VA-Vol-33-No-6-June-2005 by EAA Vintage Aircraft Association

N E

VOL. 33, NO.6

2005

CONTENTS

COVERS

Straight and Level

VAA News

Reminiscing with Big Nick

photo plane flown by Bruce Moore.

ox-s Annual Reunion

BACK COVER: Willie Ropp restored this Curtiss·Wright

by Nick Rezich

Travel Air over 15 years ago, and he and his daughter,

FRONT COVER: Frank Schilling spent over 31 years restor· ing this Curtiss Jenny. Read about his amazing journey starting on page 18. EM photo by chief photographer Jim Koepnick, shot with a Canon EOS 1 on Fuji Velvia film. EM

Belle Hutchins, recently put it back on floats. We last saw

The Vintage Instructor

it at Sun 'n Fun back in 1991. Nicely compensating for

Decisions, Decisions! by Doug Stewart

of flights during the Sun 'n Fun production seaplane fly-in

Pass it to Buck by Buck Hilbert

Sun In Fun A great place to meet friends and fly airplanes by H.G. Frautschy and Kathie Ernst

on the western shore of Lake Parker in Lakeland, Florida. VM photo by H.G. Frautschy, shot with a Canon EOS 200 equipped with a Canon 80-200mm image-stabilized lens, 1/320 sec @ flO.

Al Menasco Aviation Pion eer. Part III by Chet Wellman

a strong wind from the northeast, Belle made a number

The Other Hisso Jenny Thirty-one years in the making, Frank Schelling's Jenny is a delight by H.G. Frautschy

Chapter Locator

Mystery Plane by H.G. Frautschy

Classified Ads

Calendar

STAFF

Publisher Editor·in·Chief Executive Director/Editor Administrative Assistant Managing Editor News Editor Photography Production Manager Classified Ad Manager Copy Editor

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

Director of Advertising

Katrina Bradshaw

Display Advertising Representatives: Northeast: Allen Murray Phone 609·265·1666, FAX 609·265·1661 e·mail: oilelllllurray@milldsprillg.com Southeast: Chester Baumgartner Phone 727-573-0586, FAX 727-556-0177 e-mail; c/)(l"mlll@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: kkllowltoll@eoo.org

GEOFF ROBISON PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION

Friends t has been a great start to the spring flying season. Sun 'n Fun was a really good time for me, and a wonderful oppor tunity to renew a lot of old friend ships. I think it's now best that I stop talking about the weather in this column, because every time I bring it up, it gets a little weirder. I was in Oshkosh on the first of May, and as I was cleaning my camper af ter getting it out of storage, it actu ally started spitting snow. So, at the risk of causing a hurricane in Wis consin, I'm done talking about the weather, at least until next spring! In the April "Straight & Level" column, I mentioned how impressed I was with a Diamond Level Friends of the Red Barn donation from VAA Chapter 11 in Brookfield, Wisconsin. Well, ladies and gents, I am pleased to report on yet another Diamond Level donation from VAA Chapter 10 in Tulsa, Oklahoma. You folks are also to be commended for such a generous gesture to your Vin tage organization. It should also be noted that a number of folks from VAA Chapter 10 have supported the Friends of the Red Barn fund from its inception; some contribute not only as part of the Chapter, but also as individuals. Many thanks to you all, and please be assured that we will be diligent in using your dona tions in the best possible fashion for all the VAA membership's bene efit at the annual event we all know as EAA AirVenture. These dona tions are put into a restricted fund that is used only for the purpose of supporting and enhanCing the Vintage activities at EAA AirVen ture each year. I would be remiss

if I did not thank each and every one of our "friends" who have sup ported the fund drive for this year's event and past events. I hope you are all in a position to attend, and reap the much deserved benefits of your generous donations. For those of you who may have had an occasion to communicate with the Vintage Aircraft Associa tion through our offices in Osh kosh , you probably have spoken with our administrative assistant, Theresa Books. Theresa has been with the VAA for nearly five years, and she recently announced plans to leave her employment with us to assist her husband in a new busi ness venture. Theresa will be sorely missed at VAA. As some of you are aware, Theresa was more than an employee at VAA. This lady had a real passion for our association, and we have some large shoes to fill in her absence. Theresa, we all thank you for your excellent service to the VAA. Your team spirit will be sin cerely missed, and we all wish you nothing but blue skies in your fam ily's business endeavors. On the same note, those big shoes I speak of have already been filled. We are pleased to inform the mem bership that Jennifer Lehl, who pre viously worked with the EAA in the Membership Services Department, has agreed to serve as our new ad ministrative assistant. Welcome aboard, Jennifer! We are all looking forward to working with you at the Vintage Aircraft Association. At Paul Poberezny's request, the VAA has agreed to restore a signif icant artifact that is currently in the inventory of the EAA . Harold

Neumann's Monocoupe 90AW is in a pretty sorry state of appear ance, and your VAA volunteer corps has agreed to take on this worthy project and return it to its original glory. The aircraft will be restored to airworthy condition, with the in tent of displaying it in the EAA Air Venture Museum. This restoration will also serve as an educational op portunity at EAA AirVenture this year. We hope to prep the one-piece wing and have it and the tail sur faces covered during EAA AirVen ture 200S. We'll have more on this project in the July issue. To accomplish this, our plans include increasing the size of our metal working tent and having the Monocoupe disassembled and on display. We have recruited a former Monocoupe owner and restorer to take the lead in this project. Phil Riter from Stryker, Ohio, will serve as the chairman of the VAA restora tion shop at EAA AirVenture, and he is actively seeking qualified vol unteers to come and assist us with this exciting project. For those of you who may label yourselves as not-so-qualified volunteers, you, too, are welcome to stop by and assist us (with some supervision). And those of you who may want to just observe and learn a little about a Monocoupe restoration are also welcome to visit the project. Let's all pull in the same direc tion for the good of aviation . Re member, we ar e better together. Join us and have it all.

VINTAGE AIRPLANE

EAA Objects to FAA Language That Puts Historic Aircraft at Risk

International Young Eagles Day Is June 11

EAA, with its Vintage Aircraft Association and Warbirds of Amer ica divisions, objected strongly to a proposed FAA rule change that would jeopardize future historic aircraft restorations. The proposal's preamble prohibits a historic air craft that had been destroyed-as indicated by National Transporta tion Safety Board reports-from being rebuilt and receiving a type certificate to operate as a standard category aircraft. In its written comments to the FAA, EAA, VAA, and Warbirds said there is no evidence of a safety concern with aircraft restored after substantial damage or being "to taled" by an insurance company. The NTSB has no definition for "de stroyed" as used in its reports and is considering dropping the term from aviation accident reports. "There are many beautiful air craft restorations from a few re maining aircraft parts or what are commonly known as basket cases," said Earl Lawrence, EAA's vice president of industry and regula tory affairs. "FAA is using language in the preamble to create policies that should be handled through a regular rule-making process, which includes full economic and safety effects. The agency, in this case, is circumventing its own process." Contrary to some reports, the proposed rule would not ground or halt the restoration of such air craft, but it would subject them to more restrictive categories such as experimental/exhibition. EAA does not object to the specific changes within the proposed rule itself, just its preamble. The pro posal does not affect restorations of aircraft that have never been classified as "destroyed or totaled" and removed from the FAA regis tration database.

EAA Chapters worldwide will hold flight rallies on June 11 in honor of the 2005 International Young Eagles Day (IYED), where EAAers fly as many as 10,000 to 20,000 youngsters in one day! Let us know how your rally goes. Send an e-mail to the Young Ea gles office at youngeagies@eaa.org.

JUNE 2005

Register Your Type Club Gathering Online Is your type club having a dinner and/or meeting this year during EAA AirVenture Oshkosh? Send the details to EAA and we'll share the informa tion with the membership on the EAA website, www.airventure.org, and later, for folks on convention grounds, in the daily AirVenture Today. Visit https:!/ secure.eaa.org/airventure/type_ciubs.htmi, complete the online form, and that's it!

EAA Ford Tri-Motor on Tour EAA's 1929 Ford Tri-Motor takes to the skies in June and July for a mini-tour to several cities, starting in Pontiac, Michigan, on June 11 and concluding at Traverse City, Michigan, on July 5. "We welcome everybody to experience true living history by flying in the world's first mass-produced airliner or seeing it when we land in their area," said EAA AirVenture Museum Director Adam Smith. Nicknamed the Tin Goose because of its corrugated metal skin, EAA meticulously restored the airplane in the late 1970s and early 1980s. Since then it has been based at Pioneer Airport, EAA's living history aerodrome that re-creates aviation in the 1920s and 1930s. Last year the airplane received a new paint job from Gulfstream and was com pletely refurbished to appear as it did when it first flew more than 75 years ago. Flights are available for $40 per person when booked in advance or $50 per person the day of the flights. A secure flight-reservation system and complete information are available through EAA's Tri-Motor tour website: www.flytheford.org.

The Tour Schedule June 11-14: Pontiac, Michigan, Oakland County IntI. Airport (PTK) June 16-19: Port Clinton, Ohio, Carl R. Keller Field Airport (PCW) June 21-23: Pittsburgh, Pennsylvania, Allegheny County Airport (AGC) June 25-29: Ft. Wayne, Indiana, Smith Field Airport (SMD) July 1-5: Traverse City, Michigan, Cherry Capital Airport (TVC)

Angel Flight East Aircraft and Car Show Angel Flight East is the non profit organization whose mission is to facilitate free air transporta tion to financially and medically disadvantaged patients so they can get desperately needed treatments and surgeries. Angel Flight East ac complishes this tremendous task through the generosity of many volunteer pilots who donate their aircraft, time, and fuel. Ang.el Flight East's 16th Annual Vintage Aircraft and Classic Car show will take place September 10, 2005, at Wings Field in Blue Bell, Pennsylvania. All net proceeds go to benefit Angel Flight East. If you would be interested in fly ing in and displaying your aircraft, please call Bonni Bellet Schwartz at 800/383-9464, ext. 4, or e-mail bschwartz@angelf/ighteast.org.

VAA Happenings at EAA AirVenture Oshkosh 2005 VAA Picnic

Our annual VAA picnic will be held on Wednesday, July 27, at the Nature Center. Trams will de part the Barn around 5:00 p.m. The home-cooked beef and ham dinner will start being served at 5:30 p.m. Tickets for the event will be avail able, as usual, at the VAA Red Barn headquarters. If your group or type club is interested in purchasing a block of tickets, please contact Jean nie Hill as soon as possible. If noti fied, we will gladly reserve an area for your group at the picnic. These tickets sell out, so please let us know your intentions as early as possible.

EAA AirVenture 2005 NOTAM Now Available Via Online and Print Formats The Federal Aviation Adminis tration (FAA) has releasea the EAA AirVenture Oshkosh 2005 Notice to Airmen (NOTAM), featuring arrival and departure procedures for the Experimental Aircraft As sociation's 53rd annual fly-in, The World's Greatest Aviation Celebra tion, July 25-31 at Wittman Re gional Airport in Oshkosh. The NOTAM, which is in ef fect July 23-August I, outlines procedures for the many types of aircraft that fly to Oshkosh for the event, as well as aircraft that land at nearby airports. It was de signed by EAA and approved by the FAA to assist pilots in prepa rations for their EAA AirVenture flights. There are some minor but noteworthy changes for en hanced safety and convenience compared to the 2004 version. Those changes include improved approach paths to Wittman Re gional Airport; landing areas on Runway 18R/36L; and the addi tion of the approach control fre quency for Madison, Wisconsin. A higher-than-normal influx of VFR arrivals are expected at Oshkosh on Saturday and Sunday, July 23-24, because of EAA Air Venture's new Monday-through-

Shawano Fly-Out The annual fly-out to Shawano will take place on Saturday, July 30. The sign-up sheet will be at the desk in the Red Barn. The briefing will take place Saturday at 7:00 a.m. on the porch of the Barn. Last year we had great weather and record at tendance, and everyone had a great time. The city of Shawano really goes out of its way to make us feel welcome. We hope you can join us. Other Great Stuff In the special events depart ment, there will be another "party on the porch" celebrating the par ticipation of several tri-motors at tending the convention. The exact

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Sunday schedule beginning this year. Besides following the pub lished arrival and departure pro cedures in the EAA AirVenture NOTAM, pilots should maintain high vigilance in watching for other aircraft. The online Adobe Acrobat (PDF) version of the NOTAM is available in the Plan for It/Pilot Information area of the EAA Air Venture website (www.airventure. org). In addition, printable arrival and departure signs for aircraft are available through the Pilot Infor mation area of the website. A 32-page printed NOTAM is available by calling EAA Member ship Services at 800-564-6322 or through anyone of 15 selected Automated Flight Service Stations (AFSS) throughout the country. A printed version may also be re quested through the EAA AirVen ture website. date is to be announced. While you're at the Barn, don't forget to check out our Pioneer Video corner where we'll have our original Pioneer Videos play ing throughout the week. Through these videos, we can revisit the avi ation greats who are no longer able to be with us. Pilots attending with their air craft can pick up complimentary mugs and plaques at the Red Barn. Coffee mugs are available to all EAA pilots, but you must also be a member of VAA to receive a per sonalized commemorative plaque. We will once again offer the Red Carpet van service to our memVINTAGE AIRPLANE

CALL FOR

VAA

HALL OF FAME NOMINATIONS

Nominate your favorite aviator for the EAA Vintage Aircraft Association Hall of Fame. A huge honor could be bestowed upon that man or woman working next to you on your airplane, sitting next to you in the Chapter meeting, or walking next to you at EAA AirVenture Oshkosh. Think about the people in yOUI""Lircte of aviation friends, that mechanic, that photographer, that pilot who has shared innumerable tips with you and with many others. They could be the next VAA Hall of Fame inductees-but only if they are nominated. The person you nominate can be a citizen of any country and may be living or deceased, and his or her involvement in vintage aviation must have occurred between 1950 and the present day. His or her contribution could be in the areas of flying; design; mechanical or aerodynamic developments; administration; writing; some other vital, relevant field; or any combination of fields that support aviation. The person you nominate must be or have been a member of the Vintage Aircraft Association, and preference is given to those whose actions have contributed to the VAA in some way, perhaps as a volunteer; a writer; a photographer; or a pilot sharing stories, preserving aviation history, and encouraging new pilots and enthusiasts. To nominate someone is easy. It just takes a little time and a little

reminiSCing on your part.

• Think of a person, think of his or her contributions. • Write those contributions in the various categories of the form. • Write a simple letter highlighting these attributes and contributions. Make copies of newspaper or magazine articles that may substantiate your view. • If you can, have another person complete a form or write a letter about this person, confirming why the person is a good candidate for induction. • Mail the form to:

VAA Hall of Fame

H.G. Frautschy

PO Box 3086

Oshkosh WI 54903-3086

REMEMBER, YOUR "CONTEMPORARY" MAY B E A CANDID A T E NOMINATE SOMEONE TODAY!

Call the VAA office for a form (920-426-6110), find it at www.vintageaircraft. org, or on your own sheet of paper, simply include the following information: • Date submitted. • Name of person nominated. • Address and phone of nominee. • Date of birth of nominee. If deceased, date of death. • Name and relationship of nominee's closest living relative. • Address and phone of nominee's closest living relative. • E-mail address of nominee. .Time span (dates) of the nominee's contributions to aviation. (Must be

between 1950 to present day.)

• VAA and EAA number, if known. • Area(s) of contributions to aviation. • Describe the event(s) or nature of activities the nominee has undertaken in aviation to be worthy of induction into the VAA Hall of Fame. • Describe achievements the nominee has made in other related fields

in aviation.

• Has the nominee already been honored for his/her involvement in aviation and/or the contribution you are stating in this petition? If yes, please explain the nature of the honor and/or award the nominee has received. • Any additional supporting information. • Name of person submitting petition. • Submitter's address and phone number, plus e-mail address. • Include any supporting material with your petition. 4

JUNE 2005

bers who need assistance getting around the field. This service is intended to aid those who have trouble walking or who need to carry heavy objects, such as lug gage, camping gear, or materials, to the forums or other outlying areas. This service is available only on the Wittman airport grounds. To arrange transportation, stop at the desk at the Red Barn or call the Red Barn headquarters at 920 230-7796. If you don't require van service, we can also connect you to a golf cart transportation ser vice available on the field. To add to your transportation options, trams will be departing daily from the north side of the Red Barn. With all of these avenues avail able, getting around the field will be easier than ever. It's a good idea to check in at the Red Barn on a regular ba sis. Message/information boards change daily, and frequent an nouncements are made remind ing everyone of up-and-coming events. While you're there, stop in for a cup of lemonade and some fresh, hot popcorn. Don't forget, the VAA Red Barn headquarters is also your hospitality center. We al ways enjoy it when folks just stop by to say hello and "set a spell." It's a great place to catch up with all your Vintage friends. We look forward to seeing you soon. Jeannie Hill E-mail: dinghao@owc.net

VAA Elections/Annual Meeting In the center spread of this is sue you'll find candidate biogra phies and a ballot for this year's VAA elections, which will be rati fied at the annual business meet ing held during EAA AirVenture Oshkosh 2005. Notice is hereby given that an annual business meeting of the members of the EAA Vintage Aircraft Association will be held on Sunday, July 31, 2005, at 9:30 a.m. CDT in the tent next to the VAA Red Barn headquarters during the 53rd

annual convention of the Ex perimental Aircraft Association Inc., Wittman Regional Airport, Oshkosh, Wisconsin. Notice is hereby further given that the an nual election of officers and direc tors of the EAA Vintage Aircraft Association will be conducted by ballot distributed to the mem bers along with this June issue of Vintage Airplane. Said ballot must be returned properly marked to the Ballot Tally Committee, Vin tage Aircraft Association, P.O. Box 3086, Oshkosh, WI 54903-3086, and received no later than July 22, 2005. The Nominating Com mittee submits the following list of candidates: for vice-president, George Daubner; for Treasurer, Charles W. Harris; for directors (six total), David Bennett, John S. "Jack" Copeland, Philip Coul son, Dale A. Gustafson, Eugene E. Morris, Wes Schmid.

Protect OUf Planes Marks Fifth Anniversary Aircraft counted in the thousands and peo ple in the hundreds of thousands come from around the world each year for EAA AirVenture Oshkosh. To protectthe airplanes-and specta tors-EAA formed a volunteer army, Pro tect Our Planes (POP), prior to EAA AirVenture 2000. Its members monitor flightline ac tivities to make sure visitors abide by the time-tested Oshkosh rules: no smoking, except in designated areas, and no food or drink on the flightl ine. POP is always looking for good volunteers, who must be at least 14 (ages 1417 need a parent/guardian with them) and enthusiastic. No experience is necessary all you need is a smile-and there's a place for people of all fitness levels. It's a great way for families and/or groups to enjoy EAA AirVenture "from the inside.» If you're interested in volunteering, e-mail ProtectOurPlanes@yahoo.com or visit http://groups.yahoo.com/group/ProtectOurPlanes.

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REMINISCING WITH BIG NICK

ox-s

ANNUAL REUNION Nick Rezich Photos by Jessie Woods and Bob Collins

The South has risen!! BELIEVE endar watch moved up one day! My YOU -ME, it has! $9.20 for four wife turned to me and asked, "Are drinks...$21.00 for a fish plate and we taking off?"-to which I replied, . a cold steak. I just returned from "No, the best is yet to come." Sure the colorful and historical city of enough, we turned onto the run Charleston, South Carolina. I have way, running full bore with about a always been a fancie:t: of the South, 4G side load. We rotate and before but I believe the Charlestonians are the gear doors close, he racks this still mad at us damn Yankees. (That's hog into a 45-degree bank and we damyankee' in the South, Nick . . .one are on our way. My wife turned to word. I was 14 before I was told it me again and asks, "Has he turned was two words up Nawth!-Jack Cox, the smoke on?" About the same Editor) Every time I tried crossing a time, I was reaching for a phantom street with the green light, at least microphone to announce this act! two of them would try to get me. As they vectored us to the airway, I swear they can smell a Yankee a each turn became more vigorous traffic light ahead!! A blind man is than the preceeding one. When we safer in downtown Chicago! finally leveled off and the hostess It all started when I boarded an started hustling drinks, I ordered the Eastern Airlines DC-9 at O'Hare on first martini of my life and my wife October 9. I knew I had been "had" had a double, her first. The next hour as soon as we started to taxi. Now, 'I and fifteen minutes were routine wouldn't say we were taxiing fast.. and dull...with only an occasional .but when we turned onto the taxi 30-degree bank using only about a way leaving the gate area, my cal- 180-degree-per-second roll rate. . . Reprinted from Vintage Airplane November /I

JUNE 2005

Now it was time for Act II-and sure enough, we had a whole new bag of tricks in store for us. It started with going from cruise power to idle with the articulate arm of King Kong, followed by a push over to zero G. Again, I instinctively reached for the air show mike, for I knew he is setting up for an outside snap as we roll into a 60-degree bank. About this time the number two boy de cides to bring the cabin down to catch up with the airplane, but over shoots and has us on the ground as we are going through 25,000 feet. By now all the sinus sufferers are ready for interment. A few more downhill point rolls and we wind up on a 10,OOO-foot base leg. Now King Kong wants to play Bob Hoover. ..out go the high lift devices, full rear flap, and the gear. He pushes over to about 60 degrees and proceeds to clean out all the ashtrays. 1974

Jessie Woods, left, Dale De Tour, and Evelyn Wal

dren at Evergreen Airport. The piece of cowling Max Robertson's Travel Air 4000, Miss Jessie, painted up just like one

contains the old Flying Aces calling card. of the original Flying Aces' show planes. (Photo by Jack Cox)

M .....'lud Occasion"-Kneeling, left to right, Bob Collins, Bill WaITeD, and Max Robertson. Standing, left to.......~=::1 right, Dale De Tour, AI Kroft, Gary Kroft, Paul Lawrence, Jessie Woods, and CalTOil Pope.

When we roll out on final, he blows the whole Bob Hoover bit we are about two miles out and he has us down in the toolies with the speed meter reading slow. About this time, someone up front remembers Lesson Number 8 and the P&Ws spool up to about 105 percent. Jo Anne turns to me and says, "Is this a Whisper Jet?/I For the next two miles we all get to enjoy the same com forts a bronco buster thrives on. The impact and rollout magni ity of some much-needed spirits. fied my thoughts . . .that the ma I walked down the block, and as chine is master of the man... !! I stepped off the curb to cross the When we turned off at the end, I street, here comes one of those noticed that King Kong was a very Charlestonians aiming at me full thoughtful and considerate pilot. bore. Out of nowhere a very strong He applied the same 4G load to the . hand pushed me to safety. I swear opposite gear from the one he lim on an old Southern Bible, the driver bered up on take-off ... and set my of that car was wearing an Eastern watch back on the correct date. Airlines uniform!! After checking into the hotel, I The purpose of my trip to Charles decided to check out the availabil- ton was to attend the 19th Annual

Jessie closed her

eyes for a

moment and

thought, "Is it

really March 1974

. . .or is it

March 1929?"

Reunion of the OX-S Aviation Pio neers. The highlight of the reunion was the announcement of the Hall of Fame inductees who will be en shrined in May at Hammondsport, New York. I was proud and very happy to learn that Gordon Israel of Howard fame was named as a re cipient of this unique honor. I had a long chat with another Hall of Fame Inductee, Mr. Clayton C. Scott, the retired Boeing chief test pilot. Mr. Scott is the owner of Jobmaster Inc., the company that produces Howard DGA seaplanes. He also owns all the STCs and the Approved Type Certificate for How ard aircraft: He informed me that he has many parts for the DGA-1S. He also told me that he wants to spend more time fishing and hunt ing and that the whole Howard Air craft business is for sale. He would rather sell it to a Howard enthusiast VINTAGE AIRPLANE

Air 4000s. Jessie was the wing walker, the parachute jumper, and pilot of one of the ships. During our chat she told me about the "New Flying Aces" up in the Northwest. They are a real bunch of gung-ho antiquers who have the market cornered on Travel Airs, Wacos, Stearmans, and many other golden oldies. They are part of the Northwest Antique Airplane Club. Max Robertson, Bob Collins, and Bill Warren of Medford, Or Paul Lawrence and his 12W. egon, along with Carroll Pope of Grants Pass, Or egon, restored three Travel Air 4000s and pa.inted them in the original paint scheme of the Flying Aces complete with the insignia of the hand of aces on the fuselage and the single ace, each of a different suit, on the vertical fins. The air planes are all original except for the engines-the Wright Paul Lawrence giving Jessie Woods some much J-Ss have been replaced with needed help donning the last layer of clothing 220 Continentals. prior to take-off from Cottage Grove to Medford. This past March Jessie That's Paul's Curtiss-Wright Travel Air 12W in Woods joined the New Fly the background. ing Aces and took a trip into the past. Saturday morning, March 23, 1974, Jessie donned a flying suit and climbed aboard Paul Lawrence's red and white Curtiss-Wright Travel Air 12-W, joined by Dale De Tour in his red ASO Waco an~ Al Kroft in his PT-13, and took off from the Ever green Airport at Vancouver, Jessie Woods and Carroll Pope enjoying the sun Washington, and painted their nose south for a cold at the Cottage Grove gas stop. 24S-mile flight to Medford. than a commercial group. Here is Jessie's first glimpse of the New Fly your chance, you Howard Lovers. ing Aces came when they landed at (200S-The Howard DGA type cer Cottage Grove, Oregon, for some tificates are now owned by the Howard gas and some much needed coffee. club.-HGF) As they taxied to the ramp, Jes The New Flying Aces sie spotted those familiar elephant I also had a long visit with Mrs. Jes ears on the blue and white 4000 sie Woods, the lady I mentioned in the belonging to Carroll Pope. Next May issue. Jessie and her late husband in sight was Miss Jessie, the blue operated the "Flying Aces" air show and white 4000 owned and flown from 1929 to 1939 using two Travel by Max Robertson, their host for \

JUNE 2005

the weekend ... and the ramrod behind the revitalization of the Flying Aces. The sight of the two Travel Airs brought a tear to the eyes ofjessie as she put it, "I kept swallOWing, but the lump in my throat stayed." After much back-slapping, hug ging, and handshaking, they were off for Medford, where the third and final Travel Air of the Flying Aces would join the flight. The trip over the snow-covered Calapooya Mountains was cold and slow, but rewarding. As the Medford airport came into view, so did the bright red and white Travel Air of Bob Collins and Bill Warren. Jessie was freezing, but seeing those three Travel Airs soon warmed the blood and heart. The evening was spent at Max and Michelle Robertson's place talking about Travel Airs and the Flying Aces. Sunday morning dawned bright and clear, and soon Jessie would be treated to one of the greatest mo ments of her life. After a short trip to the airport in Max's meticulously restored Model A truck, the three 220 Continentals barked to life, and as the Flying Aces taxied out in formation, Jessie closed her eyes for a moment and thought, "Is it really March 1974 ... or is it March 1929?" The New Flying Aces treated J essie and her friends to a special show reminiscent of 1929. When it was over and time for home, Jessie expressed her feelings with the following words: "Here at last my dream had come true! This flight had been made that I might see three Travel Airs together once again and repainted in the same configuration as our Flying Aces Air Circus of the late '20s and '30s. I, too, like Alice, walked through a looking glass into the past and ex perienced the delights of 'The Med ford Occasion. III I salute you, Max Robertson, Bob Collins, Bill Warren, Carroll Pope, and the Northwest Antique Airplane Club. May your galaxy shine forever. Keep the Travel Air ...".. flying!-Big Nick

DOUG STEWART

Decisions, Decisions!

Well, summer is here, and with the longer days come longer flights. For many of us it is the time of year when our flights extend well out beyond the pattern. They even ex tend beyond the proverbial "ham burger" flight that now seems to cost a heck of a lot more than the $100 it once did . In fact for some of us the flights we are taking might very well extend over several days and several thousand miles. Why, it might even be that annual pilgrim age to EAA AirVenture Oshkosh to park our pride and joy within shouting distance of the Red Barn. (Of course if the "Red Barons" are flying their formation air show act, you wouldn't hear me shout even if you parked on the porch of the Red Barn!) If the flight were indeed a mul tiday cross-country flight, the deci sion to make that flight might very well have been made last winter when the days were short and the temperatures low. Or perhaps the decision was a more spontaneous one, made perhaps only a few short hours before the flight. Regardless of when the decision to make the flight was originally made, the process of decision-making does not end there. Unfortunately when looking at the accident records, it would appear that for some pilots once the decision to go has been made, there is nothing stopping them, until that unfortunate final impact. We have to be aware that

the decision process to not only be gin, but also to continue the flight, is an ongoing process that does not end until we have landed at our fi nal destination, taxied to our tie down, and put the ropes on.

We have to be aware that the decision process to not only begin, but also to continue the flight, is an ongoing process that does not end until we have landed ... Let's take a look at that process . We have a couple of acronyms to help us out. The first one is the PAVE checklist. It stands for Pilot, Aircraft, enVironment, and Exter nal pressures . From the moment the thought of making the flight first enters our mind, until the suc cessful conclusion of that flight, it is a checklist that we have to be constantly reviewing. The first element is the Pilot. Certainly in advance of the flight we have to consider if we are going to be current for the flight. Will our

flight review still be current? Will our medical be current? (I guess the Sport Pilots in the readership can ignore that one .) Going beyond the regulatory currency, we need to consider if we are really current for the conditions that we might expe rience on the flight. Are you familiar with the ter rain and airspace that you will en counter on your flight? If you are instrument rated, are you really ready to fly an approach to your personal minim ums? Even though you might have flown your six-in six, it might have been five and a half months since you last flew an approach . And was that approach flown in IMC, or with a hood on and a safety pilot in the right seat? Although you might have flown three takeoffs and landings in the previous 90 days, were they in gusty crosswind conditions? Re member, if you are flying a trip of more than 400 miles, the likeli hood of encountering some kind of weather different from your depar ture weather is likely. On the day of the flight (and continuing throughout the entire flight) we also have to consider our physical condition. I hope you run the I'M SAFE checklist on yourself. If you recall, that stands for: Illness, Medication, Stress, Alcohol, Fatigue (also Food), and Emotion. During the flight would you have the sense and diSCipline to divert to a precau continued on page 31 V I NTAG E AIR PL AN E

E.E. " BUC K" HILBERT

An information exchange column with input from readers Winter Doldrums One thing I like about winter, the flie s all dies! That's the only real nice thing about winter. Quite frankly, the thought of getting the machine out of the hangar and go ing through the cold-weather start ing procedures is more than enough to turn me off. Now Vintage Airplane Associate Editor, Norm Petersen, on the other hand, actually enjoys the challenge. He suits up in the appro priate gear, goes through all the mo tions and ski-flies around terrorizing the neighbors and having fun (?). Not for me! I more or less hibernate and that's the way it is. More and more phone calls keep coming in, but some letters, too. Got some comment on pullin' the prop through before starting from one of our seaplane pilots over in Michigan. He actually agreed with me. Must be from old school. I won der what he does in the wintertime?

Gopher broke What brought all this on was that a couple mornings ago, with the frost on the pumpkins, I went out to fly. I dragged the old 182 out of the hangar after I'd preflighted it (I'm no fool! I preflighted it inside the hangar even before I opened the door, out of the wind and cold, where [ could do it in a leisurely manner.), cranked it up (yes, I did pull it through in the hangar), and almost as soon as it began to run, pulled on the cabin heat and the defroster. Where, oh, where is that WARM air? What the heck is that

funny smell? Are those corn leaves coming out of the defroster? Darned if it ain't. What in the heck is goin' on? I shut down and investigated. Back in the hangar, of course. Normally, when weather permits and I have something going in the hangar, the 182 sits on the tiedown line outside, its tail pointed toward the adjacent cornfield. We had been working on the Mooney, the Por terfield 35-70, and a couple of the Varga fuel tanks, so the Cessna spent quite a bit of time out there this past month or so. Well, I guess the go phers must have thought they had a real good home, ready made, snug and warm, 'cause they had literally stuffed the cabin heat air duct with corn leaves. They were all nice and dry and crumbly and a real com bustible mess. When I pulled on the cabin heat, they were forced into the system and some of the looser de bris came right on through and into the defroster. This is what I noticed when [ pulled the cabin heat knob. This was the first time I'd asked for cabin heat this season. How long the debris was in that duct is any body's guess, but we now had some work to do-purge the duct, the heater, and the distribution system throughout the cabin. That was the biggest chore-just making sure all was clean and in order. The point ['m trying to make is that when I uncowled the engine and went after the debris, I got to thinkin' about the importance of checking the heat exchanger and the exhaust stacks the muffs get their heat from.

What if I hadn't had enough debris come through that I'd noticed it? Would it have ignited? Was the in tegrity of the system compromised? Was carbon monoxide a consider ation, as well as a fire threat? Regardless as to how the little ras cals (nice word for varmints) had got ten in there, and I feel it was almost an impossibility, they created a prob lem that could exist in YOUR airplane as well as mine. I think with all the winter flyin' advice, the cabin heater should be on the list of things to check not only for proper operation, but also bearing in mind the potential threat of carbon monoxide poisoning and the potential fire hazard. We've all heard the horror stories and have had examples thrown at us. This incident came pretty close to home. Heck! It was a home! I'm adding a check of the heating sys tem, including a complete disassem bly of the muffs, and a stack integrity check to my fall duties even though the annual was done in August.

Oily bird One other thing. Brian Van Wag nen was here last week, and I'm goin' around the 182 with a can of Aero Lube spray and lubing the hinges, etc. I got a real nice informative lecture. The theory is that the Aero Lube is a grease and will actually clog up the pores of oil-light bearings. It would be better if light oil were used rather than the grease base. It will penetrate the bearing surfaces much better and allow the lubricant to flo~ l

Reprinted from Vintage Airplane January 1990 10

JUNE 2005

~ti.~

At the end of Part II, Al Menasco had just finished serving as a civilian aeronautical en足 gineer for the U.S. Army Signal Corps and had moved back to Los Angeles, where he became a machinist. His pal, Art Smith, stayed on in the Air Corps, having been one of the first Army Air Mail pilots. Here's the conclusion to Al Menasco, Aviation Pioneer.

Al Menasco Part III CHET WELLMAN PHOTOS COURTESY OF

MENASCO

EXCEPT AS NOTED

"One of my early pals in racing, Karl Weber, invented a glass grind足 ing machine, and I joined his com足 pany, the Weber Showcase Co. The automobile business began build足 ing the closed cars, and we could hardly build the glass machines fast enough for Detroit, and we were in the chips again. "Art Smith was stili flying the mail. He had scattered most of the money from Japan around Texas in oil well drilling. He had also bought 250 war surplus French Salmson engines, which our government had received from France after the war-quite possibly the most we ever received from France of a reparations nature. The engine was known as the Liberty of France-a very advanced engine for its time, Reprinted from Vintage Airplane May 1985 VINTAGE AIRPLANE

a nine-cylinder radial water-cooled type of 230 hp. "He planned to start an aircraft factory while flying the mail; and build a skywriting airplane. He was still inventing things and was go ing to corner the skywriting busi ness. He had improved the war sur plus de Havilland mail ships with several of his devices. It was still the U.S. Air Mail Service-not yet a pri vate carrier. "The government asked for bids to replace old DHs. The Curtiss and Douglas companies responded with two prototypes for evaluation. Douglas submitted an adaptation of its round-the-world cruiser, car rying 1,000 pounds of mail in a front cockpit, with the pilot in the rear open cockpit. Curtiss submit ted a new model called the Carrier Pigeon, of basically the same type both were biplanes. But the Carrier Pigeon was an ungainly looking ship by comparison and had a very high cowling forward that lessened forward visibility. "Douglas appeared to be favored; all the pilots tested both at Cleve land. Art was a friend of Curtiss and wanted to see the Pigeon get a fair trial. He said that he did not want to just fly it around the field, but take it on his regular night run to Chicago under actual weather con ditions. He was at that time very in terested in bad-weather flying and developing aids during his trips. "He took the Carrier Pigeon on his run to Chicago that day and 12

JUNE 2005

encountered bad weather for the return trip. I was in New York and had planned to meet him in Wash ington the following day to visit the patent office. Ten inches of snow fell on New York that night, and Art was out in the Carrier Pigeon. "He bored through safely to Bryan, Ohio, and decided to land at the emergency field there to replen ish his fuel in case of necessary cir cling over Cleveland later. He broke through at Bryan okay, but in cir cling a farm to get his bearings he struck a lone tree that was about 40 feet above all else, and that is where he finished . "I went down to Fort Wayne to his funeral. They erected a statue on the golf course there where he taught himself to fly. It is a beauti ful statue-a shaft of granite 40 feet high, with an 8-foot symbolic figure of a man with wings outstretched in bronze on top. "In helping his mother and fa ther to settle his estate we found that his principal asset was the 250 Salmsons in a warehouse at Dayton. Civil aviation was beginning to stir, so I tried to peddle these engines to some of the emerging companies, but none of them seemed to have much money. "I finally shipped the engines to California and started to con vert them to 1\merican standards to make enough to take care of Mrs. Smith and Art's father, who was failing rapidly. That was a mistake. We increased the horse

power to 260 by making a few im provements, but the engine started throwing parts such as valves, springs, and other pieces. "Lindbergh flew the ocean while we were doing this, and all hell broke loose . Everyone wanted to get into the aircraft business. They would buy engines; they'd buy any thing remotely connected to th e aircraft business. You could sell stock in any company that even suggested an affiliation. For exam ple, there was a small railroad in Florida called Seaboard Airlines. To the amazement of stockholders and management, their stock zoomed to astronomical figures overnight. No one stopped to question that it was a railroad. "I had unlimited opportunities to sell the engines, except about that time the government es tablished an Aeronautics Bureau through the Department of Com merce to create some regulations for the exploding industry. "It became necessary to license aircraft properly, also to set speci fications for safety, among which were tests to prove airworthiness. Engines were required to pass cer tain tests to obtain an airworthi ness certificate. "The whole concept was proper and well done. But I was stuck with the Salmsons unless I could get them certified. To do this we had to operate an engine at full throttle for 50 hours at the Bureau of Stan dards in Washington, D.C.-within a range of temperatures and fu el consumption figures and other safety factors. "We made five trips, and in the last attempt we ran 49 hours and 27 minutes before the last piece of the French engine blew, which was the crankcase, as we had replaced about everything else by that time. "By this time we had assembled a good crew and had a good shop, so I said, 'I'm back in the engine busi ness, but I am going to build my own engines.' That was the start of the Me

nasco Manufacturing Co. "We called it Menasco Motors. Jack Northrop, also a young man at that time, but already with impres sive credits, was responsible for my decision to build an inverted type engine. He convinced me that all previous types were not built for the utmost aerodynamic effiCiency, but to obtain the best power-weight ratio . The Wright Whirlwind J-5 that Lindbergh had used was su preme; they could sell more than they could build, a nine-cylinder radial. Of the 140 some types by as many companies then applying for certification, 90 percent were radi als, of large frontal area. "Jack said, 'The inverted en gine of small frontal area, with the crankshaft above, gives a higher center of thrust, plus more propel ler clearance, which in turn allows for a shorter landing gear-a better aerodynamic situation all around.' "Other advantages of stream lining, lower center of gravity, ac cessibility were apparent. Jack was anxious to build a small prototype flying wing, and this type of engine fit in his plans. The design also in cluded a retractable landing gear and other innovations. "We had the most complete machine shop within the aviation fraternity then. Douglas, Lock heed, Ryan, and others were pri marily airplane builders, lacking much in the way of metal-work ing machine tools. "As a result, we were able to ex ecute the more difficult machined parts for them. So we built the first retractable landing gear for Northrop, of Jack's design. It was what we termed a 'piece of jewelry' then . I don't think you even have the tools in the plant today to do the job-we practically had to hand tool the whole thing out. "That was the first retractable landing gear built in the industry to my knowledge. It worked fine in tests at Burbank, but in crosswind testing at Muroc Dry Lake (now Ed wards Air Force Base) it was trouble-

Rudy Kling and his Menasco-powered Folkerts SK-3 racing aircraft in which he won the Greve and Thompson trophies in 1937.

some. Jack wanted to get on with the testing of the airplane itself, so we finished with a fixed gear to prove several of the other new features of the first flying wing. Eddie Bellande did the flying-who has just retired as chairman of the board of the Gar rett Corp., incidentally. "That was at least a partial suc cess for the first retractable gear designed by Northrop and built by Menasco. So at long last, we come back here to where you are building landing gear. "I must tell you one more land ing gear story, then button this up. We had 'grown' into air racing. We were quite successful; in fact, that's being too modest. During that era, we won four times as many races as all other engine companies com bined. But we never built a racing engine. These were stock-approved type engines. I must digress to ex plain this. After five failures with the French engine, I made up my mind that when I built my own en gine and put my name on it that there would be no failures at the Bureau of Standards SO-hour tests. "No engine was submitted by us for testing thereafter that could not run 100 hours at 125 percent full throttle. I did not even bother to attend the tests in Washington. We got seven approved type certificates in a row-no other manufacturer had ever submitted to seven succes sive tests successfully. "We did it by diligence and de termination to give the customer more than he asked for. Through out the Burbank plant today I saw a

lot of your work, and it was beauti ful. I am really proud to have my name on the door again. "I promised one more anecdote about the second landing gear we were involved in. A group of San Francisco fliers and sportsmen de cided to build an airplane to com pete in the National Air Races at Cleveland. They backed a young designer by the name of Keith Rider who produced an outstand ing airplane-all metal, cantilever low wing-using our first super charged engine and a retractable landing gear. "We had appeared for the first time at a National Air Race scene in Chicago in 1930. Now it was 1931 , and the San Francisco peo ple became so enthused when they saw their entry develop that they decided to build two of them. We arrived at Cleveland and created quite an impression. They were beautiful to see; they looked like the modern fighter of today. The slender nose of the in-line en gine, the short unbraced low wing in gleaming aluminum was quite something. We were in a small cu bic inch class. Our largest engine was only 544 cubic inches, and we had no aspirations to win the big Thompson Trophy Race, which was unlimited with engines as high as 1,800 inches. But we did bite off the 1,000-inch class. We thought we could do well in that. "There were 50,000 people in the grandstand as the race started. Planes were lined up abreast in continued on page 25 VINTAGE AIRPLANE

Antique Awards (Before B/31/45) Grand Champion NC17662 Spartan Executive Model 7W (1940) Ronald E. Tarrson Santa Fe, New Mexico Reserve Grand Champion NC6871 Stinson Detroiter Junior (1928) RobertJ. Hedgecock Barnesville, Georgia Custom Champion NC31178 Piper J-3 Cub Sport (1940) Buz Rich Williamsburg, Virginia Outstanding Custom E-BTUX Bucker Jungmeister BJ 133c (1940) Anthony Smith Ocala, Florida Outstanding WWII Era N8054 de Havilland Tiger Moth DH82A (1941) Richard W. Epton Brooks, Georgia

JUNE 2005

Grand Champion None Awarded Custom Champion N5834H PA-16 (1949) Gilbert and Barbara Pierce German Town, Tennessee Best Custom Classic (Over 165 hpj N170JE C-170B (1953) John Barrett St. Charles, Illinois Best Custom Classic (100 -165 hpj N7491K PA-20 (1950) Scott T. Schaefer Burnsville, Minnesota Best Custom Classic (0-100 hpj N1947B Luscombe 8F (1947) Jerry Cox and Scott Rose Mattoon, Illinois

Outstanding Classic N721CM Navion (1946) James and Catherine Manint Monticello, Illinois

Best Restored N7596B Champion 7EC (1957) Ted Davis Brodhead, Wisconsin

Outstanding Classic N3214C Bonanza (1954) Jeff Deaton Morehead City, North Carolina

Outstanding In Type N765P Meyers 200C (1964) Ben Morphew McKinney, Texas

Outstanding Classic N2315P PA-22-150 (1955) Richard G. Miller Dallas Town , Pennsylvania

Outstanding In Type N180DR Cessna 180H (1966) Bryan H. Jorgensen Wadsworth, Ohio

Outstanding Classic N3211B PA-22-150 (1953) Marshall Teaff Huntersville, North Carolina

Outstanding In Type N688V Beech Bonanza M35 (1960) George and Janet Powell Yorktown , Virginia

Contemporary Awards 11 56 12 131/67)

Vintage Seaplane Awards

Best Restored Classic (Over 165 hpj N195HA Cessna 195 (1949) Wade Gillaspie Huntsville, Texas

Grand Champion N87DG Beech Bonanza Custom (1959) Don and Wendy Gaynor Englewood, Florida

Grand Champion Seaplane N12380 Curtiss-Wright Travel Air 15E Weldon E. Ropp Lake Wales, Florida

Best Restored Classic (0-100 hpj N94196 Ercoupe (1946) Syd Cohen Wausau, Wisconsin

Best Twin N7765N Beech 18 (1959) Don Binns Fort Myers, Florida

Best Metal Amphibian N398CM Republic RC-3 Charles Malaquins Daytona Beach, Florida

The annual reverse spring migration to Florida means hun dreds of pilots point their airplane noses toward Lakeland, Florida, for what has become for many the kickoff to the fly-in season. Afew days of nice weather can't hurt, either, and true to the promises made by the Florida chamber of commerce, the weather in Lakeland for the week was quite pleasant and dry. Plenty of neat airplanes showed up, many piloted by old friends we see year after year. Like this award winning Beech 18 (left) that belongs to the Greenblatt fam ily, there was plenty to look at, so let's get started!

Woody Woodpecker adorns the rudder of C.H. Woodhall ' s 1936 Aeronca C-3, still powered by the original Aeronca E-113 engine of 36 hp.

The Grand Champion Antique of Sun 'n Fun 2005 is Ron Tarrson's Spartan Executive, fresh out of the res toration shops of Waco Classic Aircraft in Battle Creek, Michigan. The sparkling aircraft was flown to the event by Waco Classic General Manager Pat Horgan.

Danny Niblett brought his nicely restored Aeronca 7 AC Champ, a 1946 model. Danny chose a variation on the Aeronca Chief's color scheme to highlight the lines of his Champ, which is based near Vienna, Virginia.

James and Catherine Manint of Monticello , Illinois , must be thrilled with the work done by Sierra Hotel Aero Inc. , the current type certificate holder of the Navion . Picked as an Outstanding Classic, their 1946 Navion has been transformed into a "going places " machine, complete with the installation of a Millennium cylinder overhaul of the IO-470-KCH engine, pumping out 260 hp.

Clayton Malaquins' Republic RC-3 Seabee starts off the Seabee row on the Sun 'n Fun grounds. Clayton's Seabee was selected as the Best Metal Amphibian.

The Best Custom Classic (0-100 hpj winner was Jerry Cox and Scott Rose 's 1947 Luscombe 8F, on display in the com mercial exhibit section of the Sun 'n Fun grounds. VINTAGE AIRPLANE

For a relaxing afternoon of airplane sightsee ing, it's hard to beat the Lake Parker Sea plane Splash-In, held over two days during Sun 'n Fun. The first day features lightplanes and ultralights, and the following day, Friday, is devoted to heavier aircraft. Here is Ed Westlake's Cessna 140 on floats, with Ed enjoying a pleasant day in the shade.

What could be better when at the splash-in? Water, a stick, some thing to poke at, and seaplanes up and down the shoreline. It sounds like a great afternoon to me!

Swifts are always present in numbers at Sun 'n Fun, and it's always fun to see what the Swift folks come up with for color schemes. John Davis Jr.'s nice gold and red Swift is seen here taxiing out for departure, presumably back to his home base of Gainesville, Georgia.

Restored a decade and a half ago by Wel don "Willie " Ropp and mounted on a pair of Edo 2435 floats, this Curtiss-Wright Travel Air 15E was flown again by Willie's daughter, Belle Hutchins (inset), of Lake Wales. Willie just celebrated his 93rd birthday, and it was great seeing Willie and the Travel Air at the annual splash-in steak-fry dinner. 16 JUNE 2005

Some airplanes lend themselves to easy embellishment, and the Douglas DC-3 certainly wears a smile well! This is Duggy, the flying ambassador and class room for the National Aviation Hall of Fame's SkyReach Educational Program. The crew was busy all week passing out information about its program. The Outstanding WWII Era trophy winner was this nice de Havilland DH82A Tiger Moth belonging to Richard Epton of Brooks, Georgia. The 130-hp Gypsy Major engine will move it along at a stately 80 mph, while its biplane wings and leading edge slats on the upper surface give the airplane a landing speed of 45 mph.

The Outstanding Custom Antique is this Bucker Jungmeister, owned by Anthony Smith. Powered by a 185-hp Warner engine, it is registered in the United Kingdom by its British owner, who also has a place in Ocala , Florida.

Sun 'n Fun Forums By Kathie Ernst One of the new additions to the Sun 'n Fun Forums area is the ability to renew an inspection authorization (IA) or earn credits toward the FAA's AMT awards. The program was spearheaded by Sun 'n Fun Forums co-chairman AI Rott of Lakeland, Florida. Any airframe and powerplant mechanic can register to renew his or her IA by taking a total of eight hours of courses or workshops during the event. It makes attending the fly-in just that much more useful for busy mechanics!

Ryan Leeward , age 14, and his sister, Allison, who's 12, are learning the art of fabric covering from Robin Bassett, a Poly-Fiber instructor. Accompanied by their dad, Jimmy Leeward, Ryan and Allison attended a number of forums at Sun 'n Fun before they tackled the restoration of a Piper J-3 Cub at their home on Leeward Air Ranch in Ocala , Florida.

., ,t , ,

Instructor Stuart Clark gently guides the hand of one of the many folks who spent time in the welding workshop. Just as they are during EAA AirVenture Os足 hkosh, the workshops are always well attended at Sun 'n Fun.

Savannah Potter learns the art of metal forming from volunteer Sun 'n Fun ~w_ KATHIEE ~ instructor Pat Groover (left) as her proud father, Southwest pilot Ken Potter, looks on. Ken encouraged his daughter to participate in the various aviation maintenance workshops because he wanted her to learn how to use tools. Instructor Groover also showed Savannah how to use the English wheel. He was impressed with her work and said he was pleased so many girls were participating in the workshops. He pointed out that young women tended to do well because they listened carefully to their instructors and were patient as they worked with the metal. During EM AirVenture Oshkosh, feel free to bring your attentive youngsters to VAA's metal shaping tent, located next to the VAA Red Barn-who knows, you both may learn something new! ..... ~

VINTAGE AIRPLANE

and Pete Conrad and crew got to do their own restoration project to make the orbiting lab habitable, af ter the spacecraft was damaged dur ing the launch. Since he bought the Jenny in 1972, Frank Schelling has kept at it, one strut at a time, one connecting rod after another. Talk about stick-to-itiveness! Like so many of us, Frank can trace his fascination with airplanes to model airplanes. His mom, in an effort to give him something to do on a rainy day and keep him out of her hair, bought Frank a model airplane kit. He didn't need any further encouragement; he was hooked, and hooked good! Aviation had Frank Schelling in its grasp, so he earned a degree in aeronautical engineering from Cal Poly, San Luis Obispo. After a four year stint in the Navy, he actively began to fulfill a dream of having a World War I airplane. He started col lecting parts for an SE.5, including a prop and a Hisso engine purchased for $500, and while busy picking up parts here and there, he noticed an ad in Trade-A-Plane for an original Curtiss Jenny that was for sale in the Miami area. After flying from Califor nia to Florida to look at the project, he bought it and drove his '67 Chev elle from California to Miami to pick it up. His buddy Ray Cleone flew out to help Frank drive the new trailer and the car back to the San Francisco Bay area, making the trip an adven ture along the way, stopping at Carls bad Caverns and other fun places.

In 1976, while on a business trip to the Washington, D.C., area, he stopped in to visit fellow Jenny re storer Ken Hyde. Out in the hangar/ shop, Frank noticed a Jenny fuse lage set up for a Hisso engine instal lation (the IN-4H model), and with a little cash and some persuasion, he bought the fuselage that would serve as the basis for the airplane he would eventually restore . Since he already had a Hisso engine and didn't really need the parts he'd collected for an OX-5 powered air plane, he sold off the extra parts. The acquisition of the Hisso-configured fuselage seemed to be the actual starting point of the restoration process. It also seemed to be a good time to be starting. "I got in it just at the right time," said Frank. "There were about four or five people restoring Jennys at the time, and if one person didn't have a part, somebody else did, and we all cooperated." Restoring a Jenny isn't done of ten and is usually looked upon as a mammoth project. The Curtiss train ers, like so many of their contem poraries, were built by many, many hands, and their restoration requires the mastering of a number of almost forgotten skills. Almost each part will require some form of handwork, from the cleaning up of a casting for the parts of the Hisso to the rework of a wing interplane strut. For instance, when first built, each wing interplane strut is cut from a small slab of spruce, shaped

by hand, and then, to prevent split ting, each end is wrapped with copper; the copper is the n nailed in place, and each nail is secured with solder. Just in the struts for the wings, 32 strut ends are made in this way! In the fuselage and tail surfaces, most of the cross members and other structural members are also similarly reinforced. You can quickly see how the man -hours can add up. When there were hundreds of employees at Curtiss building Jennys, that work load was spread across a factory, but when it's your project, it's just you, and perhaps a few buddies, to get it done. It's a challenge for anyone to complete a project like a Cub or a Luscombe, so anyone who has re stored an airplane can empathize with a Jenny restorer! Surprisingly, there are more orig inal pieces in this airplane than one might think. When asked abo ut how much of the airplane was orig inal, Frank responded: "A lot of it. I'd say abo ut half. The wings are all new, new wood, but all original fittings; struts are all original except for the landing gear; the tail feathers are all original except for the vertical fin-tha t's new. In the fuselage, the four lon gerons are new, and there are six uprights where the cabane struts are and one for the engine support that are new. One set of floorboards is new, and the tail post; the rest is all original." The inexpensive antique Hisso Model A engine turned o ut to be a good find, too. Except for some damage to the oil sump at the bot tom, it was remarkably complete, and incredibly, after checking the engine over and doing some di mensional checks of the pistons, cylinder, etc., it became clear that it was a low-time engine. Only one part failed a Magnaflux check-a The Oshkosh crew consisted of Paul Seibert, Ron Price, Eric Presten (pilot), Jerry Impellezzeri, Jim Wright, and Chris Price (pilot) (not pictured). VINTAGE AIRPLANE

The Jenny's colors are still standard Navy colors today-insignia red, white, and blue, plus aircraft gray.

The Hisso powered Jenny fuselage before its restoration.

connecting rod-and one camshaft drive was cracked and had to be re paired. A new rod was found, as was the drive part, and new bearings were poured by the Babbitt Bearing Co. of San jose. It was all part of the rebuilding process to put the en gine back to factory tolerances. By the time the jenny was on the air port in Wisconsin, it had about 30 hours of total running time. 20

JUNE 2005

One of the distinctive features on any jenny is the radiator, and the unit on Frank's airplane is an orig inal, built especially for the Hisso engine. As mentioned before, a few fellows were also restoring jennys around the country, and jim Nissen, of Livermore, California, was rebuild ing his OX-S powered jenny at the same time as Frank's project was be ing worked on. Oddly enough, jim's

airplane came with a Hisso radiator, even though it was powered by an OX-So And, to make it even better, jim also had the fuel tank for the jN 4H, so they swapped fuel tanks and radiators. Frank said in all the time he's been working on the airplane, he's never seen another spare of ei ther part, and yet they were both there just a few miles away from his home at that time in Alameda, on the east side of San Francisco Bay, and in the hands of a fellow restorer who needed the parts Frank had on hand. Remarkable! Antique airplane restorers are scroungers and savers of the first magnitude, and Frank's been saving all sorts of bits and pieces as he's come across them. jenny wheels were high on his list of "save" items, and he picked the best pair he had to use on his jN-4. They are unique in that they are not the usual cross spoked wheels-they are radial spoked wheels, which Frank said are a bit stronger and more robust. In his quest to create a Navy jenny, Frank has collected a set of antique instruments for the cockpit, right down to a pair of Navy clocks (when

he first restored the Jenny, it had Navy instruments in all the holes except the clocks!) . Dave Rogers, of Instrument Pro in the Bay area, does a lot of instru ment face work and has worked on a few of the faces of the Jenny's instrument, so he was given the Navy clock reface work. Also included in his restoration is a full set of instrument panel lights, complete with a pair of Western Electric Blue Bell batter ies. The only instrument added to the panel that was not depicted on the blueprint was an inclinometer. After u ns uccessfully trying to get an inclinometer back from a for mer old-instrument restorer in New York state, Frank decided to see if Rieker co uld still make t h e older style unit he had sent away. (No, he still hasn't been able to get th e original back!) The folks at Rieker, in Folcroft, Pennsylvania, are still in business, and have an active in terest in their older units. Frank asked if they would still be able to make an inclinometer shown in an old catalog: "You're not the first person to call," was the response Frank got, "but we don't have any of the pat terns to cast the housing for that stuff; however, I do have an orig inal of one of the housings, and if you want to copy it and send it back, I'll make the glass tubes for them, fill them and seal them, and then send you the pieces, and you assemble them." "Deal," replied Frank. Frank's previous experience with pattern-making came in handy, and with the Riker original to work from, he made a pattern and had a foundry cast fourteen pieces, eleven of which were usable. Rieker con tinued to show great interest in the Jenny project, and when Frank mentioned that most of his castings did not clearly duplicate the mark ings on the face of the inclinometer, the company offered to lend him the original impression stamps so he could mark the faces properly.

What's a

"Hisso?"

1970s-a tad younger Frank Schelling at the start of his Jenny project.

JIM KOEPNICK

A standard Jenny "dashboard". This is the forward cockpit. All the instru ments are original to Navy aircraft of the period.

For a long time when I first started hanging around old-airplane people , I would occasiona lly hear the term " Hisso" when they were talk in g about a particu lar brand of engine. It took some pestering of a few of my older friends before the full name came out ; they were talking about the American-built Hispano-Su iza en gines constructed under license by the Wright-Martin Co. in New Bruns wick , New Jersey. A quick pawing though the aeronautical encyclopedia Aerosphere 1939 revealed the whole story. The U.S. military wanted more power fo r its t raining airplanes, and the French had just the engine. Manu facturing rights were granted to the Simplex Automobile Co. of America, which was subsequently acquired by the Wright-Martin Co. The term Hisso was a simpler-to-say contraction of Hispano-Suiza, and the name stuck. The Model A was the first effort pro duced in the States, and it is the type installed on Frank Schelling's IN-4H. Like the Curtiss OX-5, it is a water cooled, eight-cyli nder, gO-degree Vee type engi ne wh ich produced 150 hp at 1450 rpm , 60 hp more than the Curtiss engine's gO hp produced at 1200 rpm . Each of the two cylinder banks of the Hisso were cast in one piece, with four steel cylinder barrels threaded on the outside and screwed into the cast ings. The Model A has a displacement of 718.88 cubic inches. The later model E, wh ich was also produced in quantity by Wright-Martin, was the same basic engine, and turned faster with a higher compression ratio. The model E was rated at 180 hp, and later it was found it could produce up to 190 hp at 1800 rpm . Hisso engines on operating aircraft are pretty rare today, but a few are out there, including the Jenny flown at Cole Palen 's Old Rh inebeck Aero drorne (making Frank's the only other Hisso-powered Jenny flying today) and on a Travel Air flown by Dennis Trone. I know there are others, but those two come to mind right away. Their distinc tive rumble and the one-piece cylinder head covers peeking out of each side of the cowl make them easy to distin guish from the OX-5. VINTAGE AIRPLANE

The Jenny was flown for our cameras by Eric Presten. Our thanks to the Jenny gang (and EAA's photographers and camera ship pilot Bruce Moore) for getting up so early in the morning for our dawn photo shoot at the Brodhead, Wisconsin, airport.

A number of friends helped Frank along the way, including Cleone, Larry Schwafel, Tom Telifson, Newt Craven, Albert Ward, Ken Hyde, and Stanley Hiller. Speaking of Hiller, the Hiller Avi ation Museum was the site of the last big part of the restoration: the assembly and covering of the Jenny. The Hiller Aviation Museum really wanted the Jenny for display, in its unfinished state. Frank cut a deal with them; the museum could have it for display, but it would have to pay for the covering in Irish linen . Because Frank was in the Navy (and the actual history of his IN-4H fuse lage was unknown), he knew which color scheme he wanted, and re searched it at the National Museum of Naval Aviation in Pensacola, Flor ida. Before the paint could be ap plied, the linen had to be attached, and that job fell to a crew headed by Carl Moore. The work was done in Hollister, California, at Bob and Charles Hall's Air-Fab. After all the work that had been put into the Jenny to that point, it's not surpris ing that Frank was just as particular 22

JU NE 2005

about the covering job. Ross Walton of Vintage Aero Fabrics, now located in Kentucky (previously in Ver mont), supplied the linen. The cor rect frayed edge treatment was done, and Frank was pleased with the end result. The final color scheme for a Navy training aircraft was applied, and then the hundreds of little de tails that need to be attended to were accomplished before its first flight in 86 years. Frank Schelling's 25 years as a ci vilian aeronautical engineer gave him plenty of sheet metal experi ence, but only his innate ability to work well with his hands and mind, and a willingness to learn new processes, gave him the ability to complete the Jenny. lilt's not that tough," he said during our inter view. liThe way I figured it is that if some farmer could do it, I could do it. It just takes persistence .. .! never looked all the way to the end. Ev erything I did was a little project in itself. It's like building a brick house; you start with one brick, and you set that one down. Pretty soon you've got a row of bricks; then you start

another row. That's how I did it." There were plenty of little bricks along the way of the Jenny's restora tion. You might be surprised to hear that this airplane is his only restora tion project . If that's his first one, I can't wait to see how his next proj ect, a Travel Air 4000, will turn out. Oh, by the way, he doesn't think it will take another 31 years! ~ Resources: Dave Rogers is now at: Legacy Instruments 5214 Diamond Heights Blvd., Suite F-633 San FranCiSCO, CA 94131 Phone: 415-309-6239 Fax: 415-550-1697 E-mail: /egacy.a ircra(t@pachell.l1et

www./egacyinstnll1lellts.com Ross Walton, supplier of vintage cover ing material s, can be reached at: 316 Creekwood Drive Bardstown, KY 40004 Phone: 502-349-1429 Fax: 502-349-1428 E-mail: r05s@Vil1tageaerofahrics.col11

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2860 N. Sheridan Road, Tulsa, OK 74115 Phone: 918-836-6872 Fax: 918-836-4419

Want To Start a VAA Chapter? It's easy to start a VAA Chapter! All you need to get started is five Vintage enthusiasts. Then, contact the EAA Chapter Office at 920足 426-4876, or at chapters@eaa.org to obtain an EAA Chapter Starter Kit. They have ways to help you contact all the Vintage members in your area, plus, they'll walk you through the New Chapter process.

NEW JERSEY Andover, NJ, VAA Ch. 7

Meeting 1st Sun., 10:00 AM

Andover Aeroflex Airport

Joe Tapp, President

Phone: 908-872-3821

Email: joetapp@comcast.net

CALIFORNIA

KANSAS

OHIO

Hayward, CA, VAA Ch. 29 Meeting 2nd Thurs., 7:00 PM Hayward Airport, Hangar #7 William Field, President Phone: 510-784-1168 Email: wfield49@aol.com

Overland Park, KS, VAA Ch. 16 Meeting 3rd Fri., 7:00 PM Gardner Municipal Airport-Term Bldg. Gerald Gippner, President Phone: 913-764-8512 Email: gipp@email.msn.com

Delaware, OH, VAA Ch. 27 Meeting 2nd Sat., 8:30 AM Delaware Municipal Airport (DLZ) Term. Bldg Roger Brown, President Phone: 740-965-9252 Email: saUynroger@aol.com

LOUISIANA

Troy, OH, VAA Ch. 36

Meeting 3rd Sun., Noon

For Meeting Location Contact:

Richard Amrhein, President

Phone: 937-335-1444

Email: dickandpatti@aol.com

Sacramento, CA, VAA Ch. 25 Meeting 2nd Sat., 10:00 AM For Location Contact: Larry Muffly, President Phone: 916-424-5570 Email: ezflyerca@comcast.com

flORIDA Lakeland, FL, VAA Ch. 1 Meeting 2nd Sat., aU day. For Location Contact: Michael Quinlan, President Phone: 352-288-0979 Email: mikegq77@comcast.com

ILLINOIS Lansing, IL, VAA Ch. 26 For Time & Location Contact: Peter Bayer, President Phone: 630-922-3387 Email: c180bayer@aol.com

FLORIDA Lakeland, FL, VAA Ch. 1 Meeting 2nd Sat., aU day. For Location Contact: Michael Quinlan, President Phone: 352-288-0979 Email: mikegq77@comcast.com

ILLINOIS Lansing, IL, VAA Ch. 26 For Time & Location Contact: Peter Bayer, President Phone: 630-922-3387 Email: c180bayer@aol.com

New Iberia, LA, VAA Ch. 30 Meeting 1st Sun., 9:00 AM For Location Contact: Roland Denison, President Phone: 337-367-9826 Email: vaa30@cox.net

MICHIGAN Niles, MI, VAA Ch. 35 Meeting 2nd Sat., 10:00 AM Niles, MI (3TR) Term. Bldg. Kenneth Kasner, President Phone: 269-699-7064 Email: KKasner@comcast.net

MINNESOTA Albert Lea, MN, VAA Ch. 13 Meeting 4th Thurs., 7:30 PM Albert Lea MN Municipal Airport William Koza, President Phone: 507-373-9062 Email: bjkalmco@deskmedia.com

NEBRASKA Plattsmouth, NE, VAA Ch. 31 Meeting 1st Sat., 10:30 AM Plattsmouth Airport Term Bldg. Keith Howard, President Phone: 402-291-2103 Email: howardkj@worldnet.att.net

Columbus, OH, VAA Ch. 38

Meeting 3rd Wed., 6:00 PM

For Meeting Location Contact:

Perry Chappano, President

Phone: (614) 496-3423

Email: pmc@cwpU.com

OKLAHOMA Tulsa, OK, VAA Ch. 10

Meeting 4th Thurs., 7:30 PM

Hardesty Library

Christopher McGuire, President

Phone: 918-341-6798

E-mail: cmcguire@att.net

SOUTH CAROLINA Cross, SC, VAA Ch. 3

For Time & Location Contact:

Morton Lester, President

Phone: 276-638-8783

TEXAS Houston, TX, VAA Ch. 2

Meeting 4th Sun., 2:00 PM

Dry Creek Airport Cypress, TX

Merrill Morong, President

Phone: 281-353-7004

E-mail: mcmorong@pdq.net

NEW HAMPSHIRE INDIANA Auburn, IN, VAA Ch. 37 Meeting 4th Wed., 7:00 PM Dekalb Co. Airport Term. Bldg. Tim Fox, President Phone: 260-486-8126 E-mai~ tim@flyingshepherds.com 24

JUNE 200 5

North Hampton, NH, VAA Ch. 15 Meeting 2nd Sat., 11:00 AM Hampton Airfield, hangar SW corner Joseph Dion, President Phone: 603-539-7168 Email: president@vaa15.org Website: www.vaa15.org

WISCONSIN Brookfield, WI, VAA Ch.ll

Meeting 1st Mon., 7:30 PM

Capitol Airport

George Meade, President

Phone: 414-962-2428

Email: gameade@sbcglobal.net

Al Menasco

continued from page 13

what was called a racehorse start. If the wind was from the wrong direc tion, they took off opposite to the counterclockwise direction of the course, circling a scattering pylon before entering the first lap on th e proper course. "I was in a grandstand as a guest of some prominent people instead of my usual place at the starting line. liThe flag was dropped, and all the planes started. Right in front on the inside pole comes this Miss San Francisco. It hopped off the ground and was in the air-level with the eye in the grandstand, while the others were still lumbering along down there on the field , and as it passed th e grandstand the wheels disappeared, the landing gear came up, and went out of sight. Nobody had ever seen that happen except to a bird. liThe grandstand came undone. He was down around that scattering py lon and back on the 10-mile course and out of sight before some of the other guys were barely airborne. "That was the first sight of the re traction landing gear to this big au dience at the National Air Races. In those days it was a 10-day meet-the Olympics of the air. Everything was done to display aircraft. The Army, Navy, Marine Corps, and foreign governments participated. Many new types of aircraft were displayed and demonstrated each year. "It was a great show. It was done by myoid friend and high school pal, Cliff Henderson, who had th e genius of P.T. Barnum in my book. He alternated between Los Angeles and Cleveland for the 12 years of popularity, shortened at the end to four days . Menasco engines domi nated most events, and finally in 1937 we succeeded the ultimate victory of winning the Thompson Trophy Race, the unlimited against engines of as high as 1,800 cu bic inches displacement with our model C6S-4 engine, making the

ElECTRICAl

CONDUIT

ASSEMBliES

fastest time in the last lap of any American machine in the history of the event. • MIL SPEC and RFI SHIELDING "This boy, Rudy Kling, did the CONDUIT ASSEMBLIES custom made job as an embryo pilot. I believe per your specifications at the time he only had about 300 • Original equipment style Braided hours in the air-and that was our Conduits in Aluminum, Brass or ultimate success. It went on, as you Stainless Steel know, to the great things that are going on today. • We carry a complete line of AN - MS Electrical Fittings, Backshell Adapters liThe eventual change from and Specialty Fittings aircraft engines to landing gears seems a fitting thing, because I've • We also have full machine shop described how landing gear was capabilities for any custom applications you may require. also part of the history of aircraft development by some great guys, • Rebuild your Warbird back to and now Menasco is known for Original! landing gear." In 1969 Al and Julie were invited back to Japan to celebrate the 53rd anniversary of Art Smith and AI's tours of Japan in 1916 and 1917. AIR/FLEX INDUSTRIES Their host was the Mikimoto Pearl 2538 SUPPLY STREET, POMONA, CA 91767

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coast of Japan. It was on this island that Art and Al had demonstrated ~~~~~~~~~~~~~~~- their aircraft in 1917. The Japanese tr eated them royally, wined and dined them, and they appeared on television . Al was presented with a handsome album made up of some of the photos th e Japanese had taken in 1917. Al and Julie also played golf with the pres ident of the company and another officer. Qulie won!) AI's brother, Milton , was seven years older than Al and was the one who took him in during his turbu Aircraft Jewelry A. Silver Jet Ea rrings lent younger days. He also saw that V04426 $13.99* Al went back to school. In 1912-13 B. Gold tone Jet Earrings at Milton's urging, Al took evening with Blue Beads V04421 $9.99* classes at Polytech in Los Angeles in C. Aviation Charm Bracelet machine shop and engines. Milton V04441 $19.99* later became a well-known artist, es with Crystal Beads D. Large Ba rnsto rm ers Pin pecially in England and Kentucky V04428 $9.99* for his landscapes and horse pic E. Small Barnstormers Pin tures. His use of color and shadow V04429 $5.99* To Order: Call: 1-800-843-3612 was outstanding. While in Kentucky 'price does not refl ect sales lax or shipping and handling he was commissioned to paint most of the famous thoroughbreds of his day. Milton died in 1978, a famous and respected artist. ...... VINTAGE AIRPLANE

H.G. FRAUTSCHY

THIS MONTH'S MYSTERY PLANE COMES TO US FROM THE EAA LIBRARY. IT'S JUST ONE

PHOTOGRAPH FROM AN ENTIRE PHOTO ALBUM THAT MAKES UP THE GARNER P. EMERSON

COLLECTION, WHICH WAS RECENTLY DONATED BY EAA MEMBER BOB HIGHLEY.

Send your answer to EAA, Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Your answer needs to be in no later than July 10 for inclusion in the September 2005 issue of Vintage Ai1plane. 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 I/(Month) Mystery Plane" in the subject line.

MARCH'S

The March Mystery Plane (okay, so it's an airship!) came to us from a group ofphotos sent to us many years ago by longtime member Ted Bus足 inger. Here's our first response, from Donnie Smith of Winston-Salem, North Carolina: liThe March 2005 Mystery 'Plane' is the all-metal airship known as 26

JUNE 2005

MYSTERY

ANSWER

The City of Glendale. It was built by Captain Thomas Benton Slate of the Slate Aircraft Co. in the late 1920s. The photo (which is one of the best I've ever seen of the uniqu e ship) was most likely of the December 1929 flight attempt. A seam on the metal hull failed due to a gas over-pressure situation preventing a flight. The ship was eventually

dismantled and the hangar sold to a farm in Arizona. I gleaned this info from the October 1961 edition of Buoyant Flight-the bimonthly journal of the Lighter-Than-Air So足 ciety (www.blimpinfo.com). of which I'm a member." From Scott Santa Maria of Oakhurst, California, we have a bit more:

"The Mystery Plane in the March issue is the airship City of Glendale. It was built by Thomas Benton Slate, the inventor and co-owner of Prest Air Devices, a company in New York that made dry ice. He left the com pany in 1925 and began construc tion of his airship in 1926 at Grand Central Airport in Glendale. "The ship was made of corru gated duralumin skin instead of fabric and was to feature a steam engine. If I recall correctly from what I read a number of years ago, it was supposed to be a tractor pro peller on the bow of the ship. "The ship came out of its hangar after completion in December 1929, but unfortunately the heat of the sun expanded the skin and gas in side, resulting in loss of its lifting gas and causing the ship to fall to the ground. I recently read that the problem was found to be a relief valve and that due to the design of the ship it would have needed to be taken nearly completely apart to fix, so it was never repaired or flown. "The U.S. Navy did success fully fly a metal-skinned ship; it was smooth-skinned, unlike Slate's ship. The ZMC-2, Zeppelin Metal Clad 2, first flew August 20, 1929. It was 150 feet long and powered by two Wright Whirlwind engines giving it a maximum speed of 70 mph. The ZMC-2 was decommis sioned in 1941." Other correct answers were re ceived from Richard Maresh, Ful lerton, California; M. Bub Borman, Dallas, Texas; Dave Graebner, Eads, Tennessee; and via air mail from Camden, Australia , a note from Dave Dent. In his note, Ed Samp son of Belview, Minnesota, men tioned his father was present at the attempted first flight of the Slate. You can read a pretty complete ac count of the Slate in John Under wood's now long-out-of-print book,

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VINTAGE

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OFFICERS President

Vice· President

Geoff Robison 1521 E. MacGregor Dr. New Haven, IN 46774 260-493-4724 chie{702S@ao/.coI1l

2448 Lough Lane Hartford, WI 53027 262-673-5885

George Daubner

vaaflyboy@msll.(Onl

Secretary

Treasurer

Steve Nesse

Charles W. Harris

2009 Highland Ave. Albert Lea, MN 56007 507-373-1674 stnes@deskll1edia.cOlll

7215 East 46th St. Tulsa, OK 74147 918-622-8400

(wh@hvsu.com

DIRECTORS Steve Bender 85 Brush Hill Road Sherborn, MA 01770 508-653-7557 sst JO@comcast.11et

David Bennett P.O. Box 1188

Roseville, CA 95678 916-645-8370 l1ntiqllcr@illrea clt ."com

John Berendt

Dale A. Gustafson 7724 Shady Hills Dr. 317 -293-4430 da/e(aye(g'msn.cul11 Jeannie Hill P.O. Box 328 Harvard, II. 60033-0328 815-943-7205 dillghao@uwc.lIet

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Espie "Butch" Joyce 704 N. Regional Rd. Greensboro, NC 27409

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Robert C. "Bob" Brauer 9345 S. Hoyne Chicago, II. 60620 773-779-2105 plwtupilot@ao/. (o m

Steve Krog 1002 Heather Ln. Hartford, WI 53027 262-966-7627 sskrog@noJ.com

Dave Clark 635 Vestal Lane

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JUNE 2005

continued from page 9 tionary landing if you recognized that any of those things might be affecting your safety? The second element of the check list is the Aircraft. Is your aircraft as ready as you might be for the flight? Have all the required inspections been conducted? Is all the equip ment working as it should? If it is a rental aircraft, is it one you are familiar with and current in, or is it one that you have perhaps only flown once or twice? Again, if it is a rental aircraft, do you know how to operate all the installed equip ment? If the aircraft has an autopi lot, do you know how to use it? Do you have sufficient fuel and oil? Are you within the weight and balance envelope? Have you con sidered the performance capabili ties of your aircraft, especially if you will be flying to a different location that might create density altitude considerations that you are not used to? Have you established whether you will have performance available over that required, considering your gross weight, the load distribution, and the density altitude? Other checklist items that would fall in the Aircraft category would be current charts and approach plates, a current AFD (airport facil ity directory), a current database in your GPS, clothing suitable for a potential forced landing in inhos pitable territory, as well as survival gear appropriate for the terrain you will be flying over. Okay, you've run those checklists and everything looks good. Now we have to check the environment. When the environment is men tioned, almost all of us immediately think of the weather. Have you got current forecasts and reports? Have you been paying attention to weather trends several days prior to, and up until, the flight? Does the weather meet your personal minimums? Are the ceilings and visibilities, both reported as well as forecast, within your pilot capabili

ties? For example, if you are a pilot used to flying in the severe clear of the desert southwest, are you pre pared to fly in the haze found in the Smokies? If you are an instrument rated pilot and will have to fly an approach to minimums, have you predetermined how many missed approaches you will fly before di verting? (My personal minimum is one!)

Okay, you've run those checklists and everything looks good. Let's look at the airports we are planning to use (while not forget ting potential alternate airports). Will runway lengths and alignment be sufficient for our performance and skill? Don't forget that if you are a flatland, sea-level pilot, things will be much different if you are fly ing into and out of a high moun tain airport. Will runway alignment create crosswind challenges beyond your skill level? If you are only used to flying at a small, one-runway, rural airport, are you prepared to find your way around the maze of taxiways and runways you might encounter at the large metropoli tan airport you have planned as a fuel stop? Do you have the appro priate taxi charts and know how to request progressive taxi instruc tions? And don't forget that there may very well be numerous FBOs at that airport. Do you know which one you will be taxiing to? The last element in the "PAVE" checklist is External Pressures, and I find this is the one that quite often creates the greatest challenge. So often we do a great job of planning the trip and ensuring that the other

elements of the checklist have met our personal minimums, but we forget to include the allowance for potential delays. Whenever plan ning a trip, you should always re member the admonition: "Time to spare...go by air." It is so sad that the accident re cords are filled with fatalities that oc curred as a result of get-there-itis. We absolutely have to have alternative plans! Have you allowed for delays? Have you briefed your passengers about the possibilities of delays or di versions? Do you have the discipline to tell your passengers, or your boss, that the flight cannot be made? Will you allow them to push you into go ing when your inner voice is shout ing "Don't Go!" If the flight is being made to meet someone, are they aware of those same possibilities? Have you made arrangements for alternative transportation? Have you a credit card and telephone numbers available if the need for al ternative plans arises? Do you have appropriate clothing and personal needs in the event of an unex pected stay? Have you ensured that your last fuel stop is more than 100 miles from your destination? If you haven't, you might be tempted to stretch your fuel minimums right into a dead stick landing in some farmer's field. If, after running the checklist I have just described, you find no mar ginal items, then you have certainly PAVEd your way to a safe flight. But just because you have been able to make a go" decision, it does not mean that your decision-making chores are over. It will be an ongoing process throughout the entire flight. Next month we will look at the CARE checklist that can help us en sure that the flight will remain safe. /I

Doug Stewart is the 2004 National CFI of the Year, a Master CFI, and a DPE. He operates DSFI Inc. (www.ds flight.com), based at the Columbia ........ County Airport (lBl). VINTAGE AIRPLANE

AUGUST 20-Laurinburg-Maxton, NC-Ercoupe Owners

--"1ft

..- ) "" ,..~,. ,J,MNEWMAN 9f

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. llam-3pm. Rain date August 20. Donations $5 adults, $3 children 12-yrs and under. All you can eat. Info: Len, 269-684-6566. SEPTEMBER 3-Marion, IN-(MZZ) Fly/In Cruise/In. Info:

The following list ofcoming events is furnished to au: readers as a matter of information only and does not constitute ap www.FlyInCruiseIn.com. proval, sponsorship, involvement, control or direction or any event (fly-in, seminars, fly market, etc.) listed. To su~mlt an SEPTEMBER 3-Prosser, WA-EAA Ch. 391's 22nd Annual Labor Day Weekend Prosser Fly-In. Info: 509-735-1664. event send the information via mail to: Vintage AIrplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Or e-mail the OCTOBER 5-9- Tullahoma, TN-"1932 to 2005-The Tradition Lives: Year of the Staggerwing" Staggerwing, Twin Beech 18, information to: vintageaircraft@eaa.org. Information should Bonanza, Baron, Beech owners & enthusiasts, Sponsored by be received four months prior to the event date. JUNE IO-12-Arlington, TX-Gainesville Municipal Airport (GLE). Texas Ch. Antique Airplane Assn. 42nd Annual Fly-In. Info: Jim, 817-468-1571 JUNE 16-19-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 25-26--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 brianmacieod@juno.com or www.eaa5S2.org JULY 8-IO-Alliance, OH-Barber Airport (201) 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. taylorcraft.org or 330-823-1168. JULY IO-IS-Dearborn, MI-Grosse Ile Municipal Airport. In1'l Cessna 170 37th Annual Convention. Info: 936 369-4362 or www.cessna170.org. JULY 11-14--McCaU, ID-McCall Airport. Cessna 180/185 In1'l Convention. Many fun things planned. Call for hotel and other info: 530-622-8816 or mullettj@cwnet.com. JULY 22-2S-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. AUGUST 6-7-Santa Paula, CA-(SZP) Santa Paula 75th Anni versary Air Fair. Exhibits, vintage and experimental 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 (2Dl). 7th An nual 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-l1am. 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 32

JUNE 2005

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.tulsaflyin.com or Charlie Harris at 918-622-8400. SEPTEMBER 17-18-Rock Falls, IL-Whiteside County Airport (SQI). North Central EAA "Old Fashioned" Fly In. Forums, workshops, fly-market, camping, air rally, awards, food & exhibitors. Info www.nceaa.org SEPTEMBER 23-2S-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-Ontario Air Faire-Breakfast by EAA Ch. 837. Large warbird collection, acro airshow, car show, stage entertainment. Free admission. Info: Roger, 208-739-3979 or rlstps@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 publicrelations@cafhq.org

REGIONAL FLY-IN SCHEDULE Rocky Mountain EAA Regional Fly-In June 25-26, 2005 Watkins, CO (FTG) www.rmrfi.org

Virginia State EAA Fly-In October 1-2,2005 Petersburg, VA (PTB) www.vaeaa.org

Northwest EAA Fly-In Ju ly 6-10, 2005 Arlington, WA (AWO)

www.nweaa.org

EAA Southeast Regional Fly-In October 7-9, 2004 Evergreen, AL (GZH)

www.serfi.org

EAA AirVenture

Oshkosh 2005 July 25-31, 2005 Oshkosh, WI (OSH) www.airventure.org EAA Mid-Eastern Fly-In August 26-28, 2005

Marion, OH (MNN)

Copperstate Regional

EAA Fly-In October 6-9, 2005 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 EAA website (www.eaa.org) by clicking on the EAA/Ford Program logo. You must be an EAA Member for 1 year to be eligible. This offer is available to residents of the United States and canada. Certain restrictions apply. Available at participating dealers. Please refer to www.eaa.org or call 800-843-3612.