, IN- 10th annual New Year 's Day Hang Over fiy-
in, sponsored by EAA Chapt er 938. II a.m.-2 p.m. Info: "Fast Eddie, "
2191546-2795 or the chapter website: MVlv.bnin.netl--jlyboy
VINTAGETRADER
Something to buy, sell or trade?
MISCELLANEOUS
An ;ne'Cpensive ad in (he Vintage Trader may bejusl the answer to obtaining Ihat elusive part . .55per
lVord, $8.00 minimum charge. Se,ul your od alld payment to: Vintage Trader, EM 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 recei ved by the 20th ofthe month /or insertion in the issue the second month
following (e.g., October 20th for the December issue.)
BABBITT BEARING SERVICE - rod bearings,main bearings,camshaft bearings,master rods,
valves. Call us Toll Free 1/800 / 233-6934 , e-mail ramremfg@aol.com Web site
www.ramengine.com VINTAGE ENGI NE MACHINEWORKS, N. 604 FREYA ST., SPOKANE,
WA99202.
AIRCRAFTLINEN -Imported. Fabric tapes. Foran 18" by 18" sample, send $10.00.Contact
for price list. WW IAviation Originals, Ltd., 18 Joumey' s End, Mendon,VT 05701 USA Tel:
8021786-0705, fax: 802/786-2129. E-mail:Wwlavorig@AOL.com
1940's aircraft oil temperature gauges - 8' capillary, new-old stock, $125 Wind generators
completewithaluminumpropeller,new-oldstock,$300 1920' sand 1930'sACCAaircraftyear-
books,$125 each Brass 2" PioneerVenturi ,$145 Buy/ SeIVTradevi ntage aircraft instruments
andparts OldJonAldrich,PhlFax2091962-6121 , E-Mailoldjon@goldrush.com
Vinlage Federal skis, #SC-3, Mfg. 1942-1943 with cables and fittings for ' 48 C-170. Pictures
available. PossibleNewEnglanddelivery. $750. LarryStagna,207/563-1196.
30 OCTOBER 2000
WAYTG



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SteveNesse
72I5East46thSt .
2009HighlandAve.
Tulsa, OK 74145
AlbertLea.MNst007
918/622-8400
507/373-1674
cwh@hvsu.com
DIRECTORS
RobertC.' Bob' Brauer SteveKrag
9345S. Hoyne 1002HeatherLn.
Chicago.IL60620 Hartford.WI 53027
773/779-2105 262/ 966-7627
e-mail:photopilot@aoJ.com a-mail:sskrog@aol.com
JohnBerendt RobertD.'Bob' Lumley
7645EchoPointRd. 1265South I24thSt.
Cannon MN55009 Brookfield.WI53005
507/ 263-2414 414/ 782-2533
e-mail:
JohnS. Copeland iumper@execpc.com
IADeaconStreet
Northborough,MA01532 GeneMorris
508/393-4775 5936SteveCourt
e-mail: Roanoke.IX76262
copek:>ndI@juno.com 817/491-9110
e-mail: n03copt@flosh.net
Phil Coulson
284I5SpringbrookDr. DeanRichardson
Lawton.M149065 1429KingsLynnRd
616/624-6490 Stoughton.WI 53589
608/877-8485
RagerGomall dar@resprod.com
321-1/2S. BroadWay#3
Rochester.MN55904 GeoffRobison
507/ 288-2810
1521 E. MacGregorDr.
rgomoll@hotmail.com
NewHoven.IN46774
219/493-4724
DaleA.Gustafson
e-mail:chlefl025@aol.com
7724ShadyHill Dr.
Indianapolis.IN46278
S.H. "Wes"SChmid
317/293-4430 2359LefeberAvenue
Wauwatosa.WI53213
JeannieHill 414/771-1545
P.O. 80x 328 shschmid@execpc.com
Harvard.IL60033
815/943-7205
dlnghoo@owc.net
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VINTAGEAIRPLANE (ISSN 0091-6943)IPM 1482602 is published and owned exclusively by Ihe EM'-Intage AircraH Associalion of Ihe Experimental Ai rcraH Association and is published monthly at EMAviation Ceoler, 3000
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The words fAA, ULTRALIGHT, FLY WITH THE FIRSTTEAM,SPORTAVIATION, FOR THE LOVE OF FLYING and the logos of fAA, fAA INTERNATIONALCONVENTION, fAA VINTAGE AIRCRAFT ASSOCIATION,INTERNA-
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32 OCTOBER 2000