VA-Vol-33-No-5-May-2005

N E VOL. 33 , No. 4

2005

CONTENTS 1 Straight and Level 2

4

7

9

of master restorer Jim Younkin, and when the opportunity

VAA News Rem in iscin g with Big Nick

came to finally own one, he lovingly restored the airplane to

Fish Hassell Aviation Pioneer

ning on page _. EM photo by Jim Koepnick, using Canon

by Nick Rezich

professional digital photographic equipment. EAA photo

Th e Vintage Instructor

plane flown my Bruce Moore.

its original streamlined shape. See Jack Cox's story begin足

Patterns, Part III

by Doug Stewart

BACK COVER: Aviation pioneer AI Menasco strikes a jaunty

Al Menasco Aviation Pioneer.

article continues from last month, starting on page 9.

Part II

by Chet Wellman

13

COVERS FRONT COVER: The Howard DGA 9 was a childhood favorite

pose early in his career. Chet Wellman's biographical

The Ultimate Howard A childhood fascination becomes reality for Jim Younkin by Jack Cox

18

Livingston Clipwing

Monocoupe Flies Again

Production Manager Classified Ad Manager Copy Editor

Tom Poberezny Scott Spangler H.G. Frautschy Theresa Books Kathleen Witman Ric Reynolds Jim Koepnick Bonnie Bartel Julie Russo Isabelle Wiske Colleen Walsh

Mystery Plan e

Director of Advertising

Katrina Bradshaw

by H.G. Frautschy

Display Advertising Representatives:

Famous race plane back in the sKies

by Jack Cox

20

How to Fly A Vintage member earns his tailwheel wings

by Dean Kronwall

23

Pass it to Buck

Selected sections from October of 1989

by Buck Hilbert

25

26

Mystery Plan e Extra by Hal Swanson

29 31

STAFF

Classified Ads Calendar

Publisher Editor-in-Chief Executive Director/Editor Administrative Assistant Managing Editor News Editor Photography

Northeast: Allen Murray Phone 609-265-1666, FAX 609-265-1661 e-mail: allewnllrray@mindspring.com Southeast: Chester Baumgartner Phone 727-573-0586, FAX 727-556-0177 e-mail; cballmlll@mindspring.com Central: Todd Reese Phone 800-444-9932, FAX 816-741-6458 e-mail: todd@;pc-mag.com Mountain & Pacific: Keith Knowlton & Associates Phone 770-516-2743, FAX 770-516-9743 e-mail: kknowlton@eaa.org

GEOFF ROBISON PRESIDENT, VINTAGE AI RCRAFT ASSOC IATION

Eager Spring Flying

Did someone say spring? I think I mentioned that word a few columns ago, and that was in anticipation of it arriving sometime soon. With my luck we'll go from spring to sum­ mer in six days . I just spent a week in Oshkosh, and they were experi­ enCing their first real taste of spring weather. It truly was a long winter for us all, and we are very thankful to finally experience some milder tem­ peratures and better flying weather. With the annual on the Cessna 120 now completed and the C-170 com­ ing due, I am closer to getting fully prepared for the spring ritual of prac­ ticing up on my taildragger skills so I can chase around to all the local events and those Saturday morning breakfast trips. I cannot remember the last time I was so eager to see spring flying time arrive. I just peeked in my logbook and was shocked to come to the realization that it has been nearly three months since I last flew one of my aircraft. So it's prob­ ably best to load up my instructor and chase the cobwebs away so the insur­ ance lady is kept happy and I can con­ tinue to enjoy the affordable rates that our VAA insurance plan provides. Are you planning your trip to EAA AirVenture Oshkosh 200S? You better get started if you haven't. I honestly think that this year's event is shaping up to be the most excit­ ing we have ever experienced. What a phenomenal line-up. The excitement of this year's event has even led EAA to reinforce to the membership that there absolutely will be sufficient space available at Camp Scholler. I distinctly recall the excitement of th e year that Dick Rutan and Jeanna Yeager flew the Voyager to

Oshkosh. I clearly recall watching the hundreds if not thousands of people crowding around the aircraft shortly after its arrival. The excite­ ment of that event is truly memo­ rable, but the significance of it really pales a bit when you consider how popular that event was to the mem­ bership, and that was before they actually flew it unrefueled around the world. Now consider the accom­ plishments of Burt Rutan and his team at Scaled Composites with re­ gards to the SpaceShipOne event. Again, this is a uniquely phenom­ enal and historical accomplishment that received worldwide media cov­ erage. When the actual event was taking place, Mike Melvill had us all on the edge of our seats, practi­ cally gushing with excitement. Mis­ sion accomplished, and now, in July White Knight with SpaceShipOne tucked up to her underbelly unre­ fueled will arrive in the pattern at EAA AirVenture 2005 for a weeklong visit at Oshkosh on its way to its pro­ per place in history at the Smithsonian. Now then, let's double our view­ ing pleasure with a similarly sig­ nificant arrival of the GlobalFlyer, flown in by Steve Fossett, to AirVen­ ture. With its 67-hour flight mission of an around-the-world, 19,880­ nautical-mile solo, nonrefueled flight also completed, it will surely round out our week at AirVenture as unprecedented . With Oshkosh widely known as aviation's Mecca, this year's event is truly shaping up to be nothing short of miraculous. Tom Poberezny said it best when he recently remarked, "It's difficult to describe the magnitude and ex­ citement of the event, except to say you've got to be there this year./I

Be sure to join us for what is shaping up to be an incredibly stel­ lar line-up for the S3rd annual avia­ tion gathering set for July 25-31. While on the topic of EAA Air­ Venture, I should remark here that the Vintage area also has been busy working on our own show-stop­ pers. This year's event promises to attract an unprecedented number of Tri-Motors and early Tri-Motor type passenger transports. If you have a weak spot in your heart for these early transports like I do, get your camera loaded because this could prove to be a unique once-in-a-lifetime photo opportunity. Will GlobalFlyer or White Knight fit under the wing of an AT-S Tri-Motor? Talk about a photo op. Hmmmmmm. You better also plan to set aside some time to roam around the type club parking area this year as well. This area is now being managed by VAA's own Tim Fox. Tim made the mistake of doing a really fine job of bringing a large number of Stinsons to this area at last year's event. This of course earned him the new re­ sponsibility of bringing even more success to the type club parking area again this year. Keep in mind that we ar e al­ ways seeking out new volunteers for the Vintage area. Drop us a line at vintageaircra{t@eaa.org if you're in­ terested in enhancing your EAA Air­ Venture experience. We pledge our best effort to show you a good time. Let's all pull in the same direc­ tion for the good of aviation . Re­ member, we are all better together. Join us and have ift~

VINTAGE AIRPLANE

Notice of Annual EAA Business Meeting Biplane Fly-In Special Guest

So Many Forums, So Little Time

VAA Treasurer Charlie Harris also serves as the chairman of the Na­ tional Biplane Association (NBA), and he has just announced that famed test pilot Scott Crossfield has accepted their invitation to be the honored guest at the 9th Annual Biplane Expo at Bartlesville, Okla­ homa, June 2-4, 2005. Crossfield will be recognized during a Thurs­ day, June 2, evening reception at the Hillcrest Country Club in Tulsa and will be further honored at a tribute on his behalf on Friday, June 3, at Frank Phillips Airfield in Bartlesville. For more information, contact Charles W. Harris at 918­ 622-8400, e-mail cwh@hv5u.com. or visit the NBA website at www. biplaneexpo.com.

Where else can you learn about air­ craft design, gas-welding aluminum, 1/2 VW engine conversions, and im­ proving your VFR skills, and all in one place, all on the same day? At the hundreds of forums presented during EAA AirVenture. To plan this year's adventure in learning, tap into the forums database at www.airventure. org and search by date, presenter, or interest area. You can also print the Forums Map to see where your fo­ rum meets, so there will be no delays when you arrive in Oshkosh.

No Reservation Required Like a bottomless cup of cof­ fee, there's always room at Camp Scholler for EAA members, their family and friends before and dur­ ing EAA AirVenture Oshkosh. Lo­ cated on convention grounds, RV and tent campers have access to shower facilities, portable toilets, an RV pumping station, and por­ table pumping services. Early birds can set up camp on June 24. Visit www.airventure.org and click on the Where to Stay link below the Plan for It link for a map of Camp Schol­ ler and guidelines. Also, don't forget that we al­ ways have room for showplanes at EAA AirVenture. While the airport may have to close to transient campers and "modern" airplanes that must park in the North 40, if your airplane fits in one of the VANs judging catego­ ries (see the categories at www. vintageaircraft.org), we'll find a place to park you during EAA AirVenture 2005. There is no advance registration for show­ plane parking; it is first come, first served. 2

MAY 2005

EAA AirVenture Air Show More of the world's top perform­ ers have confirmed their volunteer appearances at EAA AirVenture's daily 3 p.m. air shows. (Times and performance dates are not yet fi­ nalized.) Check the website at www.airventure.org for information. One new act in particular caught our attention, and I'm sure you'll want to see it: • Kent Pietsch will fly a 1942 In­ terstate Cadet. In three different acts, he'll land on a recreational vehicle, fly a comedy routine, and perform a dead-stick aerobatic routine.

EAA, Ohio Members Help Revise Aircraft Tax Legislation EAA worked with several members in Ohio to re-introduce legislation in February that would roll back aircraft taxes from a flat $100 per aircraft to $15 per seat. Now before the Finance and Appropriations Committee, House Bill 66 would repeal the large increase that was established in 2003 and became effective last year. EAAers leading the fight included Board Member Emeritus Jim Gor­ man, Donald Peters, Brian Matz (of the Fearless Aeronca Aviators), Frank Castronovo, and many Chap­ ter presidents and VAA members. Matz informed EAA that the floor vote would likely occur sometime in continued on page 28

In accordance with the Fifth Re­ stated Bylaws of Experimental Aircraft Association Inc., notice is hereby given that the annual business meeting of the members will be held at the The­ ater in the Woods on Saturday, July 30, 2005, at 10 a.m. at the 53rd annual convention of Experimental Aircraft As­ sociation Inc., Wittman Regional Air­ port, Oshkosh, Wisconsin. Notice is further given that the elec­ tion will be held as the first item on the agenda at the business meeting. Fif­ teen Class I directors (three-year terms) will be elected. In accordance with the Fifth Restated Bylaws of Experimental Aircraft Association Inc., the Nominat­ ing Committee has submitted the fol­ lowing candidates: Class I Richard W. Beebe, II John A. Beetham (incumbent) James W. Brown William F. Chana Michael H. Dale Rich Davidson Norm DeWitt Curt Drumm James C. Dukeman Malvern J. Gross (incumbent) Richard W. Hansen William E. Harrison Jr. David C. Lau Daniel A. Majka John L. Parish Sr. David R. Pasahow Paul Poberezny (incumbent) Kevin Rebman Alan J. Ritchie (incumbent) Dan Schwinn Frederick W. Telling Edward T. Waldorf Jim Weir Joe B. Wyatt Such candidates include proposed successors to those current Class I di­ rectors whose terms expire during 2005, along with an additional number of Class I directors as necessary to cause the Class I directors to collectively compose at least 51 percent of the board. Among the newly elected Class I directors, terms will be assigned so as to effectuate the staggering of term expiration dates. The current Class I directors whose terms do not expire in 2005 will continue to serve until their stated term expiration date. Alan Shackleton Secretary, EAA Board of Directors

The 200S Friends of the Red Barn Campaign

Many services are provided to vintage aircraft en­ thusiasts at EAA AirVenture Oshkosh. From parking airplanes to feeding people at the Tall Pines Cafe and Red Barn, more than 400 volunteers do it all. Some may ask, "If volunteers are providing the services, where is the expense?" Glad you asked. The scooters for the flightline crew need repair and batteries, and the Red Barn needs paint, new windowsills, updated wiring, and other sundry repairs, plus we love to care for our volunteers with special recognition caps and a pizza party. The list really could go on and on, but no matter how many expenses we can pOint out, the need remains constant. The Friends of the Red Barn fund helps pay for the VAA expenses at EAA AirVenture, and is a cru­ cial part of the Vintage Aircraft Association budget. Please help the VAA and our 400-plus dedicated volunteers make this an unforgettable experience for our many EAA AirVenture guests. We've made it even more fun to give this year, with more giving levels to fit each person's budget, and more interesting activi­ ties for donors to be a part of. Thank-You Items by Level

Access to Volunteer Center

Your contribution now really does make a differ­ ence. There are six levels of gifts and gift recognition. Thank you for whatever you can do. Here are some of the many activities the Friends of the Red Barn fund underwrites: • Red Barn Information Desk Supplies

• Participant Plaques and Supplies • Toni's Red Carpet Express Repairs and Radios • Caps for VAA Volunteers • Pizza Party for VAA Volunteers • Flightline Parking Scooters and Supplies • Breakfast for Past Grand Champions • Volunteer Booth Administrative Supplies • Membership Booth Administrative Supplies • Signs Throughout the Vintage Area • Red Barn and Other Buildings' Maintenance .AndMore!

Name Listed: Vintage, Web & Sign at Red Barn

Donor Appreciation Certificate

Diamond, $1 ,000

X

X

X

X

X

X

Platinum, $750

X

X

X

X

X

Gold, $500

X

X

X

X

Silver, $250

X

X

X

X

Bronze, $100

X

X

X

X

Loyal Supporter, $99 & Under

X

X

Special FORB Badge

Two Passes to VAA Volunteer Party

Special FORB Cap

Breakfast at Tall Pines Cafe

Tri-Motor Ride Certificate

Two Tickets to VAA Picnic

Close Auto Parking

2 People/Full Wk

2 Tickets

X

Full Week

X

2 People/Full Wk

2 Tickets

X

2 Days

X

X

1 Person/Full Wk

1 Ticket

X

X

VAA Friends of the Red Barn Name_______________________________________________________EAA#________ VAA#________ Address_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _City/ State/Zip_______________________________________________________________________________ Phone________________________________________E-Mail ____________________________________ Please choose your level of participation: __ Silver Level Gift - $250.00 ___ Diamond Level Gift - $1,000.00 __ Bronze Level Gift - $100.00 ___ Platinum Level Gift - $750.00 __ Loyal Supporter Gift - ($99 .00 or under) Your Support $ _ _ _ Gold Level Gift - $500.00 o Payment Enclosed (Make checks payable to Vintage Aircraft Assoc.) Mail your contribution to: o Please Charge my credit card (below) Credit Card Number _____________ Expiration Date _ ___ Signature_________________

EAA, VINTAGE AIRCRAFT ASSOC. PO Box 3086 OSHKOSH, WI 54903·3086

*00 you or your spouse work for a matching gift company? If so, this gift may qualify for a matching donation. Please ask your Human Resources department for the appropriate form.

NameofCompany~~~----~~--~~--~~--~~~~~~~~~~~~~

The Vintage Aircraft Association is a non-profit edu cational organization 1ll1der IRS SOIc3 rules. Under Federal Law, the deduction from Federal Income tax for charitable contributions is limited to the amount by which any money (and the value ofany property other than money) contributed exceeds the value of the goods or services provided in exchange for the contribution. An appropriate receipt acknowledging your gift will be sent to you for IRS gift reporting reasons. VINTAGE A I RPLANE

3

REMINISCING WITH BIG NICK FISH HASSELL

AVIATION PIONEER

Reprinted from Vintage Airplane October 1974 Nick Rezich All Photos Courtesy the Nick Rezich Collection

his past September 16 a group of Rockford, Il­ linois, OX-Sers and QBs flew over the gravesite of Bert R. J. "Fish" Hassell and dipped their wings in a final salute to one of America's aviation pioneers ... and a friend of EAA. Earlier in the year, July to be exact, another group of EAAers, OX-Sers, and QBs flew the same mission over Cedar Falls, Iowa, in recognition of another great aviation pioneer and friend of EAA, John H. Livingston. My most prized possessions are the memories I have of knowing these two great aviators. Johnny and Fish were beacons of light in the embryonic age of flight. Be­ cause of their pioneering efforts, we today enjoy the speed, comfort, and safety of our flying machines. Johnny was a man of speed; Fish

T

4

MAY 2005

was a long-distance explorer. John­ ny and Fish both were mechani­ cally inclined, which contributed greatly to their success in aviation. Johnny went from motorcycles to airplanes, and Fish from the Cole Automobile Company to the Glenn H. Curtiss School of Aviation. Fish was sent to Hammondsport, New York, to repair the Cole car belonging to Glenn Curtiss. When Fish finished the repairs on the auto, he and Curtiss went for a test spin, whereupon Curtiss persuaded Fish to turn his talents to airplanes. At age 20, Fish began his fly­ ing lessons and on June IS, 1914, he soloed. Later with pilot license number 20 in hand, he went on to become a fancier of seaplanes-and to acquiring his nickname. He was a man of spirit and challenge. In 1915 he was flying a Curtiss flying

boat from Chicago to Lake For­ est amid choppy Lake Michigan waves when he decided to show his friends at the hangar some preci­ sion flying. In Fish's own words: "As I passed them, a huge wave broke under me, kissed my tail section, and forced my nose into the lake. The next thing I saw was more Lake Michigan herring than the local fishermen at Waukegan ever knew there was in the lake!" That incident and numer­ ous others that ended up with both him and his flying boats in the drink gave him the nickname "Fish." Fish was best known, however, for his pioneering of the Great Cir­ cle Route. He had visions of today's air routes long before they became the standard lanes for commercial aircraft. In 1926 he wrote, "Flying the Atlantic is still a stunt." Fish

urged the U.S. to look at both the commercial and military advan­ tages of using the Circle Route over the north to Europe. The small network of airlines that existed at that time and the military were not ready to exploit Fish's ideas and route . . . so the pio­ neering was left to Fish himself. The scheme eventually decided upon was a flight from Rockford, Illi­ nois, to Stockholm, Sweden. Fish mus­ tered a group of Rockford businessmen to co-sponsor the flight. He then went to his friend Eddie Stinson in Detroit and asked him to build a ship that would carry a crew of two and 700 gal­ lons of fuel (4,200 pounds!). The airplane Stinson built was a J-5 SM-l Detroiter, which was named the "Greater Rockford." For co-pilot and navigator, Fish chose Parker "Shorty" Cramer. The date for takeoff was set for July 26, 1928. Fred Machesney, the owner and op­ erator of the airport north of Rock­ ford, which was the jump-off point, pulled up the fence posts at the ends of his runway so it would be long enough for the fuel-laden Stinson. The following is Burt Hassell's own story of the successful take-off in 1928 to prove the trans-Atlantic air route using the Great Circle Route. "With my co-pilot, Shorty Cra­ mer, we took off from Rockford and stuck our nose due north to find Cochrane, Ontario. The flying over Quebec was in the daylight hours, but at night our attention was only or instruments, which made the night seem much longer. As day­ light came we found ourselves over a very familiar area-Burrwell, near Chidley. With daylight and a defi­ nite check of our location, we started across the Davis Strait. We rode for hour after hour-between cloud lay­ ers-looking for the Greenland shore to appear. The old J-5 purred along, which was music to our ears. "Suddenly, the weather started to break and we could see a faint shoreline and the sun shining on the Greenland ice cap. We were both stiff and tired (in the air for 20 hours) when we began to look

shortly before their takeoff for Stockholm.

for the fjord which would lead us to our refueling base." But high winds slowed them so ... "it seemed like we were standing still. " The fuel supply was running dangerously low. "A careful check by Cramer and myself showed we had fuel for less than an hour." Hassell reasoned that he did not have enough power "to go looking for a small landing strip on the side of a mountain, and so we stuck our nose due east, away from those hid­ eous ice crevasses to where it would be only a matter of minutes before it would give up its long struggle to get two pilots to our Greenland base. With power on and off, we were ready to land. "To our great surprise, we landed safely on centuries-old ice with about 2 inches of hoarfrost on it. We had reeled up the lead radio an­ tenna and sat there like two tired old barnstormers and rested. We had been in the air 24 hours and 12 minutes .. . and that's a long time sitting, even in a chair at home. "We tied our lead antenna to an aileron tip and pounded out like mad: 'Landed safe on ice cap'-But I guess no one was near enough to read this message. I shut off this piece of equipment, and we got ready to go. We put on our heavy boots, parka, took a rifle and some pemmican. and started to walk to our base on the Strornfjord. To make

it short, it took us 14 days to walk to Dr. Hobbs' camp, all tired from this healthy walk over the ice cap. We re­ alized then that we two barnstorm­ ers should have remained at home." The flight never reached Stock­ holm, but Fish proved his point. Today, commercial jet airliners are using that very same route ... thanks to pioneer Bert R. J. "Fish" Hassell. You would have had to have known Fish to fully appreciate that short story. He was a man of will, determination, and faith in his fellow man. I'll never forget the story he told me about the pig and chicken farm he had in Goose Bay Labrador-during his service in World War II! It goes something like this: "You see, we had about 1,500 GIs and officers stationed on the base, and most of them were farm boys from the Midwest. Then, we had all those crews coming in daily on their ways overseas-or coming back from a tour of duty. Having powdered eggs and Spam for breakfast was not much of a morale builder, so I requested a couple dozen hens and roosters and some pigs." When the brass in D.C. heard about the request, they figured 01' Fish had flipped! The first request was ignored, but when they received the second one-which was worded in the typical Fish Hassell vernacu­ lar-wheels started to turn. A team of brass flew to Goose Bay to find out firsthand what was behind this odd request. They were met by Col. Hassell, and the first thing he greeted them with was, "Where are my pigs and how much booze is on board?" When the brass regained their composure, Fish explained his rea­ son for the pigs and chickens. To make a long story longer, he got his pigs and chickens and a guar­ anteed ration of booze for his men. His farm boys buiit a hen house and a pig pen-not only did this makeshift farm provide fresh ham and eggs for breakfast, but it turned out to be the main attraction at the base for incoming crews and solved the garbage problem. It also gained VINTAGE AIRPLANE

5

money to restore the "Greater worldwide fame and public­ Rockford" but none of them ity for Fish . Like he said, "I panned out. Fish had hoped was the only Air Force com­ to have the aircraft made a mander that gained popu­ memorial to his son Peter larity through chicken-!" who lost his life flying an F­ Besides that, the pigs gave the 100 while in the Air Force. base a homey smell. Eventually, the aircraft was There are many more in­ gust of 1928. sold to the new SST Museum teresting and humorous sto­ located near Kissimmee, ries about Fish that you can Florida, where it was put on read firsthand by picking up display, awaiting restoration. a copy of his book, The Hik­ ing Viking-over 400 pages On May 5 , 1971, Bert "Fish " Hassell and John H. of aviation history and hun­ liVingston were enshrined dreds of never before pub­ lished photos. into the OX-5 Aviation Pio­ The famous Stinson neers Hall of Fame at Ham­ "Greater Rockford," NX-5408, mondsport, New York. I had the honor and privilege of was recovered from the ice cap 40 years later by Fish's two giving Fish his last airplane sons, Vic and John, and Rob­ With the tail section of the "Greater Rockford " are, ride. John Tasso, chief pilot ert Carlin, district manager of from left, Vic Hassell; Robert Cariin, fonneriy of Rock· for Hartzog Aviation , and National Airlines in Houston, ford and now of Houston, Texas; Burt R.J. (Fish) Has· myself flew Fish and his fam­ Texas, and an antique aviation sell; and John Hassell. ily to the Hall of Fame cer­ buff and a native of Rockford. emonies at Hammondsport. A Sikorsky helicopter oper­ A fond farewell to Fish Hassell, a great av i ation ated by, I believe, Greenland Air picked the Stinson off the pioneer. ice and a Hemisphere Aircraft Leasing Corporation C-46 Addendum from Big Nickflew it back to Rockford where For you eagle-eyed read­ ers, refer to the caption for thousands of people lined the fence to cheer the return of the middle photo on page the "Greater Rockford. " I was 11 of the February 2005 is­ one of the privileged persons sue of Vintage Airplane. The who helped unload the Stin­ third man from the left is The "Greater Rockford" arrives back in Rockford via son from the C-46. BELIEVE­ not Gordon Israel as stated. C-46 after 40 years on the Greenland ice cap. YOU-ME, it was an honor and Also, change "Walter French" a thrill to grab that Hamilton to Walter Frech, who is now Standard prop and guide that famous in equally good shape. The yellow with the FAA in Los Angeles. I only bird out of the doorway of the C-46. life raft was inflated, and it held had the negative available when It is also ironic that the Stinson was air with no leaks. The "Rockford to I listed the men in the photo and Stockholm" sign on the cowl was had to put it up to the light and flown home in a Curtiss product. After all the ceremonies were like new. The only fabric left after guess at the figures. Also, change over, Pop (as the family called him) 40 years of winds and snow was "earl Sting" to Earl Stine. ...",.. asked me to remove a spark plug located on the rudder-with the from the J-5 just to see if it would "NX-5408" still very bright. 2005 Addendum : After this was come out. Much to our surprise, The airplane was later trucked written in 1974, there was a suc­ the number one cylinder plug to Machesney Aircraft and placed cessful fund-raising drive, and the came out with no strain, using a in the hangar from which it left 40 " Greater Rockford " was restored regular plug wrench. I then de­ years before. That was in 1968, and and placed on display at the Mid­ pressed the Alemite fitting, and be­ since then the steel parts have rusted way Village & Museum Center, 6799 lieve it or not, yellow grease oozed badly and some additional damage Guilford Road , Rockford , IL 61107 , out! The aluminum tanks looked has resulted from all the moving phone: 815 / 397-9112, website: like new with no traces of corro­ around from display to display. www.midwayvillage.com. sion at all and the wicker seats were Attempts were made to raise 6

MAY 2005

DOUG STEWART

Patterns, Part III

"Unhh ... Loop-de-loop Radio, N12345 is 10 out. Which runway ya usin' .. . unhhh ... and do you have left-hand or right-hand traffic?" Hearing that announcement over the CTAF (Common Traffic Advisory Frequency) while flying the downwind leg in the traffic pat­ tern, I thought it was the perfect time for my client and me to take a lunch break after our landing. I wasn't so sure I wanted to be shar­ ing the sky with any pilot who had just made an announcement like the one I had just heard. I hope you don't think I'm being overly critical, but we all know that most midair collisions occur either in the traffic pattern or within 10 miles of an airport. I've experienced quite a few things in airplanes, but a midair collision is not one of them, and I am going to do my best to make sure it never is. We have many tools to aid our awareness of where other aircraft are in relationship to us. Good cockpit resource management (CRM) will draw on as many of those tools as possible. Our eyes are our primary tools, but certainly the proper use of the radio is key. How­ ever, the improper use of commu­ nication radios can easily lead to pandemonium in the pattern. While my client and I enjoyed a leisurely lunch, we discussed what it was about what we had heard that made me want to get on the ground. To begin with I didn't

know what kind of aircraft I might be looking for. I only knew its tail number, and as my vintage eyes might not be able to read a tail number before I am closer to the aircraft in question than I might wish to be, knowing just the num­ ber did nothing to help me . If, on the other hand, I knew what kind of aircraft I was looking for, I would be much better equipped to see it.

We have to

remember that

the primary

purpose of

position reports

in the

nontowered

environment is

to aid in

the visual

identification

of aircraft.

Next, I knew that the pilot was "10 out." But the question re­ mained, "10 out" where? "Out to lunch" would be my guess. (In fact, that's what made me think about a lunch break in the first place.) Remember that when a tower

asks you to give a position report at a certain distance, the tower al­ ready knows the direction from which you will be approaching. (I know, I know, the FAA doesn't like us to use the term uncontrolled-it prefers nontowered-but radio an­ nouncements like the one we are discussing certainly diminish any control there might have been.) But when you make a position report in an uncontrolled environment, you should absolutely include the di ­ rection from which you will be ap­ proaching. To not do so means that every pilot who's looking for you will have to scan all four corners of the compass to spot you-and that they might be unsuccessful in that endeavor. The fact that the pilot was re­ questing from "radio" whether there was left- or right-hand traffic indicated several things. To begin with it meant that the pilot was unfamiliar with the airport. That is not a danger in and of itself. As long as we follow good procedures in entering the pattern (discussed last month), there is no increase in the risk exposure for anyone in the pattern. It also showed that the pi­ lot didn't understand that we use the term "radio" when contacting an FSS (Flight Service Station). The proper term is "UNICOM." More importantly it indicated that the pilot had obviously not done his homework. Nor did he know how to use the tools he should have had VINTAGE AIRPLANE

7

with him in his cockpit. Even if the approaching aircraft did not have an AFD or similar source of information (and let's remember that the regulations say that we will have obtained all avail­ able information prior to flight) or if that source was out of reach somewhere in the back of the cock­ pit (I've sure seen that more of­ ten than I care to recount), did he not have a current sectional chart handy? Sectional charts have been indicating nonstandard (Le., right­ hand) traffic patterns for quite some time now. In fact, if you are flying with a chart that does not have that information, you could probably sell it on eBay as a "vin­ tage" chart. About the only thing the pilot of the approaching aircraft did that was correct was to make a position report at 10 miles out, as recom­ mended in the AIM. But nothing else in the communication did anything to facilitate the "see and avoid" concept of collision preven­ tion. We have to remember that the primary purpose of position reports in the nontowered environment is to aid in the visual identification of aircraft. But often, based on much of what I hear on the UNICOM fre­ quencies, it would appear that any­ thing but that is the purpose. We also have to remember that the frequencies available to UNI­ COM are limited. The primary ones in use are 122.8, 122.7, and 123.0. With so few frequencies to be shared by airports that are some­ times in rather close proximity to each other, it doesn't take long at all, especially on a good weather weekend, for the frequencies to be­ come congested to the point of be­ ing virtually worthless. Quite often all that can be heard are the squeal and screech of numerous transmis­ sions blocking each other out. With this in mind I would like to offer a few suggestions for pilots to consider prior to using the push-to­ talk switch. Spend a little time lis­ tening prior to transmitting. How 8

MAY 2005

often do I have to hear someone request the runway in use when it has just been self-announced by not only the departing aircraft on the runway, but the aircraft on downwind and the one on base as well? Communication means "the exchange of information between individuals . ..." That entails listen­ ing as well as speaking.

.. . use the

same sterile

cockpit concept

whenever you

are flying with

others . ..

When you self-announce, keep it short, sharp, and succinct. "Loop­ de-loop traffic, Aeronca Champ, 10 west, 3,000, inbound for land­ ing, requesting advisories" says not only the type of aircraft making the announcement, but also states where it is three-dimensionally in relationship to the airport and the intentions of the pilot. It says it concisely, thus minimizing the us­ age of the frequency. Furthermore, before you transmit be sure that no one else is transmitting. If some­ one else is transmitting at the same time, it's quite likely that neither transmission will be heard. There's one last thing I would like to discuss about flying in the traffic pattern or in the "terminal area" for that matter. Earlier in this article I alluded to CRM. Proper CRM will use all the tools available. Our passengers can certainly be among those tools, but only if they have been properly briefed. The airlines are mandated to maintain a "sterile cockpit" un­ til reaching 10,000 feet MSL. This means that all crew communica­ tion is to be flight-related only. No ta lking about the ball game, the wife and kids, or the scenery. I real­ ize that the majority of you reading this rarely, if ever, get up to 10,000

feet, but that doesn't mean you shouldn't use the same sterile cock­ pit concept whenever you are flying with others in the cockpit. Instead of using a 10,000-foot reference point, use the terminal area instead. Instruct your passengers not to distract you anytime you are fly­ ing within 10 miles of an airport (or any other congested area for that matter) with any conversation other than safety-related concerns. Without the distraction of idle chatter you will be much better prepared to spot that potential midair collision. I know two pilots who, while fly­ ing together in the same airplane, survived a midair collision that occurred on final approach. They descended into an airplane below them. (Miraculously, the pilot of the other airplane survived as well.) They admitted to me that they had both been distracted from the job at hand-that being scanning for traffic-because of unnecessary conversation. They also confided that they were on the wrong fre­ quency-again because they were chatting instead of concentrating. To sum up, we have to be aware that the closer we're flying to an air­ port, the greater the risk involved. Anytime we're flying within 10 miles of an airport we have to be vigilant and use all the tools available to us to avoid a midair collision. It means we have to fly proper and approved procedures. It means we have to use proper radio pro­ cedures. It means we have to ab­ solutely minimize any possible distractions. And it means we have to keep our eyes open and outside of the cockpit, always scanning for other traffic. lf we all share in this task, we should all be able to keep flying on into our "vintage" years. Won't you join me? Doug Stewart is the 2004 National CFI of the Year, a Master CFI, and a DPE . He operates DSFI Inc. (www. dsflight.com) based at the Columbia County Airport (lBI). .......

In Part I, we left AI Menasco as he and Art Smith were preparing to tour the Orient with three automobiles and a trio of airplanes built by AI. Before he returns to Ai's narrative, Chet Wellman fills us in about more of Menasco's remarkable career.

AIMenasco

iation

Pi neer. ••

Part II Reprinted from Vintage Airplane May 1985 CHET WELLMAN PHOTOS COURTESY OF AL MENASCO EXCEPT AS NOTED

Al said, he had been tinkering with, re-pair­ ing, rebuilding, and building engines all his ife, because he was fas­ cinated by them at an early age. After the disastrous experience with the French Salmson engines, as men­ tioned in his speech, Al determined that he would build his own engines stronger and better than any others. Future events proved that Al would succeed in this desire. AI said he did not invent inverted engines. He painted out the Euro­ peans had inverted several engines, and the Army Air Corps, under the

A

VINTAGE AIRPLANE

9

command of Col. Dargue, was plan­ ning a South American good will tour in Loening amphibians and had ordered the Allison Machine Shop in Indianapolis, Indiana, to in­ vert some Liberty engines. This was done so the pilot could see out over the engine and also to get proper clearance for the props. Thus started the Allison Engine Co., now known as Allison Gas Turbine Engine Man­ ufacturers, a fine company still 10­ cated in Indianapolis. In 1929, AI's friend Jack Northrop, who was experimenting with the fly­ ing wing concept, convinced Al of the advantages of an in-line, inverted engine. Al readily agreed and com­ menced work on the design. The air­ craft was almost finished, and Jack wrote the Cirrus and de Havilland companies in England, asking if they had considered an inverted design of their engines. The replies were both negative, and the de Havilland reply was quite emphatic. To expedite the aircraft tests, Al decided to invert one of the Cir­ rus engines until he could produce one of his own models in the 90­ to 95-hp range required. The Cir­ rus inversion served its purpose to expedite various ground tests with the Northrop Flying Wing until the first Menasco A-4 was finished and installed for flight tests. These were to be held at Muroc Dry Lake, Cali­ fornia, now Edwards Air Force Base. After the ground tests the plane was returned to the new Northrop han­ gar in Burbank. At this time Northrop turned its full attention to the production of the Alpha. This plane was an im­ proved air mail design that became the leader in its field, both as a mail carrier and as a passenger design. The flying-wing development was put in a corner of the hangar to be contin­ ued when time permitted. Al produced five of the Menasco A-4 engines that were installed in various aircraft before tooling up for production of the 95-hp engine with improvements that were also incor­ porated in later engines such as the 10

MAY 2005

six-cylinder B6 model. The A-4 engines were named "Pi­ rate," and the first such engine is now on display in the Dallas office of Menasco Inc. The horsepower then was increased to 95, and the first of this model is on display in the Smithsonian's National Air and Space Museum. The success of this engine necessitated moving from AI's garage to a small factory on McKin­ ley Avenue in Los Angeles. His work force increased to 30 people. From the outset, Menasco Motors tested its engines at 125 percent of rated power for 100 hours. Al also pioneered the high­ pressure supercharging of aircraft engines, using manifold pressures double those of other engines. This with the inverted designs, small fron­ tal area, and large propellers are usu­ ally cited as the reasons behind AI's ability to get higher performance from an engine with a small displacement. Al purchased all new manufactur­ ing tools and machines and in a short while assembled the finest and most complete machine shop west of Chi­ cago. This equipment later played an important part in the transition of the company from an engine man­ ufacturer to the world's foremost maker of landing gears. The Me­ nasco engine became an immediate success, and AI's shop was soon self­ contained, making all parts in-house, including the gears. His only compe­ tition in later years was Fairchild, and Sherman Fairchild became a lifelong friend. Menasco engines were never intended for racing, but because of

their ruggedness, reliability, power, and inverted configuration, race pilots found them perfect for race planes. The fact that Al used ball bearings instead of bronze bearings wherever possible also gave his engines an edge for racing. He learned this friction­ saving trick from the German engine designer Maybach. Al said he had always been a free soul, under no restraints and able to do what he wanted-like a pirate. So he named his engines "Pirate," "Swashbuckler," "Freebooter," "Cor­ sair," and the C6S-4 "Buccaneer" (su­ percharged), which Al said was his finest engine. Bill Boeing was on the Menasco Board, and Al said he carried the company during the Depression. However, in 1937, as with most other companies, things were not good with Menasco. The company was still making a few-very few-aircraft en­ gines and had taken to making small countertop washing machines, jacks, security valves, etc. In 1938, Al had a disagreement with the board as to the direction the company would take. He left the company, but remained it's larg­ est shareholder. Shortly thereafter, the Air Force asked the Menasco Co. to build landing gears, largely be­ cause of its complete machine shop and skilled workers. That contract brought with it unlimited financ­ ing. Because of the war, business exploded, and Menasco became the largest manufacturer of landing gears-including gears for the space shuttle-and remains so today. Next

time you fly commercially, chances are you will take off and land on Me­ nasco-built landing gears. Menasco engines enjoy an envi­ able record as racing engines. In 1933 and 1934, these engines won three times as many races in the United States as all other engines combined. The greatest number of victories won by a single airplane was powered by a Menasco C6S engine. This model, the Buccaneer, was the result of six years of development work. It was sold as a commercial engine, but the racers soon took it to heart. In 1937, Me­ nasco engines took both the Greve Trophy Race (550 cubic inches) and the Thompson Trophy Race, the 200­ mile unlimited against l,800-cubic­ inch racers. While Menasco-powered planes were a single-engine design, there were a few twin-engine designs, in­ cluding the American Gyro Crusader and at least one tri-motor, the 1930 Ogden. Incidentally, the American Gyro Crusader was the November 1984 Mystery Plane in Vintage Air­ plane. The plane was designed by Tom Shelton, who authored a de­ tailed report of it in the July 1964 issue of Sport Aviation. Two C4S Me­ nascos giving excellent performance powered the ship. Tom still lives in Burbank, California. After leaving the company, Al could not remain idle for long, so he opened a Ford auto dealership in Culver City, California, with great success until World War II, when he received a commission as a major in the U.S. Government Material Command. Al was stationed in Detroit for much of World War II, assigned to the production of large military air­ craft manufactured and assembled by the nation's major automakers as part of the war effort. He returned to Los Angeles in 1945 and opened a new Ford dealership. Al remembers that among his best customers were actors, directors, and producers from the motion picture industry and that some of the great movie stars were among his close personal friends.

Clark Gable visited AI's ranch on sev­ eral occasions. In the middle 1950s, Al decided to get out of the auto business and into the wine business. So he sold his dealership on contract and pur­ chased a ranch and vineyard in the beautiful Napa Valley, north of San Francisco. This engaged him for many years. He recently sold the vineyard, retaining more than an acre on which his residence is lo­ cated. He lives there today with his lovely wife, Julie, who is a talented and devoted golfer and has headed several women's golf associations.

While Menasco­

powered planes were

a single-engine

design, there were

a few twin-engine

designs ...

Julie took an active part in Ron­ ald Reagan's campaign and election as governor of California and to two terms as president of the United States. She has received special com­ mendation for her efforts. Julie and Al make a good team, and she tends to keep Al on an even track. Al is al­ ways thinking of new projects to do because, at heart, he is still the kid who skipped school to see the air meets in Los Angeles. AI, at 88, is as energetic as a man of SO. He has a keen mind and is in­ terested in everything. He is engaged in creating a small museum in a re­ modeled barn behind his and Julie's cozy residence in St. Helena, Cali­ fornia. Al has boxes of photos and memorabilia of the old days. Many photos are already on the walls, and Al has an interesting story for each of them. Al is extremely proud of his part in the evolution of the aircraft indus­ try. One notes when conversing with him that his recall of each event is immediate and accurate.

His friendship with aircraft piO­ neers such as Donald Douglas, Bill Boeing, Lindbergh, Doolittle, Hai­ zlip, Claude Ryan, and almost every early"aviation great" is clearly re­ membered. One feels that the events he describes so vividly could have happened yesterday. It has been more than 70 years, and Al has moved from bicycles and models to motorcycles; from home­ made race cars to stick and wire, open pusher Wright flyers; and from biplanes to the moon and space shuttles . And, Albert Sidney Me­ nasco, the pioneer who was there to experience it and actually be a force in the birth of it all, is still here to tell it like it was. Following is the conclusion of AI's story as told in his own words in a speech he made on January 29, 1969, to the Menasco Manufacturing Com­ pany's California Division Manage­ ment Club.-C.W. "It took me from Monday morn­ ing until Wednesday to arrive in San Francisco, closing out my shop and everything in Los Angeles, ar­ riving in San Francisco on the USS Yale or Harvard, I forget which, that cost 10 bucks from San Pedro to San Francisco. "That started an association that lasted a long time. We went to Japan first-but I am getting ahead of my story-we started to build the cars and planes in a shop in San Francisco. We never finished them because the boat schedule caught up with us, and I spent the last hectic days and nights without sleep, making a catalog of all the parts and materials and checking them aboard ship. "We took off for Japan March 4, 1916, as scheduled on the Chiyo Maru-a big liner for the Pacific of 22,000 tons. Down in the engine room they had a machine shop, including a lathe, drill press, and shaper. I did not see much of the Pacific, because for 17 days I was down there machining the unfin­ ished parts. "We had differentials on the jack shafts with chain drive to the rear VINTA GE AIRPLANE

11

wheels, somewhat of a reverse from the new front-wheel drives on the cars today. The steering gear, hubs, and axles for the cars and parts for the airplanes were all semi-finished­ incidentally we had rack-and-pinion steering that is so highly touted to­ day for sports cars. I did most of the finish machine work in the engine room of the Chiyo Maru. I wish you could have seen the equipment. I can still remember it all today. "When we arrived in Japan, every­ thing was semi-finished. We had a big team of six racing car drivers, in­ cluding myself, and an organization of 23 members assembled in Japan, including advance men, photogra­ phers, etc. It took six weeks in To­ kyo before we had three cars and one airplane ready for the first show at Aoyama Parade Grounds at Tokyo. Two hundred twenty-five thousand people paid admission to the parade grounds, and I am sure that most of the 5 or 6 million other residents of Tokyo at least saw Art Smith in the sky. And from then on, he was taken into the hearts of the Japanese. "He was a little guy, 5 feet 6 inches~about the stature of most Japanese-and was always pleasant and even tempered. He just clicked with them-that was all. We made a tour over most of Japan. I stayed in Tokyo most of the time after we were well organized and built up the second airplane and finished the eight cars. "With our new Curtiss 90-hp eight-cylinder engines and other improvements, the aircraft perfor­ mance enabled Art to fly from fields that were impossible before. We would arrive at a field with Chinese laborers pulling five crates, which contained the airplane. We assem­ bled it ready to fly in an hour and a half. From the time he landed, it was back in the crates in 45 minutes. "Our controls were the same as today, except we used the wheel to control the rudder, with ailerons controlled with the feet. We used an altimeter the size of a pocket watch strapped around the pilot's leg and a 12

MAY 2005

tachometer alongside the seat. That was the instrumentation. A ground wire from the magneto to a switch on the wheel and a foot throttle on the aileron bar were the engine controls. The ground wire was disconnected from the magneto in disassembly. At the show in Sapporo, the ground wire was installed badly, caus­ ing it to short on takeoff. Attempting to avoid a landing among spectators, Art crashed and was severely injured, and we had to ship home, washing out the tour. Financially we came out about even-steven by the time we re­ turned to San Francisco. Art's injuries, including his left leg broken in three places, required his being sent to a hospital in Chi­ cago, while I stayed in San Francisco and rebuilt the equipment. We re­ turned to Japan six months later a little bit smarter. "We did not take a big crew, just Art and myself, his mother, and one Japanese assistant. Japanese promot­ ers had contacted us meanwhile, and money was deposited in the banks at Yokohama before dates were assigned by our Japanese manager in Tokyo. "We were booked ahead in Korea, Manchuria, China, Formosa, and the Philippines besides returning to all the cities of Japan. There was not an end in sight-Singapore and be­ yond. Our lowest fee for the smaller towns was 5,000 yen-$2,500 for two flights-the larger cities were ne­ gotiated upon gate receipts, and the money was rolling in. "We had two sets of equipment which we could grasshopper over each other-our Tokyo office lined them up so that we averaged as many as five different cities a week. When the United States declared war, we decided to come home and join the Army. Art took time out to give me some very expensive flying lessons, can­ celing about five dates to do so. We laid over at Niigata on the west coast of Japan. We used the home stretch of a mile racetrack there for takeoffs and landings and simulated landings on a beach nearby until I had 180 minutes of instruction, which Art II

II

II

deemed sufficient. "I had previously had acrobatic lessons, being one of the very few who learned to loop before the art of taking off and landing. We had our last show in Shanghai, where we had a good field enabling me to solo, and I was considered a full-fledge aviator. "We arrived back in San Francisco in November, both volunteering for the aviation branch of the Signal Corps. They turned me down be­ cause of my bad ears-maybe they were right, beca use my hearing is still bad-and sent Art back to the new Langley Field, Virginia, as a test pilot. "I joined the Canadian Royal Fly­ ing Corps in Vancouver after being turned down by the Navy. At Toronto the RFC was adopting United States procedures, so again I was grounded, and I finally wound up at Langley Field also, where I was put in charge of engine testing and instruction for the Signal Corps as an aeronautical engineer with a civil service salary of $1,800 a year-that was a great thing-I was an engineer. liMy work embraced some correc­ tions to the Hispano-Suiza engines then being built as the choice for a fighter program, which led me to joining the builders-the Wright­ Martin Co.-who was the licensee in the United States. Wright-Martin later became the present Curtiss­ Wright Co. who built the Wright J-5 engine that Lindbergh flew the At­ lantic with. "I decided to come home after the war-we had trained 18,000 pi­ lots in Jennys, and you could buy a surplus Jenny for $350. Pilots were a dime a dozen, giving passenger rides for $5 from cow pastures all over the country. "I took a job as a machinist in a shop on West Pico St. for 60 cents an hour. Art stayed on, and the in­ fant air mail was born. He flew the mail. From the shop in Los Angeles, I graduated to selling machine tools, then started my own shop building air compressors." To be continued. . . ......

By one of those coincidences in life that ultimately seems to have been destiny, the latest manifes­ tation of Jim's obsession with aes­ thetics is, believe it or not, an early Howard .. . that was built in 1938 ... and is painted orange! That Howard, a 285-hp Jacobs L-5 powered DGA-9, NC18207, serial number 206, emerged from Benny Howard's small factory in Chicago on February 28, 1938, but someone mistakenly stamped the data plate 9-28-38 instead of 2-28-38. William D. Owens of Atlanta, Georgia, became the first owner of 14

MAY 2005

NC18207. The bill of sale and, pre­ sumably, his check for $10,487.50 were signed on March I, 1938. The base price for a DGA-9 was $9,800, but Owens had ordered a number of options that bumped up the price an additional $687.50, including a 37­ gallon aux tank to go with the stan­ dard 60-gallon main tank, flares, a steerable tail wheel, Pioneer com­ pass, a Lear transmitter and receiver, and a trailing antenna. Surprisingly, wheel pants were not included. 18207 was involved in an acci­ dent on September 29, 1939, that smashed a good part of the leading

edge of the right wing all the way back to the main spar and bent the Curtiss Reed propeller beyond re­ pairable limits. Southern Airways in Atlanta made the wing repairs, replaced the prop, and signed the Howard back in service on November 24, 1929. On December 14,1940, NC18207 was sold to R.J. White of Atlanta ... who sold it eight months later, on August 16, 1941, to James R. Har­

rington, doing busi­ ness as Harrington Air Service of Mansfield, Ohio. On January 28, 1942, the plane's Cur­ tiss Reed prop was re­ placed by a Hamilton Standard 2B20-209 con­ trollable propeller, which allowed an increase in gross weight from 3,600 to 3,800 pounds. On May I, 1942, James Harrington pu t the Howard in his company's name, possibly to reduce his personal liability, be­ cause the airplane was heavily mortgaged for a time. That was probably a good move, because it was involved in another

"Somehow, though," Jim says, "I figured that eventually 1 would be able to get my hands on the airplane and correct that front end." acciden t on Jan uary 5, 1943, re­ quiring a rebuild of the left wing that included a splice in the main spar. In November of 1943 the air­ plane was signed back in service, following a repair to the right wing, including another spar splice, and in April of 1945, the propeller, which was "bent within limits for cold repairs," was refurbished by the Ford Motor Company at the Ford Airport in Dearborn, Michigan.

E.C. Patterson Jr. of Chatta­ nooga, Tennessee, bought 18207 on April 28, 1945, and sold it the following August 3 to Ed Milam of Milam Charter Service in Lake­ land, Florida. On February I, 1946, the Howard was sold to another Lakeland company, Florida Fresh Air Express Inc. Apparently, Florida Fresh flew the airplane straight to Decatur, Georgia (Atlanta), where Aircraft Major Overhaul Inc. converted it from a DGA-9 to a DGA-ll by re­ moving the Jacobs L-5 and re­ placing it with a firewall forward installation of a 450-hp Pratt & Whitney R-985-AN-l-everything: engine mount, engine, all accesso­ ries, and cowl. Many of the parts were new DGA-15P (NH-l/GH-l) spares sold as surplus by the Navy in October of 1945. Aircraft Ma­ jor Overhaul had bought it all as "five tons of scrap aluminum" and "eight tons of scrap steel." In addition to the P&W R-985, the Howard had its entire electrical system rewired to DGA-15P specs; had the later-type rudder pedals, the 15P's heavy-duty brakes and larger wheelpants installed; and the propeller blades were shortened 2.5 inches and re-indexed for more pitch travel. The new empty weight was 2,731 pounds, and gross in­ creased to 4,100 pounds. Max level speed increased from 172 mph true to 200, but the redline was reduced from 288 to 270 mph true. A third belly fuel tank holding 30 gallons was added, which brought the total capacity to 127 gallons. All of this was a testament to the structural integrity of the DGA-8 through-12 airframes-the fact that they could handle this much additional power and weight without modification. Florida Fresh Air Express sold 18207 to U.S. Airlines Inc. of St. Petersburg, Florida, on Septem­ ber 26, 1946, for $11,000. The fol­ lowing summer, on July 5, 1947, the Howard was sold to Dr. Joseph J. Locke of St. Petersburg-he im­ mediately had the elevator torque

tube repaired and "all the fabric on the underside of the airplane" re­ placed. In February of 1948 he had the steerable tail wheel modified to "automatic full swivel with an additional lock-controllable from the cockpit." Dr. Locke was the commanding officer of the Pinellas Squadron of the Civil Air Patrol in St. Pete, and he either donated or sold the How­ ard to the squadron on October 10, 1951. Then, a couple of years later, he bought it back and sold it the same day, June 3, 1953, to St. Pe­ tersburg Aviation Services. T.B. and H.R. Holman of Vera Beach, Florida, bought 18207 on October 6, 1954-with the total time at 2,887.11 hours. They had the rudder and fin recovered with Grade A cotton in February of 1957, then sold the airplane the following November 30 to Maurice E. Brown of Ft. Pierce, Florida, for $2,250. Brown, in turn, sold the Howard to Robert D. Bleifield of Coal City, Illi­ nois, on October 13, 1963. William H. Wright Jr. of Tulsa, Oklahoma, bought 18207 on June 29, 1970 ... only to have it severely damaged when a tornado collapsed the hangar in which it was stored. The fuselage was crushed just ahead of the tail down to about eight to 10 inches in height, and the left wing was rotated back and down, breaking the main spar and twisting the big strut attach fitting on the fuselage. Amazingly, how­ ever, the wing struts themselves were not damaged. Robert L. Younkin of Fayette­ ville, Arkansas , Jim Younkin 's brother, Bob-bought the wreck­ age from Bill Wright on August 30, 1971. Bob operated several aviation businesses and thus had the facil­ ities and resources to rebuild the Howard. After the airframe repairs were made and a freshly majored R-985 was installed, the airplane was recovered in Grade A cotton and finished ... as you might imag­ ine ... in orange dope. Bob made one trip in the HowVINTAGE AIRPLANE

15

ard, to Blakesburg in 1979, and ended up placing it in the Arkansas Air Mu­ seum in Fayette­ ville, which he and brother Jim helped found in the late 1980s. Between the two of them, they had enough antique airplanes to virtually fill the museum's re­ stored World War II hangar from day one. On De­ cember 28, 1997, Bob formally signed over ownership of the Howard to the museum. Jim Younkin had his Mr. Mulli­ gan and Travel Air Mystery Ship in the museum, so he was frequently in and out of the facility. And on every occasion, his aesthetic sensi­ bilities were offended by the big, blunt DGA-15P cowling and large wheelpants on what he considered to be the otherwise sleek, narrow fuselage, high-firewall NC18207 . Jim was well versed in the his­ tory of the early production How­ ards and, in particular, how the prototype DGA-11 came about... and how it looked. That airplane, NC14871, serial number 72, was in his opinion the most beautiful of all Howards . .. of all airplanes ...and that's how he thought 18207 should be made to look. When Benny Howard conceived of Mr. Mulligan and had Gordon Is­ rael engineer it, he was already look­ ing ahead to a production version ... and, indeed, it soon appeared in the form of the DGA-7 "Mr. Flani­ gan." Unfortunately, however, that airplane could not be certified in its original configuration. The problem was its relatively small vertical tail, which was very similar to that of Mr. Mulligan. The feds had come up with a new rule that required an air­ plane to recover, power and hands off, from a six-turn spin in one-and­ a-half additional turns, and to re­ cover from a six-turn spin entered with crossed controls within an ad­ ditional six turns, again with power 16

MAY 2005

and hands off. Flanigan would read­ ily recover with normal anti-spin control input, but not hands off un­ til a much taller, high-aspect-ratio vertical tail was installed. This was a problem encountered by a number of new mid-1930s aircraft designs, including the Rearwin Speedster, Spartan Executive, and Harlow, and all ended up with significantly larger vertical tails. The reconfigured DGA-7 Mr. Fla­ nigan was certified on July 15, 1936 (ATC #612). Redesignated as a DGA­ 8, it was the first of a batch of about a dozen airplanes produced by How­ ard Aircraft's work force of some 25­ 30 employees. After Mr. Flanigan, the first production DGA-8 was the Wright 320 powered NC14871, serial number 72 ... which would have a further role to play in Howard Air­ craft history, and a significant bear­

ing on our story. In 1937 How­ ard Aircraft certi­ fied the DGA-9 and DGA-12. These were DGA-8 air­ frames powered with less expensive 285- and 300-hp Jacobs engines­ "economy mod­ els" the company hoped would in­ crease sales. It was not a successful venture, how­ ever. All the Howards were very expensive airplanes-the DGA­ 8s had a base price of $14,850 at a time when the average American physician made just over $4,000 per year-so the reduction in price of the DGA­ 9s and -12s meant little to the very few who could afford such aircraft. They preferred higher performance, which was why Howard quickly got back to re­ ality and plugged a P&W R-985 into the nose of its airframes to create the DGA-11 series. The prototype DGA-11 was actually a retrofit of the first DGA-8 (after Mr. Flanigan), the aforementioned NC14871, se­ rial number 72, which was owned by the Morton Salt Company. Its 320 Wright was replaced by a P&W R­ 985, but, uniquely, its tapered cowl­ ing and small 7:50-by-1O wheelpants were retained-at least long enough for the photo on page 251 in Jupt­ ner's U.S. Civil Aircraft, Vol. 7, to be taken. Later DGA-lls had blunter cowls and 8:50-by-1O wheelpants. It was that aircraft, the prototype DGA-ll, that Jim Younkin consid­ ered to be the most beautiful of all the production Howards, and was what he thought brother Bob's NC18207 should be changed to re­ semble. He tried for years to buy the airplane or trade Bob something for it, but to no avail. Initially, Bob said Jim simply didn't need it, what with all his other airplanes, then later said he was concerned with the integrity of the carry-through

tube for the wing struts. "Somehow, though, Jim says, "I figured that eventu­ ally I would be able to get my hands on the airplane and correct that front end." And he did. Bob died sev­ eral years ago, and on Decem­ ber 18, 2003, Jim traded his 1930 Stinson Junior S to the museum for the Howard. Jim had a template for a DGA-8 cowling and had the original cowling off the Wallace Beery DGA-ll, which is owned by John Turgyan, in his shop, but work on a new tapered cowling did not start im­ mediately because Jim was heavily involved in the development of the TruTrak digital autopilots at the time. "But I had access to a very tal­ ented individual, Darrell Williams, who had just done an engine change for me on my Mullicoupe, so I pro­ ceeded to introduce him to the power hammer and have him build the new cowl. He is a very quick learner and did a beautiful job." The cowl was built in four pieces, each stretched and shrunk until it fitted a buck in the shape of the DGA-8 cowl. The Howard cowl was split vertically, so two of the quar­ ter panels were welded together to form each of the cowl halves. Rather than trying to roll the lead­ ing edges, Jim has come up with the practice of shaping and welding on one-inch heavy wall aluminum tubing to produce the same effect. The one other difference from the original hand-hammered cowlings was the means of attachment. "They didn't know much about moun ting cowlings in those days," Jim says, "so we incorpo­ rated mounting hardware from a Twin Beech to be sure our cowling wouldn't come off./I The boot cowl between the fire­ wall and the engine cowling was completely different than that of the later DGA-1SPs, so it had to be custom fitted for 18207. Some­ how, Jim did find time to make the carb air scoop and gear leg/wheel­ pant intersection fairings because II

Jim and Ada Younkin "I hadn't shown Darrell the ways of doing that yet./I That left the small wheelpants, and there Jim got lucky. Years ago Ron Rippon and Ron Cook bought a cache of Howard parts from a jump club in Illinois, and Ron Rip­ pon seemed to recall that a pair of small Howard wheel pants was in­ cluded. A call to Ron Cook, who had the remaining parts stored in his barn in Iowa, revealed that, yes, the pants were still there, so Jim bought them. "They were in terrible condi­ tion,/I Jim says, "but they were orig­ inal DGA-8 Cincinnati Streamliner pants, name tags and all, so they were worth every effort to make them like new again./I After all the new parts were made-and painted orange-a thor­ ough inspection of the airplane was performed to make it ready for flight. Jim estimates that it only had about 20 hours since the rebuild by his brother, but it had been idle in the Arkansas Air Museum for many yearS. The fabric was good, and the dope, which Jim says was military surplus, was still as pli­ able as new. The forward belly tank was removed to allow inspection of the carry-through tube Bob had expressed concern about-and it was found to have been reinforced by sections of the heavier DGA-1SP carry-through. "Once I got the wobble pump primed and could get fuel pressure, the engine started as though it had been run the day before-no mag drop, nothing. Everything on the

airplane worked initially, but one of the old gyros did give up after a few hours," says Jim. A unique thing about the airplane is that it has never been fully restored. It has un­ dergone extensive repairs on several occasions, has been recovered, and has had an engine change, but some of it remains today as it was when it left the factory 67 years ago-the instrument panel and upholstery, for instance. It's the appearance of the 01' Howard, with its new/old shape that matters most to Jim, however. He; his wife, Ada; and John Turg­ yan flew it to Oshkosh last summer, and the interview for this article was conducted in a car sitting be­ side the Howard, which was on dis­ play in front of the VAA Red Barn. Throughout the time, I noticed that Jim couldn't keep his eyes off the airplane, and at the end of the interview he remarked, "The inter­ esting thing about this Howard­ and I'm not the only one who feels this way-iS that every time I look at it, I just can't get over it. I just can't look enough. I can't imagine a grown man looking at something like that and not appreCiating how beautiful it is. In my eyes, it is one of the prettiest airplanes that ever was. In my opinion, it's the ulti­ mate Howard." At EAA AirVenture Oshkosh 2004 Jim Younkin received the Bronze Age (1937-1941) Outstanding Closed­ Cockpit Monoplane award for his Howard DGA-ll, NC18207. ....... Jack Cox is the retired editor­ in-chief of EAA Sport Aviation magazine. He and his wife, Golda, retired managing edi­ tor of EAA Publications, write, produce, and publish the quar­ terly magazine Sportsman Pilot. For more information, con­ tact them at: Sportsman Pilot Magazine, P.O. Box 400, Ashe­ boro, NC 27204-0400, E-mail: spilot@sportsmanpilot.com. VINTAGE AIRPLANE

17

J

im White's resurrection of the legendary Mono­ coupe, NCS01 W, made its flying debut at the annual Cactus Fly-In at Casa Grande, Arizona, in early March. This is the 1930 110 Mono­ coupe Johnny livingston put back through the Monocoupe factory in 1932 to have its one­ piece wing shortened from 32 to 23 feet, 2.5 inches. It thus be­ came the first Clipwing Mono­ coupe or, more properly, Mono­ coupe 110 Special. In 1933 Livingston sold 501 W to Jack Wright of Utica, New York, who entered it in the England-to-Australia MacRob­ ertson Race in 1934. He and John Polando would get as far as India, where they had to withdraw after the airplane was damaged. Shipped back to the United States, it was repaired and

18

MAY 2005

sold to Ruth Barron of Roches­ ter, New York, who would die in the crash of the airplane at Omaha on July 3, 1936. In 1964, Jim Heim of Granada Hills, California, es tablished ownership of the Clipwing, which was Monocoupe se­ rial number SW47, and be­ gan building a new airframe. He sold the project to Al Al­ lin of Grand Haven, Michigan, in 1971. Allin, in turn, sold it to Jim White of Chandler, Ari­ zona, in March of 1996. Jim had the airplane completed and painted in the colors and mark­ ings it bore in the MacRobert­ son Race, including Race No. 33 and the name of its sponsor, the Baby Ruth Candy Co. A major change from the 1934 configu­ ration was the installation of a 185 Warner engine and an 85­ inch Aeromatic F-220 propel­

LIVINGSTON

FLIES AGAIN Famous race plane back in the skies ARTICLE AND PHOTOS BY JACK

leI. In 1934 the airplane was pow足 ered by a 145 Warner and equipped with a Hamilton Standard ground足 adjustable propeller. Jim kept the Clipwing pure in one respect, how-

ever. It does not have an electrical system and is devoid of avionics. He says he has flown his Bucker Jung足 mann all over the country, with just a finger on a chart, and hopes to do

Cox

the same with 501 W.

Jim White retired as a captain for

America West late last year and cur足

rently does corporate flying for a

Phoenix utility company. .......

VINTAGE A I RPLANE

19

How to Fly

A Vintage member earns his tailwheel wings DEAN KRONWALL

(The names in this story, except "Kenosha," have been changed to protect the innocent.) Since April 1996 I have been con­ centrating on getting my Taylorcraft ready and learning how to fly it. However, delays keep cropping up. By the middle of 1997 I started thinking about getting some dual instruction. I needed a checkout by a qualified tail wheel instructor, and I needed a biennial flight review. I really needed both since I had not flown in more than 15 years and had never flown a Taylorcraft. Around this time I received a notice that I had to vacate my low $85-a-month hangar at Kenosha because it was being torn down to put up more expensive hangars. I checked at the airport for what I 20

MAY 2005

felt were reasonable accommoda­ tions, and then I expanded my search to southern Wisconsin and northern Illinois to find some rental space at a realistic price. I found very little. There was one spot available at Velvet Airpark, sharing a hangar with two other planes for $125 a month. I walked over the runways and found they were not well maintained, if at all, and abandoned that idea. A day or two later I decided that to keep my monthly costs down I might have to buy a hangar. A check at the Kenosha, Wisconsin, airport revealed a few phone num­ bers listing hangars for sale. I lucked out; I found a motivated seller. We met one week later, we negotiated a deal, and I moved in around July 1.

Now I feel like I'm set for life with a nice hangar that will appreci­ ate while we own it. The hangar has electricity, lights, water, and a 44-foot electrically operated bifold door. The door has a bottom seal that keeps out the wind and dust. I should also mention that the floor is all concrete. It does not have heat or a bathroom, but there is one conveniently located nearby in the terminal building. Now, more about "How to Fly." My insurance policy stipulated that my instructor should have 300 hours of tailwheel time and 10 hours in type, meaning Taylorcraft BCl2D. I know a man with these qualifica­ tions in Hartford, Wisconsin (100 miles from my home), and had talked to him some months ago

about instruction. I had planned to have the T-Craft flown to Hartford by a qualified pilot, go there, and get instruction for a few days while I stayed with my daughter, Susan, and her family at nearby Jackson. I contacted the Hartford instruc­ tor and learned that he already had two students on the weekends and was busy during the week with his full-time advertising job so he could not handle another student. He referred me to a delightful lady instructor located in Belvedere, a loS-hour drive from my home. I thought to myself, There has to be a better way. So a few days later I contacted my insurance carrier and explained the problem. The president told me I could now use any instructor with 300 hours and a "written tailwheel endorsement." Even that might be hard to find . I asked around and found Joe right next door. Joe had another job flying early-morning freight out of Milwaukee, and he would be available for instruction on Wednesday, Saturday, and Sunday. So Joe and I got started on July 9, 1997. Things were going quite well, and I received six hours of dual through July 30. Joe was young, handsome, per­ sonable, and a recent graduate of a well-known flight school. On the first day of instruction I suggested that Joe fly the left seat since that is the only side with foot pedals for the brakes, and as pilot in command he needed all available features at his disposal. Joe agreed and strapped himself into the left seat. I explained the many features and controls and then stepped out in front of the plane and hand-propped it. The engine started on the second pull. I climbed in on the right, and after a short warmup, we taxied away for the plane's second flight in 46 years! It was my first flight in a plane that had taken me S.S years to restore. I was concerned that I might have forgotten to tighten a critical bolt, install a cotter key, or safety a nut.

However, any concern was quickly replaced with a feeling of deep sat­ isfaction and confidence when I re­ alized we were actually flying and the plane was not falling out of the sky. No problems were encountered on that flight or any subsequent flights. The only adjustment made was to add a small fixed trim tab to add more right rudder. The aircraft is stable when properly trimmed and will fly hands off.

They sat in the

cockpit and talked

for a while~

looking very much

like student and

instructor. 1 had

nothing to lose~

so 1 decided

to inquire. 1

went over and

introduced myself

to Fred~ the

instructor~ and

asked him to stop

over when he

was through.

On the second day of instruc­ tion I took the left seat and Joe the right. We looked at each other, and Joe said, "I don't do props." I was disappointed because I thought ev­ ery instructor ought to know how to safely prop an engine. I did not want to make the effort to locate another instructor, so from that point I did all the hand-propping. We developed a procedure whereby Joe would take the left seat so he could hold the brakes while the en­ gine was started; then he'd jump over the radio console to the right

seat while I entered and strapped in on the left. It was an inconvenient but workable solution. Perhaps modern flight schools should teach hand-propping just in case. At the end of July, UPS was hit by a strike, and Joe became busy flying packages around Wisconsin . He was not showing up for our les­ sons and was not answering phone messages or pages. A few days later I learned from the office lady that Joe was not coming back to Supe­ rior Flying School, and the month of August was almost gone. So I was back to square one, trying to locate another instructor. Superior was going to get an­ other instructor, but I didn't want to wait another week while he came on-board and got up to speed. The Grass-Roots Fly-In at Brod­ head, Wisconsin, was coming up soon, and I wanted to be ready, if possible. Then one day I was in the hangar cleaning and caressing the T-Craft when another plane, with two people in it, taxied up and parked across the aisle. They sat in the cockpit and talked for a while, looking very much like student and instructor. I had nothing to lose, so I decided to inquire. I went over and introduced myself to Fred, the instructor, and asked him to stop over when he was through. Fred, it turns out, is a certificated flight instructor and FAA-desig­ nated flight examiner with more than 11,000 hours, 2,000 of which were in tailwheel type, and more than 100 hours in Taylorcraft. However, his last instruction in a T-Craft was more than three years earlier, so he was not quite current. I asked him what he would have to do to get current. He said he needed to make three takeoffs and landings in a tailwheel airplane. So what were my options? He had the experience and background I was looking for, but was not quite cur­ rent. I took his business card and told him I would get back to him. I slept on the situation and called him the next day to discuss the VINTAGE AIRPLANE

21

possibilities and to arrange an ap­ pointment. We agreed he would fly the T-Craft to qualify himself and then give me instruction. The next day we met at Kenosha and he flew, making four takeoffs and landings as I nervously watched over the fence. He returned to the hangar to pick me up, and we have been fly­ ing together ever since. Fred has been a good choice, and he does hand-propping. He wants to make sure I can handle the taildragger without damaging the equipment or its pilot. Tail­ wheel airplanes are more difficult to taxi, to take off, and to land than tricycle-gear airplanes. Once in the air my flying skills such as slow flight, power-off stalls, power-on stalls, flying straight and level, steep turns, medium turns, climbs, and glides seemed to return fairly quickly. However, crosswind takeoffs, crosswind landings, and wheel landings gave me more trou­ ble than I had anticipated. I found I was losing directional control on takeoff because I was raising the tail too quickly-that is, before I had sufficient airspeed to achieve rud­ der control. Directional control is achieved by holding the tail wheel on the ground by pulling the con­ trol wheel to the rear as the takeoff is initiated, then pushing forward on the control wheel to raise the tail as the plane accelerates. Due to poor weather I logged little flying time in August. In September the training continued until September 26, with more practice on crosswind takeoffs and landings. However, time was running out for me because of a previously planned trip to Europe. Flight training resumed on Octo­ ber 16 . Finally, after 17 hours of dual instruction and 80 takeoffs and landings, Fred signed my log­ book, allowing me once again to enjoy the privileges of a private pilot. I now have 150 hours of Tay­ lorcraft time in my logbook and look forward to many more enjoy­ ...... able hours. 22

MAY 2005

INSTALLING AN ICOM A22

While getting the Taylorcraft ready to fly, I needed to make some accom­ modation fo r a radio , a requ irement for the Ke nosha airport , which has a control tower. I didn't want it to be lying on the seat, with a rat's nest of wires and such. My solution was to purchase an IC-A22 ICOM handhel d t ran sceiver, wh ich normally has an 8-inch antenna attached. The ICOM can be operated with an AA battery pack or a rechargeable Ni-Cad battery pack. I opted for the Ni-Cad , wh ich I bring home and recharge after every flight , and carry an AA battery pack in the glove compartment of the air­ plane in case of emergency. Bat­ tery power is required because the T-Craft does not have its own electrical system . While flying, it is prude nt to have one hand on the wheel, so I designed a small console to hold the radio . It's mounted at a 45­ degree angle between the pi lot and the copilot so bot h can use it conveniently. It's cradled so it will not move when pushing the buttons, and the 45-degree angle makes it easy for old folks to see with their bifocals. The console also holds the in­ tercom that connects to the head­ sets worn by pilot and passenger. There are also conductors leading from the console to push-to-t alk switches located on each control wheel. This arrangement allows the pi lot or copilot to have one hand on the control wheel and the other hand on the throttle whi le talking to the tower. Another consideration was the Please note the small battery at the ant enna. I didn't fee l the stan­ base of the pedestal. H is 12V, sealed dard 8-inch antenna would be ad­ rechargeable, 1.2·AMP HRS PS-1212 equate , so I added an extern al connected with 114" tabs. I remove this antenna below the fuse lage and battery and radio for recharging after con nected it to the rad io with a each flight. I also carry spare radio bat· tery pack in the glove box. BNC connector and a piece of co­ axial cable. All of these parts are connected with a j umble of wires stuffed in a small box that is the bottom of the console . For security I disconnect the radio and bring it home after each fl ight. My inst ructor remarked that the syste m was working quite nicely.

E.E. " BUCK" HILBERT

Selected sections from October of 1989

T

he end of August is almost the end of summer here in the nawth. I'm not looking forward to the blowin' snow, but the signs are there! Just a matter of time. Maybe this winter I'll get the other Aeronca C-3 going. (He did.-HGF, 2005)

After Oshkosh, Dorothy and I took off for Canada to do some serious fishin'. Even though Ontario seems to be acting more and more like a police state, we had a successful trip. We limited out and did the catch-and-release routine about 75 times apiece, turning back the small ones and those in the" slot." The slot limit is from 19 through 21 inches for walleyes. That's the best breeding size for them, and so I am in complete agreement with the practice of releasing the slots. I'm very greedy, though, about keeping the bigger ones. We'll be eating some of them tonight. We got home Friday evening from the fishing trip, and the stack of phone messages went all the way back to early July. Dorothy and I had left here and joined the volunteer staff at OSH right after the Fourth. It was a pleasant time up there, just visiting with all the rest of the die-hard EAAers who do the same thing. I spent some time working with Gordy Selke and Pat Packard building crates to be used in the new Eagle Hangar. It was a real kick to see them being used under the B-17 and to hold the various dioramas

One of the more interesting questions I ran across th is past week was the eternal one of engine "time " versus "age ." spread throughout the hangar. And as for the hangar and the dedication ceremony, I wish everyone could have been there. The World War II band, "Skitch" Henderson, Joe Slattery, Bob Hoover's speech, and the presentations of the colors made for one great patriotic rally. I had goose bumps and tears when Skitch led us through the final "God Bless America" sing-along. I even weakened to the point where I shook hands with one of the Warbirds members! Now that, guys and gals, shows how shook I was! Back to the present. As I was scanning the message reminders, the phone began ringing. I've had calls from Illinois, Indiana, Ohio, California, Iowa, and even Oshkosh. I can't get people to write letters, but they sure know how to use the phone. Most of the calls were questions I had answers for, but one or two were

the usual stumpers I had to pass on to someone else. I'm fortunate in that respect. I may not know an answer, but I usually know someone who does. And it is gratifying to get another call a day or so later telling me that advice or name I'd given had paid off. One of the more interesting questions I ran across this past week was the eternal one of engine "time" versus "age." The fellow had located an antique airplane that had been in storage about 20 years. He was elated because the Kinner had only about 150 hours on it SMOH. I spent half an hour on the phone explaining to him that the 150 SMOH didn't mean a thing because of the long storage-that it'd be best if he tore it down right then and there before he flew it. Well, it was too late! He'd already ferried it some 200 miles. He was tearing it down now and found all sorts of little items that all add up to a major-valve guides worn out, severe pitting and rusting in the cylinders, and almost complete loss of compression on several of the cylinders . All in all, I hope there's enough left to build an engine. The point is, an engine in storage, or one that has lain on the shelf for a number of years, just won't be airworthy. Even if it has been pickled for longtime storage, which many of them aren't, it should be closely inspected before anything is done with it. This applies to modern engines as well VINTAGE AIRPLANE

23

as the old-timers. If there is any sign of rust on the outside, it's bound to be inside, too! Don't try to run it until you've looked in the bores, inspected the valve stems, peeked at the gear trains , and otherwise assured yourself that it can be run without letting loose abrasive rust particles throughout the entire engine. Keep in mind, too, that there were no 2,OOO-hour engines built until the late 1960s. The engine life of engines prior to World War II was definitely limited. The metallurgy and the lubricants were not up to the stuff we have today. The machining methods were there, but the metal alloys weren't! Neither were the great lubricants we have today. Lubricants serve three purposes in an aircraft engine . We all know they oil things up, but they also provide cleaning as well as cooling. They hold all that guck

24

MAY 2005

you used to find in the old engines in suspension and transport it away when you change the oil. A good rule of thumb is to limit your oil time to 25 or at the maximum 30 hours between changes if you don ' t have a full-flow oil filter and 50 hours if you do have the full-flow filter. In both cases look after the screens when you change, and don't let more than four or five months go by without an oil change, regardless of the time you put on the engine. I recently read about the so足 called fallacy of "pulling the prop through" after your engine has been setting for a while. Well, I've always taught my students to do just that. They do it on the preflight before the first start in the morning. I feel it serves a couple of purposes. The main one is what I term a "poor man's compression check." Second, it does prelube some of the moving parts and prime the

oil pump so it'll pick up the oil quicker. In the case of a separate oil tank or dry sump engine, it'll give the scavenge pump a head start on pulling oil out of the sump. But the article I read was dead set against the practice, calling it unnecessary, old-fashioned, and a hangover from the old radial engine days . The author dwelled quite a bit on how dangerous it was, too , and how you could get hurt if the engine fired and that it was much safer to do it with the starter. I can't argue with that one. You always have to be aware of the potential damage that prop can cause. He also s51id that pulling the prop through backward was hard on the gear trains, vacuum pumps, and stuff like that. Well, maybe he's right on that one, too, but I'm still going to do it. Any comment? Over to you.

BY

H.G. FRAUTSCHY

T HIS MONTH'S MYSTERY PLANE COMES TO US FROM HAROLD SWANSON. OUR THANKS TO HAROLD FOR SHARING THIS PHOTO WITH US. Send your answer to EAA, Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Your answer needs to be in no later than June 10 for inclusion in the August 2005 issue of Vintage Airplane. You can also send your response via e-mail. Send your answer to mysteryplane@eaa .org. Be sure to include your name, city, and state in the body of your note, and put "(Month) Myst ery Plane" in the subject line.

F EBRUARY'S

The February Mystery Plane was a true oldie, supplied to us by the EAA Library's Dwiggins collection. We cautioned you that it wasn't what you might think it was (and what I thought it was, when I first saw it!) . A number of you, like I, thought it was the. Curtiss Rheims Racer, built for the 1909 Gordon Bennett race to be held

MYSTERY

in th e summer at the Champagne region of France. It turns out the airp lane is a Curtiss copy iden t ified on the photograph as a "Dechenn e" aeroplane, and the phot ograph is dated Au gust 23, 1911. L.D. McKee is listed as the p ilot, and the location is Caddo, Oklahoma. The airplane is a very close copy of a Curtiss machine,

ANSWER

and only close examination of the photograph revealed the engine most likely to be a water-cooled 4-cylinder upright, and not the 8-cylinder engine used by Curtiss at Rheims. We have no further information on the Dechenne and wou ld be grateful to any member who can fill in more details about the flight. ...... VINTAGE A I RPLANE

25

THE WOODSON EXPRESS

HAL SWANSON

rom time to time our members are able to fill in the blanks with more information concerning the Mystery Planes we publish. Hal Swanson, a regular contributor to Mystery Plane, wrote to tell us more about the Woodson Express, our October 2004 mystery. The aircraft was manufactured by the Woodson Engi­ neering Corporation (WECO) of Bryan, Ohio. Orner Lee Woodson was the design engineer. In 1926 three Woodson Express 2A planes participated in the second Ford Air Tour. Each was powered by the wa­ ter-cooled Salmson 2A2 engine, manufactured in France. It developed 260 h p. The Salmson was noted for several chronic disorders; valve springs would let go, and push rods would eject themse lves from the cylinders. Also, crankshaft problems arose frequently. Due to engine fail­ ure, only one of the three Woodsons completed the tour. The pilots were Ph illip H. Downes (finished 16th), H.H. Gallup, and Russell A. Hosler. Following the competition, Downes was quoted as fol­ lows: "We have rocker arms and valve springs planted in every farm in five states. There should be a good crop of motors next spring!" Woodson went on to do engineering work on the

F

Simplex "Red Arrow" and the Cycloplane Trainer. See the nine-volume series U.S. Civil Aircraft by Joseph Juptner for more details on those airplanes. ......

~I

HERE IT IS! T h e airplane commerce demands CUARANTEED 'UfORMANCE

Will ,...... I. UO hoet wI,," " .. _ ... f ••1

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w.

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s.r.lc. c.ilt. .

Haoe TIti.

tn .. z...A "';110

2~

H. P.

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­

aGt.-

t~_~!"~!':. t~:'-IM~"'fo~f ;::h;.:-=~I:'~;'''''r,::;: Price $3,5OQ-.ln lou of .Ix. $3,000 ..c.b. Under P, oJuet l"<m ond Con Md. Im m edjot~ DeliHrl..

Mod~l

WOODSON ENGINEERING CO.,

Bryan, Ohio

Equal to the most severe punishment insuring safety. A saFety Factor of 8. The fuselage construction is of sPnJce throughout, covered with ~" three-plY birch waterproof veneer. This construction will stand up under all weather co ditiODS.

HAS A FI ISH EQUAL TO A PIANO, WHICH MAKES IT VERY ATTRACI'IVE TO PASSENGERS.

Aircraft Jewelry

A. Silver Jet Earrings V04426 ....... $13.99' B. Gold tone Jet Earrings V04421 . ... .... $9.99' with Blue Beads C. Aviation Charm Bracelet V04441 . ... ... $19.99' with Crystal Beads D. Large Barnstormers Pin V04428 . . .. .. .. $9.99' E. Small Barnstormers Pin V04429 . ....... $5.99' ~ To Order: Call: 1-800-843-3612 ~

' price does not reflec( sales tax or shippi ng and handling

Web: http://shop.eaa.org/index_vintage.html See more items at our webstore 26

MAY 2005

Thls type is power~d ith either the 260 h.p.. Salmsoo water-cooled radial or the Wright 200 h.p. air-cooled radial. Has the same performance with either motor.

A SEATING CAPACITY OF FOUR, OR A PAY LOAD OF 600 LBS. ClD be cceufull1 operated from a field 800 feet IIql1are. WID Iud in 500 feet aDd take oft in 1 feet "Ith full load.

I.o.b.

Price with SalmJOll en ·De, AN £XC.EPTIONALLY WONDERFUL PLANE FOR I

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"I am happy with AUA - always cheaper, with less restrictions on airplanes that have to be hand propped. If I have questions, seems their people always have the right answers./I

- Bill Conn

AUA is Vintage Aircraft Association approved. To become a member of VAA call 800路843路3612.

The best is affordable. Give AUA a call - it's FREE!

800-727-3823 Fly with the pros... fly with AUA Inc. www.auaonline.com

continued from page 2

April after the spring break. The push to roll back the aircraft registration tax gained momentum around New Year's, when aircraft owners received their first $100 air­ craft registration tax notices. Own­ ers and aviation enthusiasts were mobilized to contact their elected state officials to get the new legisla­ tion introduced and passed.

Pioneer Airport Opens

Come for the weekend

BUILD FOR A LIFETIME

HANDS-ON

HOMEBUILDER WORKSHOP SCHEDULE

May 14-15 May 20-22

Oshkosh, WI

.. RV Assembly

Griffin, GA

.. TIC Welding

April 30-May I, 2005 10 a.m.- 5 p.m. Pioneer Airport opens for a new summer flying season. EAA's Ford Tri­ Motor leads the aircraft on display. Enjoy special fly-ins from the Wisconsin Wings of the Ercoupe Owners Club, the Piper Cub Club, and the National Aeronca Association. Those wishing to flyin need to register by contacting Syd Cohen at sydlois@charter.net or 715-842-7814. .......

(Atlanta Area) May 21 -22 June 11-12

Frederick, MD

.. Fabric Covering

Corona, CA

.. RV Assembly

ELECTRICAL

CONDUIT

ASSEMBLIES

(LA Area) June 24-26

Griffin, GA

.. TIC Welding

(Atlanta Area) June 25 -26

Griffin, GA

.. Spray Painting .. Finishing

(Atlanta Area) June 25-26

Lakeland, FL

.. RV Assembly

• Original equipment style Braided

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.. Composite Construction .. Sheet Metal Basics" Fabric Covering .. Electrical Systems

• We carry a complete line of AN - MS Electrical Fittings, Backshell Adapters and Specialty Fittings

(Sun 'n Fun campus) Aug. 13-14

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EAA SportAir Sponsors:

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MAY 2005

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Tel. 909-392-8474

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Classified Word Ads: $5.50 per 10 words, 180 words maximum, with boldface lead-in on first line. Classified Display Ads: One column wide (2.167 inches) by 1, 2, or 3 inches high at $20 per inch. Black and white only, and no frequency discounts. Advertising Closing Dates: 10th of second month prior to desired issue date (Le., January 10 is the closing date for the March issue). VAA reserves the right to reject any advertising in conflict with its policies. Rates cover one insertion per issue. Classified ads are not accepted via phone. Payment must accompany order. Word ads may be sent via fax (920-426-4828) or e-mail (classads@eaa.org) using credit card payment (all cards accepted). Include name on card, complete address, type of card, card number, and expiration date. Make checks payable to EM. Address advertising correspondence to EM Publications Classified Ad Manager, P.O. Box 3086, Oshkosh, WI 54903-3086 BABBITT BEARING SE,RVICE - rod bearings, mainbearings, bushings,master rods,valves,piston rings. Call us Toll Free 1-800-233-6934, e-mail ramremfg@ao/. com Website www.ramengine.com VINTAGE ENGINE MACHINE WORKS, N. 604 FREYA ST., SPOKANE, WA 99202 Flying wires available. 1994 pricing. Visit www.flyingwires.com or call 800-517 -9278.

1939 Taylorcraft - Stored 30 years. All original 50 hp Lycoming, one mag. Very restorable - will need complete restoration. $8,000 OBO. 540-325-8888

Warner engines. Two 165s, one fresh O.H. , one low time on Fairchild 24 mount with all accessories . Also Helton Lark and Aeronca C-3 project. Find my name and address in the Officers and Directors listing and call evenings. E. E. "Buck" Hilbert. A&P I.A.: Annual, 100 hr. inspections.

Wayne Forshey 614-476-9150

Ohio - statewide.

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WANTED: One or more Lycoming 0足 145 runouts for parts. One single ignition. Must be complete, including mag drives. Smith, 815-436-5917, chazhud@worldnet.att.net For Sale - 1939 Spartan Executive, 3500TT, 10 SMOH. 214-354-6418, www.ipjetservices.com Airplane T-Shirts

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29

VINTAGE

AIRCRAFT

ASSOCIATION

OFFICERS President Geoff Robison 1521 E. MacGregor Dr. New Haven, IN 46774 260-493-4724 chie{7025@aol.com

Secretary

Vice-President George Daubner

2448 Lough Lane

Hartford, WI 53027

262-673-5885 vaa{1yboy@tnSfl.COI1l

Treasurer Charles W. Harris

Steve Nesse 2009 Highland Ave. Albert Lea, MN 56007 507-373-1674 shles@deskmedia.com

7215 East 46th St.

Tulsa, OK 74147

918-622-8400

cwh@hvsu.com

DIRECTORS Steve Bender

Dale A. Gustafson

85 Brush Hill Road Sherborn, MA 01770 508-653-7557

7724 Shady Hills Dr. Indianapolis, IN 46278 317 -293-4430

sst 10@comcast.net

dalefaye@msn,com

David Bennett

Jeannie Hill

P.O. Box 1188 Roseville, CA 95678 916-645-8370

alltiquer@inreach.com

P.O. Box 328 Harvard, IL 60033-0328 815-943-7205 dingilao@owc.llet

John Berendt 7645 Echo Point Rd. Cannon Falls, MN 55009 507-263-2414

Espie "Butch" Joyce 704 N. Regional Rd. Greensboro, NC 27409 336-668-3650

mjbfchld@rcotlnect.com

windsock@aol.com

Robert C. "Bob" Brauer 9345 S. Hoyne Chicago, IL 60620 773-779-2105 photopilot@aol.com

Membershi:Q Services Directory

ENJOY THE MAN Y BENEFITS OF EAA AND THE EAA V INTAG E AIRCRAFT A SSOCIATION

EAA Avia tion Center, PO Box 3086, Osh kosh WI 54903-3086

Phone (920) 426-4800 EAA and Division Membersh ip Services 800-843-3612 ........ FAX 920-426-6761 Monday-Friday CST) (8:00 AM-7:00 PM -New/renew memberships: EAA, Divi­ sions (Vintage Aircraft Association, lAC, Warbirds), National Association of Flight Instructors (NAFI)

-Address changes

-Merchandise sales

-Gift memberships

Programs and Activities EAA AirVenture Fax-On-Demand Directory ............... . ........ 732-88S-6711 Auto Fuel STCs ............ 920-426-4843 Build/restore information ... 920-426-4821 Chapters: locating/organizing920-426-4876 Education ................ 888-322-3229 - EAA Air Academy

- EAA Scholarships

E-Mail: vintageaircraft@eaa.org

Flight Advisors information .. Flight Instructor information Flying Start Program ....... Library Services/Research .... Medical Questions ......... Technical Counselors ..... . . Young Eagles ........... . .

920-426-6864 920-426-6801 920-426-6847 920-426-4848 920-426-61l2 920-426-6864 877-806-8902

Benefits AUA Vintage Insurance Plan. 800-727-3823 EAA Aircraft Insurance Plan . 866-647-4322 Term Life and Accidental. ... 800-241-6103 Death Insurance (Harvey Watt & Company) Editorial ................. 920-426-4825 Vintage .............. FAX 920-426-6865 - Submitting article/photo - Advertising information EAA Aviation Foundation Artifact Donations ........ 920-426-4877 Financial Support. ......... 800-236-1025

Steve Krog

1002 Heather Ln. Hartford, WI 53027 262-966-7627

MEMBERSHIP INFORMATION

sskrog@aol.com

EAA

Dave C lark 635 Vestal Lane Plainfield, IN 46168 317-839-4500

Robert D. "Bob" Lumley 1265 South 124th St, Brookfield, WI 53005 262-782-2633

davecpd@jquest.net

lumper@execpc.com

Membership in the Experimental Aircraft Association, Inc. is $40 for one year, includ­ ing 12 issues of SPORT AVIATION. Family membership is an additional $10 annually. Junior Membership (under 19 years of age) is available at $23 annually. All major credit cards accepted for membership. (Add $16 for Foreign Postage,)

John S. Copeland

Gene Morris

lA Deacon Street

5936 Steve Court Roanoke, TX 76262 817-491-9110

Northborough, MA 01532 508-393-4775 copeland I@jllno.com

Fax (920) 426-4873

Web Site: www.vintageaircraft.org and www.aiTventure.org

genemorris@evl.net

Phil Coulson

Dean Richardson

28415 Springbrook Dr. Lawton, MI 49065 269-624-6490 rcolIIsonS J6@Cs.com

1429 Kings Lynn Rd Stoughton, WI 53589 608-877-8485

Roger Gomoll 8891 Airport Rd, Box C2 Blaine, MN 55449 763-786-3342 pledgedrive@msllcom

S.H. "Wes" Schmid

dar@aprilaire.com

2359 Lefeber Avenue Wauwatosa, WI 53213 414-771-1545

shschm id@mi/wpc.com

DIRECTORS

EMERITUS

Gene Chase

E.E, "Buck" Hilbert

2159 Carlton Rd. Oshkosh, WI 54904 920-231-5002

P.O. Box 424 Union, IL 60180 815-923-4591

GRCHA@charter.net

b7ac@mc.net

Ronald C. Fritz 15401 Sparta Ave. Kent City, MI 49330 616-678-5012

EAA SPORT PILOT Current EAA members may add EAA SPORT PILOT magazine for an additional $20 per year. EAA Membership and EAA S POR T PIL OT magazine is available for $40 per year (SPORT AVIATION magazine not in­ cluded). (A dd $16 for Foreign Postage.)

VINTAGE AIRCRAFf ASSOCIATION Curren t EAA members may join the Vintage Aircraft Association and receive VINTAGE A IRPLANE magazine for an ad­ ditional $36 per year. EAA Membership, VINTAGE AIRPLANE magaZine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magazine not in­ cluded). (Add $7 fo r Foreign Postage.)

lAC

Current EAA members may join the International Aerobatic Club, Inc. Divi­ sion and receive SPOR T AER OBATICS magazine for an additional $45 per year. EAA Membership, SPOR T AER OBAT­ I CS magazine and one year membership in the lAC Division is available for $55 per year (SP OR T AVIATION magazine not included). (Add $15 for Foreign Postage.)

WARBIRDS Current EAA members may join the EAA Warbirds of America Division and receive WARBIRDS magazine for an additional $40 per year. EAA Membership, WARBIRDS maga­ zine and one year membership in the Warbirds Division is available for $50 per year (SPORT AVIATION magazine not in­ cluded). (Add $7 for Foreign Postage.)

FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars. Add required Foreign Postage amount for each membership.

rFritz@pathwaynet.com

Membership dues to EAA and its divisions are not tax deductible as charitable contributions Copyright ©2005 by the EAA Vintage Aircraft Association All rights reserved. VINTAGE AIRPLANE (USPS 062-750: ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA Aviation Center, 3000 Poberezny Rd., PO Box 3086, Oshkosh, Wisconsin 54903-3086, e-mail: vintageaircraft@eaa.org. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. POST­ MASTER: Send address changes to Vintage Airplane, PO Box 3086, Oshkosh, WI 54903-3086. PM 40032445 Return undeliverable Canadian addresses to World Distribution Services, Station A, PO Box 54 , Windsor, ON N9A 6J5, e-mail: cpcretums@wdsmail.com. FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERTIS­ ING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our

advertising so that corrective measures can be taken. EDITORIAL POLICY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. No remuneration is made. Material should be sent to: Editor, VINTAGE AIRPLANE, PO Box 3086, Oshkosh, WI 54903-3086. Phone 920-426-4800.

EAA® and EAA SPORT AVIATION®, the EAA Logo® and Aeronautica 7M are registered trademarks, trademarks, and service marks of the Experimental Aircraft Association, Inc. The use of these trademarks and service marks without the permission of the Experimental Aircraft Association, Inc. is strictly prohibited.

30

MAY 2005

MAY 28-30-Welland, Ontario, Canada-Beside Niagara Falls, New York. USA-Canadian Stinson Fly-In. 37 Stinsons coming so far, trying to get at least 50 Stinsons. All welcome. Niagara Falls tour. BBQs. Camp on airport, or hotel. Info: Roger, 416-919-3810 or

rogernoke@sympatico.ca. r.

~~ '==~~~~~~~' WM&W~

The following list ofcoming events is furnished to our readers as a matter of information only and does not constitute ap­ proval, sponsorship, involvement, control or direction ofany event (fly-in, seminars, fly market, etc.) listed. To submit an event, send the information via mail to: Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Or e-mail the information to: vintageaircra(t@eaa.org. Information should be received four months prior to the event date. MAY 6-8--Burlington, NC-Alamance County Airport (BUY). Carolinas-Virginia VAA Chapter 3 Spring Fly-In. BBQ at the field Friday Evening, judg­ ing in all classes Saturday. Awards Banquet Sat. Night. Everyone welcome. Info: 843-753-7138 or

eiwilson@homexpressway.net. MAY 7-Meridian, MS-Topton Air Estates, EAA Ch. 986 Annual Fly-In. Free BBQ lunch to all who fly in. Everyone welcome. Info: 601-693-1858 or

{iddleross@msn.com. MAY 7-Kennewick, WA-Vista Field. EAA Ch. 391 Fly-In Breakfast. Info: 509-735-1664. MAY l 3-lS-Kewanee, IL-Municipal Airport (EZI). 3rd Annual Midwest Aeronca Festival. Flying events, food, seminars. Breakfast 14th & 15th. On field camping or motels. Info: Jody, 309-853-8141 or jodydeb@earthlink.net or www.angel{ire.com/stars4/aeroncafest. MAY lS-Romeoville, IL-Lewis Lockport Airport (LOT). EAA Ch. 15 Fly-In Breakfast. 7am-Noon. Info: 630-243­ 8213. MAY lS-Warwick, NY-Warwick Aerodrome (N72). EAA Ch. 501 Annual Fly-In. lOam-4pm. Unicorn advisory frequency 123.0. Food available, trophies for various classes. Registration for judging closes at 1pm. Info: 973-492-9025 or donproV@optonline.net. MAY l S-l 6---Tallahassee, FL-Air Fest. All vintage owners, pilots, and enthusiasts are welcome. Info: Pete, 850­ 656-2197 or flyn{ish@Unr.net. MAY 2l-Middletown, OH-Middletown Municipal Airport (MWO). "Chris Cakes" Pancake Breakfast Fly­ In, 7am-11am. Sponsored by the Middletown Aviation Club. Info: Bill, 513-423-1386, Bob, flyboybob@core.com. MAY 2l-22-North Hampton, NH-Hampton Airfield (7b3). VAA Ch. 15 Giant Fly Market Fly-In. Pancake Breakfast & afternoon BBQ dogs & burgers each day. Info: Joe, 603-539-7168 or president@Vaa15 .org, or Hampton Airfield, 603-964-6749.

JUNE 3-S-Troy, OH-WACO Field (1 WF). VAA Ch. 36 Vintage Strawberry Festival Fly-In. Open to all planes, vintage and newer. Lunch available each day. Transportation available to Troy city's Strawberry Festival on Saturday and Sunday. Vintage autos, tractors, motorcycles, and more. Info: Dick & Patti, 937-335-1444 or dicandpatti@aol.com; or Roland & Diane, 937-294-1107, navion@gemair.com JUNE 3-4--Bartlesville, OK-Frank Phillips Field (BVO). 19th Annual Biplane Expo. Info: www.biplaneexpo.com or Charlie Harris 918-622-8400. JUNE S-DeKalb, IL-DeKalb-Taylor Municipal Airport (DKB). EAA Ch. 241, 41st Annual Fly-In Breakfast. 7am­ Noon. Info: 847-888-2719. JUNE S-Juneau, WI-Dodge Count Airport (UNU), unicorn 122.7. EAA Ch. 897 Fly-In/Drive-In Breakfast. 8am-Noon. Pancakes, eggs, sausage, milk, OJ, Coffee. Cost: Birth-2 Free; 3-10 yrs $3; 11 and up $5. Displays of members projects, hotrods, antique tractors & motorcycles, scenic airplane rides avail for a fee from Wise. Aviation. Event inside the hangar so you can be comfortable even if the weather is cool or raining. Info: Robert, 920-386-2134. JUNE S-Tunkhannock, PA-Skyhaven Airport (76N) Fly­ In Breakfast. 7:30am-1pm. Pancakes, eggs, sausage, & ham. $3 children, $5 adults. Antique & homebuilt aircraft. Info: 570-836-4800 or {iji@ptd.net. JUNE lO-12-Arlington, TX-Gainesville Municipal Airport (GLE). Texas Ch. Antique Airplane Assn. 42nd Annual Fly-In. Info: Jim, 817-468-1571 JUNE l6·l9---St. Louis, MO-Dauster Flying Field, Creve Coeur Airport (lHO). American Waco Club Fly-In. Info: Phil Coulson, 269-624-6490 or rcoulson516@cs.com,

www.americanwacoclub.com JUNE 2S-Prosser, WA-EAA Ch. 391 Fly. Info: 509-735-1664. JUNE 2S.26---Bowling Green, OH-Wood County Airport (lGO). EAA Ch. 582, Plane Fun fly-in, 9am-5pm each day. Pancake breakfast and food all day. Young Eagles rides, warbirds, homebuilts, vintage, and car show (Saturday only). Info: Brian, 419-351-3374 or brianmacleod@juno.com or www.eaa582.org JULY 8·lO-Alliance, OH-Barber Airport (2D1) 33rd Annual Fly-In and Reunion sponsored by Taylorcraft Foundation, Owner's Club, and Factory Old-Timer's. Breakfast served Sat & Sun by EAA Ch. 82. Info: www. taylorcra{t.org or 330-823-1168. JULY lO-lS-Dearborn, MI-Grosse Ile Municipal Airport. Int'l Cessna 170 37th Annual Convention. Info: 936­ 369-4362 or www.cessna170.org. JULY 11· l 4--McCall, ID-McCall Airport. Cessna 180/185 Int'l Convention. Many fun things planned. Call for hotel and other info: 530-622-8816 or mullettj@cwnet.com. continued on page on the next page VINTAGE AIRPLANE

31

JULY 22-25-Waupaca, WI-Waupaca Airport (PCZ). 2005 Annual Cessna and Piper Owner Convention & Fly-In. Info: 888-692-3776 ext. 118 or www.cessnaowner.orgor

www.piperowner.org.

SEPTEMBER 3-Marion, IN-(MZZ) Fly/In Cruise/In. Info:

www.FiylnCruiseJn.com. SEPTEMBER 3-Prosser, WA-EAA Ch. 391's 22nd Annual

Labor Day Weekend Prosser Fly-In. Info: 509-735-1664.

AUGUST 6-7-Santa Paula, CA-(SZP) Santa Paula 75th

OCTOBER 5-9-Tullahoma, TN-"1932 to 2005-The

Anniversary Air Fair. Exhibits, vintage and experimen­ tal aircraft displays, flybys, hangar displays, vendor booths, dinner-dance, and other community activities. Info: 805-642-3315. AUGUST 7-Queen City, MO-Applegate Airport 18th Annual Watermelon Fly-In. 2 PM 'til dark. Info: 660­ 766-2644. AUGUST 19-21-Alliance, OH-Barber Airport (2D1). 7th Annual Ohio Aeronca Aviators Fly-In. Join us for a relaxing weekend of fun, food, friendship and flying. Breakfast served by EAA Ch. 82 Sat & Sun, 7am-11am. Camping on field, local lodging and transportation available. Forums on Saturday. Info: Brian, 216-337­ 5643 or bwmatzllac@yahoo.com or www.oaafly-In.com AUGUST 20-Laurinburg-Maxton, NC-Ercoupe Owners Club Awesome August Invitational. North /South Caro­ lina members and guests. Lunch, awards, Young Eagles Flights. Info: 336-342-5629 or bandman@netpath-rc.net AUGUST 20-Newark, OH-Newark-Heath Airport (VTA). EAA Ch. 402 Fly-In Breakfast. Info Tom, 740-587-2312 or tmc@alink.com AUGUST 20-Niles, MI-Jerry Tyler Memorial Airport (3TR). VAA Ch. 35 Corn and Sausage Roast. 11am-3pm . Rain date August 20. Donations $5 adults, $3 children 12-yrs and under. All you can eat. Info: Len, 269-684-6566.

Tradition Lives: Year of the Staggerwing" Staggerwing, Twin Beech 18, Bonanza, Baron, Beech owners & enthusiasts, Sponsored by the Staggerwing Museum Foundation, Staggerwing Club, Twin Beech 18 Society, Bonanza/Baron Museum, Travel Air Division, & Twin Bonanza Assn. Info: 931-455-1974 SEPTEMBER 16-17-Bartlesville, OK-Frank Phillips Field (BVO). 49th Annual Tulsa Regional Fly-In. Info: www.tuisaflyin.com or Charlie Harris at 918-622-8400. SEPTEMBER 17-18-Rock Falls, IL-Whiteside County Airport (SQI). North Central EAA "01d Fashioned" Fly­ In. Forums, workshops, fly-market, camping, air rally, awards, food & exhibitors. Info www.nceaa.org SEPTEMBER 23-25-Sonoma, CA-Sonoma Skypark (OQ9). 23rd Annual West Coast Travel Air Reunion. Come to wine country for the largest gathering of Vintage Travel Airs. Info: 925-689-8182. SEPTEMBER 24-0ntario, OR-Onfario Air Faire-Breakfast by EAA Ch. 837. Large warbird collection, acro airshow, car show, stage entertainment. Free admission. Info: Roger, 208-739-3979 or ristps@aol.com OCTOBER 1-2-Midland, TX-Midland Int'l Airport. FINA­ CAF AIRSHO 2005 will commemorate 60th Anniversary of the end of World War II. Info: 432-563-1000 x. 2231 or publicreiations@cafhq.org

REGIONAL FLY-IN SCHEDULE

32

MAY 2005

EAA Southwest Regional Fly-In

EAA AirVenture Oshkosh 2005

The EAA TEXAS Fly-In May 13-15, 2005 NEW LOCATION! Hondo, TX (HDO) www.swrfi.org

July 2 5-31, 2005 Oshkosh, WI (OSH) www. airventure. org

EAA Mid-Eastern Fly-In August 26-28 , 2005 Marion, OH (MNN)

Golden West EAA Regional Fly-In

Virginia State EAA Fly-In

June 3-5 , 2005 Marysvi lle, CA (MYV) www.go/denwestflyin.org

October 1-2, 2005 Petersburg, VA (PTB) www. vaeaa. org

Rocky Mountain EAA Regional Fly-In

EAA Southeast Regional Fly-In

June 25-26, 2005 Watkins, CO (FTG) www.rmrfi.org

October 7-9 ,2004 Evergreen, AL (GZH) www.serfi.org

Northwest EAA Fly-In

Copperstate Regional EAA Fly-In

July 6-10, 2005 Arlington, WA (AWO) www.nweaa. org

October 6-9, 200 5 Phoenix, AZ (A39 ) www.copperstate.org

You can save hundreds, even thousands of dollars! Ford Motor Company in association with EAA is proud to offer their members the opportunity to save on the purchase or lease of Ford, Lincoln, Mercury, Mazda, Volvo, Land Rover and Jaguar vehicles.

partner.

recognition VEHICLE PURCHASE PLAN

In more ways than one, it pays to be an EAA member. Take advantage of the Ford Partner Recognition Vehicle Purchase Plan. The simple way to save money on your next vehicle purchase.

Get your personal identification number (PIN) from the EM website (www.eaa.org) by cl icking on the EM/Ford Program logo. You must be an EM Member for 1 year to be eligible. This offer is available to residents of the United States and Canada. Certain restrictions apply. Please refer to www.eaa.org or call 800-843-3612 .

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